37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Attributes | |
ACN | 1765604 |
Time | |
Date | 202010 |
Local Time Of Day | 1801-2400 |
Place | |
Locale Reference | ZZZ.Tower |
State Reference | US |
Environment | |
Light | Daylight |
Aircraft 1 | |
Make Model Name | Small Aircraft |
Operating Under FAR Part | Part 91 |
Flight Phase | Descent |
Flight Plan | IFR |
Aircraft 2 | |
Make Model Name | Small Transport Low Wing 2 Turbojet Eng |
Operating Under FAR Part | Part 135 |
Flight Phase | Final Approach |
Flight Plan | IFR |
Person 1 | |
Function | Local |
Qualification | Air Traffic Control Fully Certified |
Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 1 |
Events | |
Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Clearance Deviation - Track / Heading All Types Inflight Event / Encounter CFTT / CFIT |
Narrative:
I was on the local control position and traffic was light. Initially coordinated with approach control; aircraft X was approved for a late frequency change to tower as it would be number two behind aircraft Y. With this coordination I was expecting aircraft Y to be first followed by aircraft X; but aircraft X came to tower first approximately two miles north of the VOR. At this time aircraft Y was still outside of 10 miles from the field and I cleared aircraft X to land. Approximately on a two mile final; aircraft X requested a left 360 due to him still being too high. I asked aircraft X to verify they had the field in sight; but there was no response. The controller in charge (controller in charge) responded to me that he requested a left 360. I observed outside the window that aircraft X was in his left turn executing a 360 prior to my approval. At this time; aircraft Y was approximately 8 to 9 nm north of the field. Immediately we coordinated this with approach letting them know aircraft X was too high and needed to execute a 360 and was instructed a missed approach; but at the time aircraft X was just completing his left 360 with aircraft Y approaching approximately a five mile 5 mile final. With coordination for the missed approach and aircraft X nearly completing a 360; I advised aircraft X of the inbound traffic and instructed him to turn northbound and to contact approach control. During this time; separation between both aircraft was lost.I believed what led to this event was initially the miscommunication between tower and approach with the sequence of the inbound. I was preparing for aircraft X to be shipped late behind aircraft Y; but there wasn't any communication that the sequence has changed. We are a VFR tower and I haven't had the experience with dealing or the knowledge on how to deal with such a situation; but this incident was definitely a learning experience. I believe aircraft X also went below the MVA; which is 3000 ft. And they were at 2000 ft. I have not seen or experienced this situation.in my opinion; I believed this occurred because of the miscommunication and both the lack of knowledge from both my position and the pilot in command of aircraft X. I am aware of the required separation and that IFR procedure. With the last minute decision of aircraft X to execute the 360 on his own led me to approve his request when I know he must break of the approach and cancel IFR; otherwise they should execute the published missed approach. I would recommend for this VFR tower to include the rare; but possible situations that could occur during training. This situation was unexpected and rare; but it did happen. I would recommend to go over the separation needed for IFR aircraft and the mvas surrounding the airport. Prior to this situation; I should've noted the altitude; this would have prevented the situation.
Original NASA ASRS Text
Title: Local Controller reported an aircraft broke off its approach into a left 360 without approval below MVA to conflict with inbound traffic.
Narrative: I was on the Local Control position and traffic was light. Initially coordinated with Approach Control; Aircraft X was approved for a late frequency change to tower as it would be number two behind Aircraft Y. With this coordination I was expecting Aircraft Y to be first followed by Aircraft X; but Aircraft X came to tower first approximately two miles north of the VOR. At this time Aircraft Y was still outside of 10 miles from the field and I cleared Aircraft X to land. Approximately on a two mile final; Aircraft X requested a left 360 due to him still being too high. I asked Aircraft X to verify they had the field in sight; but there was no response. The CIC (Controller in Charge) responded to me that he requested a left 360. I observed outside the window that Aircraft X was in his left turn executing a 360 prior to my approval. At this time; Aircraft Y was approximately 8 to 9 nm north of the field. Immediately we coordinated this with Approach letting them know Aircraft X was too high and needed to execute a 360 and was instructed a missed approach; but at the time Aircraft X was just completing his left 360 with Aircraft Y approaching approximately a five mile 5 mile final. With coordination for the missed approach and Aircraft X nearly completing a 360; I advised Aircraft X of the inbound traffic and instructed him to turn northbound and to contact Approach Control. During this time; separation between both aircraft was lost.I believed what led to this event was initially the miscommunication between tower and approach with the sequence of the inbound. I was preparing for Aircraft X to be shipped late behind Aircraft Y; but there wasn't any communication that the sequence has changed. We are a VFR tower and I haven't had the experience with dealing or the knowledge on how to deal with such a situation; but this incident was definitely a learning experience. I believe Aircraft X also went below the MVA; which is 3000 ft. and they were at 2000 ft. I have not seen or experienced this situation.In my opinion; I believed this occurred because of the miscommunication and both the lack of knowledge from both my position and the pilot in command of Aircraft X. I am aware of the required separation and that IFR procedure. With the last minute decision of Aircraft X to execute the 360 on his own led me to approve his request when I know he must break of the approach and cancel IFR; otherwise they should execute the published missed approach. I would recommend for this VFR tower to include the rare; but possible situations that could occur during training. This situation was unexpected and rare; but it did happen. I would recommend to go over the separation needed for IFR aircraft and the MVAs surrounding the airport. Prior to this situation; I should've noted the altitude; this would have prevented the situation.
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.