Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 5
Communication Breakdown
ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Aircraft; Environment - Non Weather Related; Human Factors
Aircraft X was southbound at 030 for a visual approach to Runway XX at ZZZ. I accepted a VFR point out from ZZZ1 facility on a XXXX code just a few miles east of ZZZZZ intersection going a few miles west of ZZZZZ to turn back to ZZZ1 airspace along the coastline at 015.  I did not tag up the point out because there was no traffic in that vicinity; and I was busy messing with my COVID mask. I was trying to put my mask on which I had in my pocket.  I cleared Aircraft X into Runway XX for the visual approach. I switched Aircraft X to the Tower when the point out aircraft was 7NM East of Aircraft X at 015. The tower controller issued traffic to Aircraft X three times. The first traffic call Aircraft X reported seeing the aircraft on TCAS. The third traffic call Aircraft X reported the traffic insight. No traffic alert was given to Aircraft X and no TCAS RA was performed. Aircraft X continued inbound and landed without further incident.  I lost track of the point out because when I took it I was working planes while trying to fix my COVID-19 mask.  When I decided to just work without one; I had moved on to other traffic and forgot to tag up the point out.The fact that I was more concerned with getting in trouble for not having my mask on rather than doing a completely efficient job is the FAA's fault.  The FAA is making us fear the repercussions of the mask mandate; so much its eroding the safety of the NAS...DO NOT REQUIRE MASK TO BE WORN ON POSITION IF WE ARE ALREADY SIX FEET APART; which we are based on the distance of scope to scope. Whether its distracting; [probably] muffles transmissions; the mask mandate on position is depleting the safety of the NAS.
I was working LC. Runway XX was the active Runway; advertising RNAVs.Aircraft X; checked on Tower frequency on an 11 mile final at an altitude of 1;700 feet.  I noticed a target moving east to west at a high rate of speed (240 knots) and was not tagged up.  I called traffic to Aircraft X at his 2 o'clock 3 to 4 miles moving westbound at 1;500 feet.  Aircraft X said he had it on his TCAS and he was looking for traffic.  I continued to watch the westbound traffic realizing it was going to potentially become a conflict for Aircraft X and continued to call traffic to them.  I advised Aircraft X to try and maintain 1;700 feet based on the fact the westbound traffic appeared to be holding 1;500 and Aircraft X was on an instrument approach.  I also told Aircraft X it appeared the traffic was going to pass underneath. Aircraft X reported the traffic in sight right as my Ground Control and I realized the target was making a hard 180 degree turn back to the east while climbing up into Aircraft X's flight path and altitude. I responded back to Aircraft X to maneuver at his discretion to avoid the aircraft. The target continued eastbound.  Aircraft X landed without incident.  I asked Aircraft X if he would give me a call so that I may ask questions.  I told him he was not in trouble; he obliged and I gave him the tower number.  I then attempted to call the Supervisor from our communications counsel to ask what was going on with the target to no avail; the Supervisor did not pick up. Once on break I was able to speak with the pilot: The Pilot said it was a [description].  He caught a glimpse of it while it passed underneath then Aircraft Y did the 180 degree turn back east and passed right off the nose of his aircraft at his altitude.  The pilot also mentioned that his passengers had asked about the aircraft; leading me to believe in fact Aircraft Y was extremely close and causing this to be a significant event.  The pilot said he was also going to file a report.I took the information down to my Supervisor.  My Supervisor called the ZZZ [TRACON] Supervisor who said he didn't know anything of the event and that he was too busy to look into at the moment.  Seeing as how Aircraft Y came from ZZZ's TRACON airspace; my Supervisor gave them a call to see if they knew anything about Aircraft Y and what it was doing.  ZZZ4 said they were talking to Aircraft Y and had coordinated with ZZZ with a point out; ZZZ accepted the point out on Aircraft Y.  There was never any coordination from ZZZ to myself on LC in reference to Aircraft Y.Note: I did not issue a Traffic Alert because I had no clue what Aircraft Y was doing; I was focused on calling the traffic from the beginning;  and with the 180 degree high speed turn I felt like giving the pilot discretion to maneuver as needed (since he had him in sight then) was the best course of action for the pilot to be able to keep his passengers alive.Note:  Aircraft Y was never tagged up on the scope.  They appeared to be VFR but I'm really unsure if they were.Events like this in the ZZZ [TRACON] airspace and ZZZ [Tower] environment in my opinion are a consistent problem.1.  ATC 101: coordination and positive control. ZZZ1 [TRACON] coordinated with ZZZ [TRACON] as a point out.  ZZZ [TRACON] accepting the point out.  In all reality both facilities should be monitoring what Aircraft Y was doing.  The original point out coordination was that Aircraft Y was going 6 miles west of the fix ZZZZZ.  Once Aircraft Y passed 6 miles there were 2 possible controllers to notice and do something about it.  ZZZ [TRACON] should have questioned ZZZ1 [TRACON] and myself reference Aircraft X; ZZZ1 [TRACON] should have reached out to Aircraft Y and ZZZ [TRACON].  Because no one did Aircraft Y was 15 miles west of ZZZZZ and crossing through the final of Runway XX at ZZZ.2. Take responsibility when you have accepted a point out by keeping an eye on the target as well as looking at your current traffic and what may be aconflict between the point out and current traffic. Do NOT lose track of your traffic and or point outs (which was the excuse of the ZZZ [TRACON] Controller). If you're busy do not accept the point out potentially causing yourself to 'lose track' of traffic.3.  CARE! This job is not a game.  There is not time to not care when human lives are at stake.For my side:1.  I have re-played this 1000 times over in my head.  I think maybe I could have called a traffic alert but what I can't see is what I would have suggested to Aircraft X.  I called the traffic early and continued too; once he got it I felt like the pilot knew how to fly that plane better than me; and could see what Aircraft Y was doing better than me as well.  If I had given him a suggestion based on how erratic Aircraft Y was I truly think it would have ended badly.   The pilot's RA never went off; and speaking to the pilot he wasn't sure why but he said it probably had no idea what to do based on what that Aircraft Y was doing.2.  Suggestion; call the pilot if able or the airport and question said pilot.  Potentially file a deviation or ask what was going on.3.Stop the 'holes in the swiss cheese'.  This was always my favorite CBI [Computer Based Instruction].  In order to not have the holes line up you have to be vigilant always.  I try and will continue to try. Maybe I could have even been more vigilant today?  Saw it coming earlier?4.  Encourage pilots to file reports so this information can be turned into learning experiences.Thank you for reading some recommendations; and there are probably 100 more things that could be done.  This event took a toll on myself the rest of my shift.  Some things you just can't un-see; but for myself it makes me better and care even more for our pilots in the sky and their passengers.
TRACON Controller reported being distracted by attempting to put on a mask and did not issue important traffic to an air carrier on final. Tower Controller reported issuing traffic to an arrival about an unknown aircraft that was pointed out to the TRACON; but the TRACON Controller never advised the Tower Controller.