Narrative:

The airport was on midnight status; meaning opposite direction arrivals and departures. In this runway status; the departure controller has to release and issue a heading to departing traffic. The departure controller must not give a release to the same complex as an aircraft with an approach clearance; i.e. If an aircraft is given a visual approach to the west complex [runway] xxr/xxl they must not release a departing aircraft off that complex. Air carrier X; [an] A321; was released from the departure controller [and] told to take southwest bound. Air carrier X was given opposite direction traffic; [an] A320 on a 12 mile base to final for that same runway. Air carrier X was then instructed to fly heading 205; runway yyl cleared for takeoff. Once airborne; air carrier X was given a further turn away from the inbound aircraft to a heading of 220. Air carrier Y checked in shortly thereafter; was given traffic departing opposite direction; [an] A321; southwest bound; issued the winds; and then cleared to land. Visual separation was applied between the two aircraft. One aircraft was climbing out and turning; the other aircraft was straight in and descending towards the runway. No TCAS event was reported nor was a collision alert issued by the stars. The TRACON supervisor later called the tower twice to ask what type and how was separation being applied. The tower supervisor told him we were using visual separation. This is a safety related event because it is clearly not safe to aim jets at each other in an effort to mitigate noise. Although visual separation was applied; the procedure calling for opposite direction operations in an effort to be a 'good neighbor' is not safe. There is no formal noise abatement program [at this airport]. Rather; we risk the lives of hundreds to silence the voices of a few. We conduct these procedures of aiming air carrier jets at each other in an effort to mitigate noise; yet there is no formal outside procedure stating we shall do this rather it is an internal procedure to document how good of a neighbor we are. I suggest that [the airport] either be in a south operation or a north operation all the times. Having a midnight operation of aiming air carriers at each other is too risky and far from safe. The biggest noise complaint is that the arriving aircraft make too much noise at night. If the TRACON were to issue a speed restriction to arriving aircraft after hours they would be less noisy and create less of a nuisance to those whom live just north of the airport; this is currently not done. People around the airport; specifically one person; complain. Hence; we aim jets at each other to make him happy and be a 'good neighbor.'

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Original NASA ASRS Text

Title: Tower Controller described a potential conflict involving opposite direction takeoff/landing aircraft required by late night noise abatement procedures; claiming the procedures are unsafe.

Narrative: The airport was on midnight status; meaning opposite direction arrivals and departures. In this runway status; the Departure Controller has to release and issue a heading to departing traffic. The Departure Controller must not give a release to the same complex as an aircraft with an approach clearance; i.e. if an aircraft is given a visual approach to the west complex [Runway] XXR/XXL they must not release a departing aircraft off that complex. Air Carrier X; [an] A321; was released from the Departure Controller [and] told to take southwest bound. Air Carrier X was given opposite direction traffic; [an] A320 on a 12 mile base to final for that same runway. Air Carrier X was then instructed to fly heading 205; Runway YYL cleared for takeoff. Once airborne; Air Carrier X was given a further turn away from the inbound aircraft to a heading of 220. Air Carrier Y checked in shortly thereafter; was given traffic departing opposite direction; [an] A321; southwest bound; issued the winds; and then cleared to land. Visual separation was applied between the two aircraft. One aircraft was climbing out and turning; the other aircraft was straight in and descending towards the runway. No TCAS event was reported nor was a collision alert issued by the STARS. The TRACON Supervisor later called the Tower twice to ask what type and how was separation being applied. The Tower Supervisor told him we were using visual separation. This is a safety related event because it is clearly not safe to aim jets at each other in an effort to mitigate noise. Although visual separation was applied; the procedure calling for opposite direction operations in an effort to be a 'good neighbor' is not safe. There is no formal noise abatement program [at this airport]. Rather; we risk the lives of hundreds to silence the voices of a few. We conduct these procedures of aiming air carrier jets at each other in an effort to mitigate noise; yet there is no formal outside procedure stating we shall do this rather it is an internal procedure to document how good of a neighbor we are. I suggest that [the airport] either be in a South operation or a North operation all the times. Having a midnight operation of aiming air carriers at each other is too risky and far from safe. The biggest noise complaint is that the arriving aircraft make too much noise at night. If the TRACON were to issue a speed restriction to arriving aircraft after hours they would be less noisy and create less of a nuisance to those whom live just north of the airport; this is currently not done. People around the airport; specifically one person; complain. Hence; we aim jets at each other to make him happy and be a 'good neighbor.'

Data retrieved from NASA's ASRS site as of April 2012 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.