Narrative:

In the fall of 1991 fdc NOTAM 1/4453 was issued stating the VOR approach to runway 17 was no longer authorized. Seattle approach control vectors aircraft for VOR approachs to runway 17 in VFR conditions and tells these aircraft to call olm at the marker (budle, 4.6 mi final runway 17). Because these aircraft are VFR, seattle approach considers them to be operating on their own and does not advise olm that these aircraft are on the VOR approach. Olm is not aware of these aircraft until they call at or inside budle and consequently does not protect the arrival corridor of runway 17 or the departure corridor of runway 35. When these aircraft call at or inside of budle they are head on with aircraft departing the airspace to the north off runway 35 or aircraft inbound to runway 17 from the north. There have been numerous instances where olm has not had time to resolve these sudden conflicts and aircraft have passed within 50-100 ft of each other 3-4 mi north of the airport. Seattle approach intersperses these VFR VOR aircraft with IFR ILS approachs and there have been instances where the VFR aircraft calls the marker at the time the IFR aircraft is supposed to be at the same fix area. The resulting confusion erodes the safety of our operation. When these aircraft call budle (or inside), they expect us to know who they are and what they are doing because they have been talking to seattle approach. By the time we get their intentions out of them they are on a 3 mi final for runway 17. They also insist they have been issued missed approach instructions from seattle. I began trying to change this situation in 11/91 with no success. All seattle approach would have to do is give us an inbound on the VFR VOR approach aircraft with a marker estimate to make this operation safe, but they refuse to do that because the aircraft is VFR. I filed a ucr on 6/92, which is unresolved at this time.

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Original NASA ASRS Text

Title: CTLR COMPLAINS THAT APCH CTL DOES NOT CHANGE INBOUND ACFT OVER TO TWR UNTIL THE OM THEREBY CAUSING THE CONFLICTS WITH TFC BEING WORKED BY TWR.

Narrative: IN THE FALL OF 1991 FDC NOTAM 1/4453 WAS ISSUED STATING THE VOR APCH TO RWY 17 WAS NO LONGER AUTHORIZED. SEATTLE APCH CTL VECTORS ACFT FOR VOR APCHS TO RWY 17 IN VFR CONDITIONS AND TELLS THESE ACFT TO CALL OLM AT THE MARKER (BUDLE, 4.6 MI FINAL RWY 17). BECAUSE THESE ACFT ARE VFR, SEATTLE APCH CONSIDERS THEM TO BE OPERATING ON THEIR OWN AND DOES NOT ADVISE OLM THAT THESE ACFT ARE ON THE VOR APCH. OLM IS NOT AWARE OF THESE ACFT UNTIL THEY CALL AT OR INSIDE BUDLE AND CONSEQUENTLY DOES NOT PROTECT THE ARR CORRIDOR OF RWY 17 OR THE DEP CORRIDOR OF RWY 35. WHEN THESE ACFT CALL AT OR INSIDE OF BUDLE THEY ARE HEAD ON WITH ACFT DEPARTING THE AIRSPACE TO THE N OFF RWY 35 OR ACFT INBOUND TO RWY 17 FROM THE N. THERE HAVE BEEN NUMEROUS INSTANCES WHERE OLM HAS NOT HAD TIME TO RESOLVE THESE SUDDEN CONFLICTS AND ACFT HAVE PASSED WITHIN 50-100 FT OF EACH OTHER 3-4 MI N OF THE ARPT. SEATTLE APCH INTERSPERSES THESE VFR VOR ACFT WITH IFR ILS APCHS AND THERE HAVE BEEN INSTANCES WHERE THE VFR ACFT CALLS THE MARKER AT THE TIME THE IFR ACFT IS SUPPOSED TO BE AT THE SAME FIX AREA. THE RESULTING CONFUSION ERODES THE SAFETY OF OUR OP. WHEN THESE ACFT CALL BUDLE (OR INSIDE), THEY EXPECT US TO KNOW WHO THEY ARE AND WHAT THEY ARE DOING BECAUSE THEY HAVE BEEN TALKING TO SEATTLE APCH. BY THE TIME WE GET THEIR INTENTIONS OUT OF THEM THEY ARE ON A 3 MI FINAL FOR RWY 17. THEY ALSO INSIST THEY HAVE BEEN ISSUED MISSED APCH INSTRUCTIONS FROM SEATTLE. I BEGAN TRYING TO CHANGE THIS SITUATION IN 11/91 WITH NO SUCCESS. ALL SEATTLE APCH WOULD HAVE TO DO IS GIVE US AN INBOUND ON THE VFR VOR APCH ACFT WITH A MARKER ESTIMATE TO MAKE THIS OP SAFE, BUT THEY REFUSE TO DO THAT BECAUSE THE ACFT IS VFR. I FILED A UCR ON 6/92, WHICH IS UNRESOLVED AT THIS TIME.

Data retrieved from NASA's ASRS site as of July 2007 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.