Light Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 5
Confusion; Situational Awareness
Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Provided Assistance
Weather; Human Factors
Weather was deteriorating at PSP. We had just started advertising RNAV approaches (only) in use to RWY 31L. SCT coordinated one last try of the VOR-B approach by Aircraft X. The local controller and I figured; all that can happen is he'll try; if he makes it; he makes it; if not; he goes missed. Pilot checked on like normal. After crossing Mulch at 3;000 ft. (per approach plate); pilot descended to 1;800 MSL. The minimum is 2;300 ft; but the chart lists 1;826 ft. as height above airport. LC (Local Controller) asks pilot if he has the field in sight. Pilot states he does not. LC queries the pilot if he is aware the minimum is 2;300 ft. The pilot says he is aware. LC asks again; does pilot have airport in sight. Pilot states he does. LC or I never see aircraft at this point. Pilot asks if he can circle left for left downwind. Due to terrain; this is not authorized per the approach plate. LC informs pilot of this. Pilot is now over the airport at 1;800 ft. heading roughly 310 (to my best recollection). Pilot turns right to join a right downwind. Pilot ends up on the extended center line; final for RWY 31L going the opposite direction (heading 130). He then turns right (toward terrain); but the turn is tight; so the terrain is no factor. He is descending to 900 ft. Pilot ends up in a close in left downwind for RWY 31L; except going the opposite direction (heading 330) at 900 MSL. LC tells me he may hit the tower. I seriously consider this is going to be the case. The LC is about to key up to tell the pilot to execute a missed approach when the pilot keys up and tells us he hit a cloud bank and is going to perform the missed. LC tells the pilot to execute the published missed approach procedure (right turn direct PSP VORTAC; climb to 4;000). LC and I are relieved.This is the only point LC and I ever see the aircraft. It is in the left downwind; opposite direction; heading 320 or so; about 1/4 mile south of the tower; and about 300 ft. above it; but in a climb. Once LC observes the pilot in a climb and safely away from the ground; LC hands off radar and communication of aircraft to SCT. LC and I then watch. Pilot remains runway heading (310) and climbs to 4;000. While talking to SCT; he begins descending to 3;500 MSL. SCT instructs him to turn direct the PSP VOR. Pilot begins a left turn (would have been a left 240 versus a right 120). SCT observes the descent and tells pilot to climb. SCT observes the left turn and tells pilot to turn right. Within three sweeps of the radar; roughly 12 seconds; pilot climbs 3;000 ft. SCT has to stop his insanely quick climb due to traffic. Pilot complies. That's about when LC and I couldn't even watch anymore out of pure exhaustion and pandemonium. I believe the rest of his flight over Coachella Valley was uneventful. Afterwards; I called SCT up and told them not to allow the pilot to return on the VOR-B approach; and no further VOR-B approaches would be accepted.I don't know about recommendations. Maybe IQ tests for pilots. Or maybe the pilot was suicidal; so a psychology test? All I know is that if I could have a do-over; I would have never let SCT even allow the pilot to try the VOR-B Approach. Next time; when we advertise an approach in use; that is the only approach we will accept.
Palm Springs Tower Controller reported an unsafe approach due to weather and possible piloting issues.