Narrative:

ZZZ was using runway X configuration due to the winds. Aircraft X flew into ZZZ airspace on the arrival and was told to report zzzzz; expect runway X. When they reported zzzzz; I advised to fly a right downwind for runway X. In the meantime; I had moved an aircraft on ground frequency and also cleared at least two other aircraft the use of runway X. I cleared aircraft X sequence and clearance to land runway X. They read back runway X. There was one aircraft in the runway X local traffic pattern and I moved to sequence and clear him behind aircraft X; but could not find aircraft X out the window; until I saw him very short final; if not over the threshold for runway Y. I immediately sent him around and advised I had cleared him for runway X; told him on climbout to turn left; and fly a left downwind for runway X. By this time the traffic pattern aircraft was well into the right downwind approaching right base turn. Aircraft X had turned left to join left downwind for runway Y; conflicting with the traffic pattern aircraft. I told aircraft X to immediately climb and turn westbound and issued traffic. Aircraft X reported the traffic insight. Thankfully the right base pattern traffic had already started their descent down in preparation for runway X arrival; but I had not seen that at the time of the immediate climb clearance. I told them to extend out to the shoreline and enter right base runway X; and asked if they understood that we are landing runway X; the eastbound runway; and they said yes. I had to point them out to ZZZ1 tower while they maneuvered back inbound to runway X. They landed and taxied to park.this could have been a major issue had my pattern traffic; or any other arrivals for that matter been on short final or approach. The pattern traffic aircraft (sorry I forget his call sign) was on the departure end of runway X and was not affected by the runway Y go-around.I did not brasher the pilot because I wasn't 100% sure if I had misspoken and wanted to listen to the tapes.aircraft X is a student trainer aircraft. There could have been instruction going on and distraction; however the pilot in command read back runway X several times. The flight school location on the field changed recently- and often for convenience in taxiing; they request to land runway y- so there could have been some expectation bias from the pilot going on. I did see two pilots exit the plane when they parked on their ramp.at the time of the incident; I was the only air traffic controller on the clock. The previous controller's shift was over and that is when aircraft X initially called inbound. Coronavirus has us down two controllers; so we are operating summer traffic on winter hours; staying open only until xa pm instead of normal xc am. With daylight lasting later into the evenings; traffic is staying steady later into the evenings. Typically on summer hours; at the time of this occurrence; there would have still be 2 controllers on position and this had a better chance of getting caught sooner and alleviating the situation. To have more eyes in the tower later in the evening and to accommodate safer operations for everyone; I would recommend some changes to scheduling. I would recommend a 1-9; 2-10; and 215-10:15 to help alleviate workload and increase safety.

Related reports:

Google
 

Original NASA ASRS Text

Title: Center Controller reported an aircraft attempting to land on the wrong runway resulting in another aircraft executing a go-around.

Narrative: ZZZ was using Runway X configuration due to the winds. Aircraft X flew into ZZZ Airspace on the Arrival and was told to report ZZZZZ; expect Runway X. When they reported ZZZZZ; I advised to fly a right downwind for Runway X. In the meantime; I had moved an aircraft on Ground Frequency and also cleared at least two other aircraft the use of Runway X. I cleared Aircraft X sequence and clearance to land Runway X. They read back Runway X. There was one aircraft in the Runway X local traffic pattern and I moved to sequence and clear him behind Aircraft X; but could not find Aircraft X out the window; until I saw him very short final; if not over the threshold for Runway Y. I immediately sent him around and advised I had cleared him for Runway X; told him on climbout to turn left; and fly a left downwind for Runway X. By this time the traffic pattern aircraft was well into the right downwind approaching right base turn. Aircraft X had turned left to join left downwind for Runway Y; conflicting with the traffic pattern aircraft. I told Aircraft X to immediately climb and turn westbound and issued traffic. Aircraft X reported the traffic insight. Thankfully the right base pattern traffic had already started their descent down in preparation for Runway X arrival; but I had not seen that at the time of the immediate climb clearance. I told them to extend out to the shoreline and enter right base Runway X; and asked if they understood that we are landing Runway X; the eastbound runway; and they said yes. I had to point them out to ZZZ1 Tower while they maneuvered back inbound to Runway X. They landed and taxied to park.This could have been a major issue had my pattern traffic; or any other arrivals for that matter been on short final or approach. The pattern traffic aircraft (sorry I forget his call sign) was on the departure end of Runway X and was not affected by the Runway Y go-around.I did not Brasher the pilot because I wasn't 100% sure if I had misspoken and wanted to listen to the tapes.Aircraft X is a student trainer aircraft. There could have been instruction going on and distraction; however the pilot in command read back Runway X several times. The flight school location on the field changed recently- and often for convenience in taxiing; they request to land Runway Y- so there could have been some expectation bias from the pilot going on. I did see two pilots exit the plane when they parked on their ramp.At the time of the incident; I was the only Air Traffic Controller on the clock. The previous Controller's shift was over and that is when Aircraft X initially called inbound. Coronavirus has us down two controllers; so we are operating summer traffic on winter hours; staying open only until XA pm instead of normal XC am. With daylight lasting later into the evenings; traffic is staying steady later into the evenings. Typically on summer hours; at the time of this occurrence; there would have still be 2 controllers on position and this had a better chance of getting caught sooner and alleviating the situation. To have more eyes in the Tower later in the evening and to accommodate safer operations for everyone; I would recommend some changes to scheduling. I would recommend a 1-9; 2-10; and 215-10:15 to help alleviate workload and increase safety.

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.