Small Aircraft; High Wing; 1 Eng; Fixed Gear
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2
Training / Qualification; Situational Awareness; Communication Breakdown; Distraction
ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Environment - Non Weather Related; Human Factors; Procedure; Airport; Airspace Structure
The wind was shifting; I was cutting the ATIS and local control had noticed it was changing even more. I stopped cutting the ATIS so we could discuss the runway change. We had decided to change since Aircraft X just went around due to the wind. Local control still had one more inbound and I did not hear local control give Aircraft X any instructions as I was working on the ATIS and runway change. As I get done cutting the ATIS Aircraft Y was landing roll and Aircraft X was 1/4 mile away and descending to the runway. Aircraft X landed opposite direction about 20 seconds in before Aircraft X.  I held my comments about what happened to myself at that time so I could finish the weather input. I found out local control was telling me that he did not issue a landing clearance and instructed the pilot to go around. Not 5 minutes later we had a vehicle get onto the runway so that increased my workload and I called for relief. This became my focus now. I started completing the paperwork for the vehicle deviation and once dealing with the checklists noticed that ODO (opposite direction operations) could be considered a significant event. I again reached out to a supervisor for guidance.Hindsight is always 20/20. We don't see runway changes often; I should have waited on the ATIS and watched local control with the movement of traffic (local control is under 1 year certified).
I had just completed a go around due to a tailwind during the approach. Tower told me to join the downwind to and said that there was another aircraft on a long final. I acknowledged their direction and said that I did not have the other aircraft in sight. I reversed course about 3-4 miles out being concerned about an aircraft which was on final. Because of the runway change ('turning the airport around') there was a lot of chatter on the radios. I saw the aircraft ahead of me land and heard tower told him to exit on a taxiway. He was moving very slowly and I was prepared for another go around if he did not clear before we landed and explained to my students what I was doing and what was happening. As he cleared the runway I continued my landing and landed uneventfully.Today I was called by the Tower Supervisor who told me that they were filing a possible pilot deviation because the tower had instructed me to go around. I did not hear that transmission which I believe was due to all the transmissions associated with the runway change. She also said that I had landed when the other aircraft was still on the runway. This did not occur. I was prepared to go around and would not have continued my landing had he still been on the runway. I had a straight line view of the other aircraft while the tower's angle to the runway and taxiway could have given the impression that the first aircraft had not cleared. That is what I believe happened. I did not land with another aircraft on the runway.
TOA Tower Controller and GA pilot reported an aircraft possibly landed with an opposite direction traffic rolling on the runway.