Narrative:

Working local east; TRACON called the sup and coordinated an east downwind for aircraft X. It is uncommon to do it because the aircraft X is usually IFR and pretty high which this one was. The aircraft X checked on at around 9-10k MSL. I had traffic at 055 and I think 060 north and south over I15 which is between the aircraft X and the airport. I had to stop the descent of aircraft X take him over the traffic at 060 and then clear him to land. Well then TRACON put a guy [aircraft Y] in the final to 35 and one on final to 34R. Now we have an inbound from the east who has to stay high to avoid traffic and miss an aircraft on final to a runway that is before the one he is supposed to land on. TRACON called at the last minute and said hey we moved that guy over meaning the aircraft Y on 35 and that they had moved him to 34R. Too late at that point; the aircraft X had stayed too high [because] he didn't see the traffic and there was no way to get him down and avoid the traffic on the final and over the freeway. I had already been forced to route aircraft X north over the freeway and put him back in a downwind to descend. I'm sure because aircraft X was IFR and below the MVA that I was wrong although I don't know what else I could have done. Normally when we use the over the top procedure which is a procedure we use that has an east downwind TRACON is not allowed to use the final to 35 for this exact reason. I think the restriction should be any time they coordinate an east downwind they can't assign 35 to others just like they can't in over the top.

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Original NASA ASRS Text

Title: SLC Controller reported aircraft below MVA due to a local traffic procedure and aircraft conflict.

Narrative: Working Local East; TRACON called the SUP and coordinated an east downwind for Aircraft X. It is uncommon to do it because the Aircraft X is usually IFR and pretty high which this one was. The Aircraft X checked on at around 9-10K MSL. I had traffic at 055 and I think 060 north and south over I15 which is between the Aircraft X and the airport. I had to stop the descent of Aircraft X take him over the traffic at 060 and then clear him to land. Well then TRACON put a guy [Aircraft Y] in the final to 35 and one on final to 34R. Now we have an inbound from the east who has to stay high to avoid traffic and miss an aircraft on final to a runway that is before the one he is supposed to land on. TRACON called at the last minute and said hey we moved that guy over meaning the Aircraft Y on 35 and that they had moved him to 34R. Too late at that point; the Aircraft X had stayed too high [because] he didn't see the traffic and there was no way to get him down and avoid the traffic on the final and over the freeway. I had already been forced to route Aircraft X north over the freeway and put him back in a downwind to descend. I'm sure because Aircraft X was IFR and below the MVA that I was wrong although I don't know what else I could have done. Normally when we use the over the top procedure which is a procedure we use that has an east downwind TRACON is not allowed to use the final to 35 for this exact reason. I think the restriction should be any time they coordinate an east downwind they can't assign 35 to others just like they can't in over the top.

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.