Narrative:

I was working the tower cab alone with all positions combined. We had just switched to our calm wind night operations; arriving runway xx; departing runway yy; from landing and departing runway zz from the previous hour operation. Prior to; and during this time; due to the calm wind conditions; all runways except for runway ww were being utilized as needed for landing. A piper arrow called me on clearance delivery requesting pattern work consisting of two full stop taxi back and the aircraft stated they had the current ATIS. At the time I had one inbound crj inbound for runway zz and was working a helicopter that was transitioning my airspace and the class C to the northwest on a 308 degree heading. The helicopter was pointed out to radar and it was understood that I would provide any necessary traffic advisories until it was clear of the class C. When the piper called me on ground ready to taxi; my instructions for him to taxi was; 'runway xx; taxi via delta; alpha.' the piper read back the instructions correctly and my focus was returned to the D bright where I was watching the helicopter and the crj who while were not a traffic factor; still needed to be verified by visual means in comparison to what the D bright was showing. There was no need to call traffic between the two; so no traffic calls were given. The piper radioed me on local control stating he was ready for takeoff runway xx. I cleared the piper for take off on runway xx and instructed him to make right closed traffic since the crj was inbound for runway yy. Not once from the moment I taxied the piper to when I cleared him for take off did it occur to me that I was in violation of night time departures off runway xx. After departing from runway xx; the piper started making a left turn to crosswind and at this time the crj was on a 2 mile final. I told the piper that he was instructed to make right closed traffic and asked him if he had the crj on final in sight. The piper stated that he did have the traffic insight and I then instructed the piper to maintain visual separation from that traffic. The piper stated that he would comply with my instructions. The helicopter; was then instructed that he was clear of the class C to the northwest and that there was no observed traffic between him and my airspace boundary and then was instructed to squawk VFR and that frequency change was approved. I turned the crj off the active and instructed him to taxi to the ramp via golf; tango. At this time the piper was mid field; left downwind and I gave him the winds and cleared him to land runway xx. The piper landed and was instructed to turn off taxiway delta and to taxi back to runway xx via delta; alpha. The piper read back 'turn right taxiway delta and taxi back via delta.' while I knew his read back was incorrect; I observed the piper turning right on taxiway alpha and monitored his taxi back to runway xx. Shortly before or after the piper was cleared to land; radar called me with two approvals to land runway yy the first being a piper navajo; the second a crj. The piper radioed he was ready for take off runway xx and was cleared for take off. Shortly after take off (approximately 1 minute) the piper radioed that he had trouble retracting his landing gear and then lowered his landing gear. The piper said he was showing all three green lights indicating that all three gears were down; he requested assistance in checking to see if indeed all three gears were down. At this time the piper was on the left downwind and was approaching his turn to base and I instructed him to make right 360's until I could get an airport operations vehicle out close to the runway to check and see if all three gears appeared down. The 360's also allowed me to land the first aircraft on runway yy. An airport operation was notified of the situation via the hand held radio and they declared and alert 2. I then called the city response unit via the red phone and notified them of the Alert2. Arff vehicles were sent to their standby locations and an airport operations vehicle was sent to taxiway charlie and instructed to hold short. The piper aircraft did a low approach and I was informed by airport operations that all three landing gear appeared to be down. The piper was informed this and was then cleared to land runway xx without incident. The only recommendations I have at this time is that local controllers/controller in charge in the tower who are working the night shift during calm wind conditions when runways zz; xx; and; yy are being utilized for landings should be cautious during their clearances; ground taxiing; and tower clearance instructions. Furthermore; local traffic pattern operations should not be included with the no departure rule off of runway xx for they are not affected by the mountains.

Related reports:

Google
 

Original NASA ASRS Text

Title: Tower Controller working combined tower positions during late night operations described a possible runway use violation while handling an emergency aircraft returning to the airport.

Narrative: I was working the Tower Cab alone with all positions combined. We had just switched to our calm wind night operations; arriving Runway XX; departing Runway YY; from landing and departing Runway ZZ from the previous hour operation. Prior to; and during this time; due to the calm wind conditions; all runways except for Runway WW were being utilized as needed for landing. A Piper Arrow called me on Clearance Delivery requesting pattern work consisting of two full stop taxi back and the aircraft stated they had the current ATIS. At the time I had one inbound CRJ inbound for Runway ZZ and was working a helicopter that was transitioning my airspace and the Class C to the northwest on a 308 degree heading. The helicopter was pointed out to RADAR and it was understood that I would provide any necessary traffic advisories until it was clear of the Class C. When the Piper called me on Ground ready to taxi; my instructions for him to taxi was; 'Runway XX; taxi via Delta; Alpha.' The Piper read back the instructions correctly and my focus was returned to the D Bright where I was watching the helicopter and the CRJ who while were not a traffic factor; still needed to be verified by visual means in comparison to what the D Bright was showing. There was no need to call traffic between the two; so no traffic calls were given. The Piper radioed me on Local Control stating he was ready for takeoff Runway XX. I cleared the Piper for take off on Runway XX and instructed him to make right closed traffic since the CRJ was inbound for Runway YY. Not once from the moment I taxied the Piper to when I cleared him for take off did it occur to me that I was in violation of night time departures off Runway XX. After departing from Runway XX; the Piper started making a left turn to crosswind and at this time the CRJ was on a 2 mile final. I told the Piper that he was instructed to make right closed traffic and asked him if he had the CRJ on final in sight. The Piper stated that he did have the traffic insight and I then instructed the Piper to maintain Visual Separation from that traffic. The Piper stated that he would comply with my instructions. The helicopter; was then instructed that he was clear of the Class C to the northwest and that there was no observed traffic between him and my airspace boundary and then was instructed to squawk VFR and that frequency change was approved. I turned the CRJ off the active and instructed him to taxi to the ramp via golf; tango. At this time the Piper was mid field; left downwind and I gave him the winds and cleared him to land Runway XX. The Piper landed and was instructed to turn off Taxiway Delta and to taxi back to Runway XX via Delta; Alpha. The Piper read back 'turn right Taxiway Delta and taxi back via Delta.' While I knew his read back was incorrect; I observed the Piper turning right on Taxiway Alpha and monitored his taxi back to Runway XX. Shortly before or after the Piper was cleared to land; RADAR called me with two approvals to land Runway YY the first being a Piper Navajo; the second a CRJ. The Piper radioed he was ready for take off Runway XX and was cleared for take off. Shortly after take off (approximately 1 minute) the Piper radioed that he had trouble retracting his landing gear and then lowered his landing gear. The Piper said he was showing all three green lights indicating that all three gears were down; he requested assistance in checking to see if indeed all three gears were down. At this time the Piper was on the left downwind and was approaching his turn to base and I instructed him to make right 360's until I could get an airport operations vehicle out close to the runway to check and see if all three gears appeared down. The 360's also allowed me to land the first aircraft on Runway YY. An airport operation was notified of the situation via the hand held radio and they declared and Alert 2. I then called the city response unit via the red phone and notified them of the Alert2. ARFF vehicles were sent to their standby locations and an airport operations vehicle was sent to Taxiway Charlie and instructed to hold short. The Piper aircraft did a low approach and I was informed by airport operations that all three landing gear appeared to be down. The Piper was informed this and was then cleared to land Runway XX without incident. The only recommendations I have at this time is that Local Controllers/CIC in the Tower who are working the night shift during calm wind conditions when Runways ZZ; XX; and; YY are being utilized for landings should be cautious during their clearances; ground taxiing; and tower clearance instructions. Furthermore; local traffic pattern operations should not be included with the no departure rule off of Runway XX for they are not affected by the mountains.

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.