Narrative:

I was working local control. Aircraft X came over to my frequency cleared for a visual approach to runway 17L. I cleared aircraft X to land. Where aircraft X turned base was 4 miles to the east of a satellite airport pwa. [The satellite airport] is allowed to launch VFR aircraft east bound climbing to 2;500 feet. This is directly into the final approach to okc. When aircraft Y data tag appeared east bound; the aircraft was flying directly at aircraft X. I had just keyed up to clear another aircraft for takeoff when I noticed the traffic heading straight at aircraft X. Instead of clearing the aircraft for takeoff; I called traffic for aircraft X. Aircraft X had no idea that the traffic had just departed the satellite airport. If aircraft X had not stopped at 3000 feet in the descent; aircraft X could have descended into aircraft Y. Additionally; if aircraft Y does not comply with the 2;500 foot restriction he would have climbed into the aircraft X. I believe the radar controller called the traffic for aircraft Z and aircraft Y did pass behind aircraft X. Aircraft X to my knowledge did not have aircraft Z in sight at any time. This is an unsafe operation.all VFR departures from this satellite airport should depart on headings between 200 and 360 (right turn outs). This will keep the aircraft away from the finals at okc in a south flow. I also work radar as we are combined facility. There is a minimum vectoring altitude (MVA) approximately 7 miles east of the satellite airport that is 3;700 feet MSL. The letter of agreement with pwa allows eastbound departures to depart east remaining 6 miles north of okc at or below 2;500 feet until 4 miles east of the airport. This puts VFR aircraft right next to the antenna farm with an MVA of 3;700 feet. While I realize the aircraft are VFR it is an uncomfortable position to be in as a radar controller if you have traffic above the VFR and you cannot let them climb as the aircraft is headed towards the antennas. This is also our downwind and that are multiple times that aircraft have to be kept low to avoid the aircraft. However; you cannot vector the aircraft because the aircraft if below the MVA which makes it even more difficult. If all VFR departures went to the west and north; when okc is in a south flow; this would avoid the finals at okc and the downwind while not imposing an undue delay to the VFR traffic departing. Another option would be for satellite airport to call for release for eastbound VFR aircraft.

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Original NASA ASRS Text

Title: A Tower Controller had to stop the descent of an aircraft on a Visual Approach for VFR departure from a satellite airport on a converging course.

Narrative: I was working Local Control. Aircraft X came over to my frequency cleared for a visual approach to Runway 17L. I cleared Aircraft X to land. Where Aircraft X turned base was 4 miles to the east of a satellite airport PWA. [The satellite airport] is allowed to launch VFR aircraft east bound climbing to 2;500 feet. This is directly into the final approach to OKC. When Aircraft Y data tag appeared east bound; the aircraft was flying directly at Aircraft X. I had just keyed up to clear another aircraft for takeoff when I noticed the traffic heading straight at Aircraft X. Instead of clearing the aircraft for takeoff; I called traffic for Aircraft X. Aircraft X had no idea that the traffic had just departed the satellite airport. If Aircraft X had not stopped at 3000 feet in the descent; Aircraft X could have descended into Aircraft Y. Additionally; if Aircraft Y does not comply with the 2;500 foot restriction he would have climbed into the Aircraft X. I believe the radar controller called the traffic for Aircraft Z and Aircraft Y did pass behind Aircraft X. Aircraft X to my knowledge did not have Aircraft Z in sight at any time. This is an unsafe operation.All VFR departures from this satellite airport should depart on headings between 200 and 360 (right turn outs). This will keep the aircraft away from the finals at OKC in a south flow. I also work radar as we are combined facility. There is a Minimum Vectoring Altitude (MVA) approximately 7 miles east of the satellite airport that is 3;700 feet MSL. The Letter of Agreement with PWA allows eastbound departures to depart east remaining 6 miles north of OKC at or below 2;500 feet until 4 miles east of the airport. This puts VFR aircraft right next to the antenna farm with an MVA of 3;700 feet. While I realize the aircraft are VFR it is an uncomfortable position to be in as a radar controller if you have traffic above the VFR and you cannot let them climb as the aircraft is headed towards the antennas. This is also our downwind and that are multiple times that aircraft have to be kept low to avoid the aircraft. However; you cannot vector the aircraft because the aircraft if below the MVA which makes it even more difficult. If all VFR departures went to the west and north; when OKC is in a south flow; this would avoid the finals at OKC and the downwind while not imposing an undue delay to the VFR traffic departing. Another option would be for satellite airport to call for release for eastbound VFR aircraft.

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.