Narrative:

I was working the radar position and called gcn for an inbound: aircraft X; approximately 35 miles from the IAF; savre; and requesting ILS runway 3. The ATIS was reporting visual approaches to runway 21. The cgn local controller told me that the only way he could do it is if aircraft X flew the approach; but canceled and went visual. Although this is utterly ridiculous; I didn't want to argue that I couldn't force him to cancel; I just got off the line and told aircraft X exactly what I was told by gcn. Aircraft X said it was no problem that he would cancel and go visual once established on the approach; so I cleared aircraft X for the approach to runway 3; beginning at savre. I became a little distracted by the issue with gcn refusing IFR service (from my point of view) and when I went back to see aircraft X's progress realized I had given him too sharp an angle to the approach and offered to ease it by turning him into carms intersection; which he accepted. I eventually terminated radar and switched him to cgn tower frequency. Gcn local controller called me and asked me why the guy was on the approach when he told me that he couldn't do it. I said that wasn't what he told me and offered to take the aircraft back on my frequency; which he declined. From my perspective; I wasn't going to force the IFR cancellation and gcn has control to issue a visual approach in class D; per our LOA; so I didn't understand why gcn thought I should cancel his IFR. Clear up odo procedures. Get cgn and ZLA on the same page about said procedures. Examine gcn's practices of delaying or refusing IFR services.

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Original NASA ASRS Text

Title: ZLA Controller reports of issue with GCN Tower and having an aircraft request an opposite direction arrival and making the aircraft cancel IFR.

Narrative: I was working the radar position and called GCN for an inbound: Aircraft X; approximately 35 miles from the IAF; SAVRE; and requesting ILS Runway 3. The ATIS was reporting Visual Approaches to Runway 21. The CGN Local Controller told me that the only way he could do it is if Aircraft X flew the approach; but canceled and went visual. Although this is utterly ridiculous; I didn't want to argue that I couldn't force him to cancel; I just got off the line and told Aircraft X exactly what I was told by GCN. Aircraft X said it was no problem that he would cancel and go visual once established on the approach; so I cleared Aircraft X for the approach to Runway 3; beginning at SAVRE. I became a little distracted by the issue with GCN refusing IFR service (from my point of view) and when I went back to see Aircraft X's progress realized I had given him too sharp an angle to the approach and offered to ease it by turning him into CARMS intersection; which he accepted. I eventually terminated radar and switched him to CGN Tower frequency. GCN Local Controller called me and asked me why the guy was on the approach when he told me that he couldn't do it. I said that wasn't what he told me and offered to take the aircraft back on my frequency; which he declined. From my perspective; I wasn't going to force the IFR cancellation and GCN has control to issue a visual approach in Class D; per our LOA; so I didn't understand why GCN thought I should cancel his IFR. Clear up ODO procedures. Get CGN and ZLA on the same page about said procedures. Examine GCN's practices of delaying or refusing IFR services.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.