Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Air Traffic Control Developmental
Situational Awareness; Distraction; Communication Breakdown; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Airspace Structure; Human Factors; Procedure
Radar Approach Control approved opposite direction for a departing CRJ.  After the necessary separation was applied between the departing CRJ and Aircraft X; Radar turned Aircraft X onto the visual approach for Runway 34 and switched Aircraft X to the Tower.  At this time; Aircraft X was higher than normal on the Visual Approach.  Aircraft X checks on the Tower frequency and says he is a bit high and needs to lose some altitude. The Local controller says; 'Roger;' and clears Aircraft X to land on Runway 34.  Radar then switches Aircraft Y to the Tower frequency on a visual approach for Runway 34.  The Local controller makes visual contact of both aircraft out the window and clears Aircraft Y to land #2 behind Aircraft X.  Aircraft Y was approximately 5 miles behind Aircraft X.  Radar calls Local and asks what Aircraft X is doing and Local said Aircraft X said he needed to lose some altitude.  Radar tells Local; 'You're separating them.'  The local controller then checks Aircraft Y's speed and asks Aircraft Y to reduce to final approach speed.  The Local controller also calls the traffic to Aircraft Y and asks Aircraft Y to report the traffic in sight.  Aircraft Y reports the traffic not in sight. The Local controller then asks Aircraft X if he can proceed straight in at present altitude and the pilot responds in the affirmative.  Aircraft Y continues to close the gap with Aircraft X and the Local controller is unsure if the necessary runway separation will exist between the two aircraft and asks Aircraft Y again if he has the traffic in sight; thinking if the pilot of Aircraft Y can see Aircraft X; the pilot may of Aircraft Y may be able to keep his own visual separation; potentially providing the required runway separation. The Local controller realizes the required runway separation will not be met and tells Aircraft Y to turn right heading 070 and to climb and maintain 5000 at the request of the Tower CIC.  Local then calls Radar and asks if he would like Aircraft Y back for re-sequence due to the fact that visual separation could not be established for the necessary runway separation; neither visual separation applied by the Local controller nor pilot applied visual separation would have worked.  Radar declines taking back Aircraft Y for resequence; so the Local controller gives Aircraft Y a continuing right turn to a 360 degree turn to rejoin the final for Runway 34.1. When an aircraft says that he or she needs to lose altitude; ask how the pilot plans do this or approve some form of maneuver to do so; such as s-turns.2. Ask a pilot on a Visual Approach that is cleared 'number two' to make a 360 turn to rejoin final sooner so as to be certain of the runway separation.3. Communicate more effectively and with greater detail between Local and Radar approach control so that each person is aware of what the pilots are doing; especially when running a sequence.
Runway 34 in use; most jets request to depart runway 24 due to length and mountains at the end of 34.  Runway 24 was being repainted and could be used with pull back basis.  Tower requested opposite direction with a jet to depart Runway 16 with a TMU time.  The aircraft should have been in drop list with runway other than active per SOP; but was not.  I was working east Roanoke radar and had 2 in bounds and several other aircraft and released the jet off Runway 16 with a short release window. Because of the opposite direction I needed to keep Aircraft X higher and wider than normal; but not by much. I turned the jet under and inside of Aircraft X and then used visual separation and gave Aircraft X visual approach to 34 at 070 feet 10 miles out on base not turned to final.  Aircraft Y was similar speed and about 17 miles out opposite base.  I vectored Aircraft Y to follow and told him about the traffic he was following. I turned Aircraft Y in 6 miles behind Aircraft X on 4 mile final.  Aircraft Y slowed to 170 and Aircraft X slowed to 120.  As I started to switch Aircraft Y to tower I noticed Aircraft X turn left off final then seemed to start an S turn. I called the tower because any change to inbounds must be coordinated per SOP.  The tower did not seem to answer so tried to make clear they must provide the separation if they are altering aircraft on final and then switched Aircraft Y so they could apply visual separation or use what ever separation they had planned out.  I found out afterward the tower did not notice Aircraft X making S turns.  Aircraft Y was sent around and I suggested to the tower they keep him in the pattern because it was a very clear day.First I see airport not cooperating well when painting the surface areas and tower assumed less delay by using opposite direction.  I would have like to see the SOP used when aircraft are departing runway other than advertised and it should be put in drop list with runway.  I may need to use 10 miles separation for arrivals to provide room for pilot error and other unexpected events.  I could not allow opposite direction and let my arrivals land first.  I think tower may need to work on how to separate aircraft.
ROA Tower and TRACON controllers report of an opposite direction arrival with two aircraft.  The first aircraft does S turns on final due to loss of altitude and the second aircraft catches the first due to its speed and not turning.  The second aircraft is sent around.