Date: 201511
Local time of day: 1801-2400
Location: BJC.Airport, CO
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Final Approach
Airspace: Class D BJC
ATC / advisory: Tower BJC
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: I was working Controller-in-Charge. A couple of VFR aircraft requested to do opposite direction approaches and Local Control coordinated to allow one approach; but then coordinated with the radar controller to have the second arrival cleared with regard to an IFR jet that was also inbound at the time.  After a controller change; I reminded the new Local Controller a couple times that he needed to advise a departure about traffic turning final opposite direction (we weren't yet talking to the arrival); and he did issue a traffic advisory (but with no 'opposite direction' phraseology used).  After a controller change; Aircraft X was inbound with Aircraft Y turning opposite direction final.  Aircraft X checked on frequency; but I cannot remember if Local Control exchanged traffic between Aircraft X and Aircraft Y; as required for opposite direction operations.  I did hear the controller issue circling instructions to Aircraft X (prior to the runway pavement); and turned my attention to scanning to find the position of other aircraft on or near the airport.  I saw Aircraft Y touch down and roll out; and then realized that Aircraft X was circling very low near the opposite approach end of the Runway.  While there was no immediate threat this time; the concern that suddenly struck me afterward was the notion that a relatively high performance aircraft was landing with another aircraft very close to the other end of the runway at low level... and what might happen if the Aircraft Y decided to go-around and conflict with the opposite direction traffic?  If I understand correctly; based on the procedures we have in our SOP; the opposite direction inbound needed to have turned away prior to reaching a 2 mile final; as depicted using the appropriate map on the radar display; provided we consider the Aircraft Y a 'high performance' aircraft.  After hearing Local control issue control instructions to practice approach; I allowed my attention to move on; without fully comprehending the situation and potential traffic conflict that could have developed if the Aircraft Y did an unexpected maneuver.Thinking about the event now; I may have also exercised my authority as the Controller-in-Charge to advise the approach controllers to suspend those practice approaches; even if only for 5-10 minutes until traffic was less busy or complex.  An additional alternative would have been to suggest to Local Control changing to a simpler traffic flow; even if only for a short time to allow the approaches to occur.The bottom line is that confusion remains among many controllers about what operations are allowed for opposite direction and which procedures are necessary when conducting those operations.  To me; exchanging traffic between aircraft on reciprocal courses seems a very basic and important principle.  However; it appears to be regularly overlooked when controllers - especially those who work RE-actively instead of PRO-actively - get busy working other tasks that are also high priority.  Proper phraseology is also not always issued to the aircraft involved.  And finally; I find myself asking:  if a controller's too busy to issue clear and correct traffic advisories; does the risk even justify allowing non-emergency Opposite Direction operations to occur at that point?A good way to clear up much of this confusion would be to review with all controllers; through the form of a verbal briefing and dialogue; which documents are actually in effect concerning Opposite Direction Operations and what the requirements are at this facility.  I believe it would also be quite helpful to review how to handle the various Opposite Direction Operations traffic scenarios that arise.  I recall reviewing some of the notices initially that amended our SOP and Letter of Agreements; but there were many changes to Opposite Direction Operations during a short period of time. It's been quite a while since there's been a review of requirements and good practices for conducting Opposite Direction Operations effectively.




Synopsis: A Tower Controller reported approving an Opposite Direction Operation but had not complied with local directives allowing the aircraft to circle less than 2 miles from the end of the runway. The Controller had not use required phraseology while transmitting the opposite direction operations instructions; and had not issued appropriate traffic information advising aircraft of the Opposite Direction Operations.