Narrative:

Aircraft X was cleared for a visual approach to ZZZ. Aircraft Y in trail was cleared for a visual approach to ZZZ1. I've been told that aircraft X received an RA from a helicopter on a 3 mile final and they proceeded to go around. I informed aircraft Y to cancel approach clearance; then began to give them instructions for a re-sequence. I issued 'cancel approach clearance; fly heading 360; climb and maintain 4;000 ft.'. Aircraft Y was currently in a 3;000 ft. Minimum vectoring altitude descending out of 3;000 ft. They began their turn and climb shortly after leaving 2;700 ft. On aircraft Y's base turn; aircraft Z was climbed northbound towards aircraft Y's final leaving 3;000 ft. Aircraft Y descended to 3;500 ft. And received a TCAS RA. They were still able to make a visual approach. The correct way that I should have handled aircraft Y's re-sequence is I should have first issued a climb and waited for them to begin their climb; before issuing a turn. It is unfortunate; because if; for example; I had a ZZZ departure climbing on a 360 heading leaving 2;100 ft.; I would have been in compliance.ZZZ should have better handled the helicopter traffic and aircraft X. We were short staffed in the area. It may have been helpful to have another controller available to help assist; but all of us were doing 1.5 hour rotations on position. Satellite airport VFR departures are a poor operation. I'm not sure when it began; but why are we working and identifying aircraft that are not in our airspace? Even more so satellite airport towers depart aircraft and assign them frequency changes to this sector without a hand off. Most of the time it is not an issue; but the sector can get saturated and adding more aircraft is not ideal. The supervisor was helpful in the recovery process.

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Original NASA ASRS Text

Title: TRACON Controller reported that VFR traffic from a satellite airport created a conflict and resulted in a go-around.

Narrative: Aircraft X was cleared for a visual approach to ZZZ. Aircraft Y in trail was cleared for a Visual Approach to ZZZ1. I've been told that Aircraft X received an RA from a helicopter on a 3 mile final and they proceeded to go around. I informed Aircraft Y to cancel approach clearance; then began to give them instructions for a re-sequence. I issued 'Cancel approach clearance; fly heading 360; climb and maintain 4;000 ft.'. Aircraft Y was currently in a 3;000 ft. Minimum Vectoring Altitude descending out of 3;000 ft. They began their turn and climb shortly after leaving 2;700 ft. On Aircraft Y's base turn; Aircraft Z was climbed northbound towards Aircraft Y's final leaving 3;000 ft. Aircraft Y descended to 3;500 ft. and received a TCAS RA. They were still able to make a visual approach. The correct way that I should have handled Aircraft Y's re-sequence is I should have first issued a climb and waited for them to begin their climb; before issuing a turn. It is unfortunate; because if; for example; I had a ZZZ departure climbing on a 360 heading leaving 2;100 ft.; I would have been in compliance.ZZZ should have better handled the helicopter traffic and Aircraft X. We were short staffed in the area. It may have been helpful to have another Controller available to help assist; but all of us were doing 1.5 hour rotations on position. Satellite airport VFR departures are a poor operation. I'm not sure when it began; but why are we working and identifying aircraft that are not in our airspace? Even more so satellite airport Towers depart aircraft and assign them frequency changes to this sector without a hand off. Most of the time it is not an issue; but the sector can get saturated and adding more aircraft is not ideal. The Supervisor was helpful in the recovery process.

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.