Narrative:

I was working local combined with vuo advisory frequency. Aircraft Y was reported in the left pattern to runway 8 at vuo doing touch and go's. Aircraft X was descending on the ILS to runway 10L at pdx. As aircraft X was descending down final I observed aircraft Y in his upwind and issued the traffic to aircraft X. Aircraft X responded with what sounded like 'looking'. [Another aircraft arriving] ahead of aircraft X crossed the 10L threshold and I put a departure [aircraft] in position on the full length of runway 10L with aircraft X crossing a 5 mile final. The arrival [ahead of aircraft X] missed exit A3 so I gave instructions to expedite down to the A2 exit for the traffic in position [on the runway] and aircraft X on final. The arrival exited the runway and I gave a 'no delay' takeoff clearance to the traffic in position with aircraft X on about a 2 1/2 mile final. Aircraft X landed on runway 10L and was instructed to exit the runway at A3 exit and contact ground control. Upon reading back his exit instructions he made a statement indicating that he had questions about the traffic on final and that it got 'close'. Aircraft X was given the tower phone number and called shortly after arriving at the gate. This happened because of the very close proximity of traffic operating at vuo to pdx traffic. I believe this also happened due to workload and distractions. Vuo traffic is a distraction from pdx traffic and vice versa and the amount of traffic calls needed for this operation takes way more time than a local controller has some times.vuo airport is an airport that is very active and lies 2.5 miles west of pdx underneath the runway 10L final. Aircraft operating at vuo create the biggest safety hazard that I have seen in the FAA especially when pdx is on runways 10L/right. When pdx is on 10's there are typically multiple TCAS RA's a week due to pdx traffic descending on final with traffic operating at vuo. This operation is a disaster waiting to happen and it will be seen on the nightly news when it does. To maintain safety and protect the flying public it is strongly my recommendation to; at a minimum; prohibit touch and go's at vuo and change the way they depart vuo airport. For example; instead of them turning the downwind into the face of portland traffic to head toward vancouver lake; they could fly north toward battleground. Ideally; I recommend closing vuo to all fixed wing aircraft. Again; this is a disaster waiting to happen.

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Original NASA ASRS Text

Title: PDX Tower Controller and an A320 Captain reported a traffic conflict on the Localizer due to VFR traffic at VOU.

Narrative: I was working Local combined with VUO advisory frequency. Aircraft Y was reported in the left pattern to runway 8 at VUO doing touch and go's. Aircraft X was descending on the ILS to runway 10L at PDX. As Aircraft X was descending down final I observed Aircraft Y in his upwind and issued the traffic to Aircraft X. Aircraft X responded with what sounded like 'looking'. [Another aircraft arriving] ahead of Aircraft X crossed the 10L threshold and I put a departure [aircraft] in position on the full length of runway 10L with Aircraft X crossing a 5 mile final. The arrival [ahead of Aircraft X] missed exit A3 so I gave instructions to expedite down to the A2 exit for the traffic in position [on the runway] and Aircraft X on final. The arrival exited the runway and I gave a 'no delay' takeoff clearance to the traffic in position with Aircraft X on about a 2 1/2 mile final. Aircraft X landed on runway 10L and was instructed to exit the runway at A3 exit and contact ground control. Upon reading back his exit instructions he made a statement indicating that he had questions about the traffic on final and that it got 'close'. Aircraft X was given the tower phone number and called shortly after arriving at the gate. This happened because of the very close proximity of traffic operating at VUO to PDX traffic. I believe this also happened due to workload and distractions. VUO traffic is a distraction from PDX traffic and vice versa and the amount of traffic calls needed for this operation takes way more time than a Local controller has some times.VUO airport is an airport that is very active and lies 2.5 miles west of PDX underneath the runway 10L final. Aircraft operating at VUO create the biggest safety hazard that I have seen in the FAA especially when PDX is on runways 10L/R. When PDX is on 10's there are typically multiple TCAS RA's a week due to PDX traffic descending on final with traffic operating at VUO. This operation is a disaster waiting to happen and it will be seen on the nightly news when it does. To maintain safety and protect the flying public it is strongly my recommendation to; at a minimum; prohibit touch and go's at VUO and change the way they depart VUO airport. For example; instead of them turning the downwind into the face of Portland traffic to head toward Vancouver lake; they could fly north toward battleground. Ideally; I recommend closing VUO to all fixed wing aircraft. Again; this is a disaster waiting to happen.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.