Narrative:

I was working north radar position when I was advised that the control tower was being evacuated; or more accurately; re-located to a different room because of a bat which had gained access to the tower and was flying around. The supervisors instructed me to cease all practice approach requests to crp; but tower would still be conducting limited operations from the tower. Automatic releases were stopped. Tower would still be clearing aircraft to land; as I understood. I had several navy aircraft which were doing practice approaches; but only one who wanted to come to crp. I told him we were ceasing practice approaches to crp; and he advised that he wanted to climb to 11;000 feet and fly in my airspace while he decided what approach he would like to do instead. Meanwhile aircraft X; inbound for landing at crp; checked on frequency. I advised him that he could expect the ILS runway 36 approach; and I provided vectors for that approach. He heard the conversation between me and the navy pilots and inquired about the status of the tower; and I informed him that he would still be allowed to land and that tower would give him landing clearance.I cleared aircraft X for the ILS runway 36 approach. It was around this time (I don't recall exactly when) that tower called down to me to ask for a release for aircraft Y; but the request was for a release several minutes in the future; as this aircraft was in a ground delay program and had a scheduled time. I denied the release; asking the tower to call me back when that time arrived.it was time for me to surrender the position to the next controller. I gave him the briefing and I switched aircraft X to the tower. He was inside five mile final (evidently the pet radios have limited range; and the tower could not hear the pilot checking in beyond five miles). I stood by after the briefing; during our 'overlap;' and observed for a few minutes. During this time; the tower called the coordinator; seeking a release for the aircraft Y aircraft I mentioned earlier. The coordinator and the controller now working north worked out a release after aircraft X landed. As this was going on; I believe that aircraft X was within one quarter mile of landing on runway 36.suddenly; I observed aircraft X in a climb. I spoke up immediately; saying that aircraft X appeared to be going around and I questioned why that was happening. After a few short seconds; I saw the data tag for aircraft Y pop up underneath the data tag for aircraft X. I was stunned. I do not know how close these two aircraft were; but I knew that standard separation did not exist.I am not certain what recommendation to make in this particular incident. There were unusual circumstances surrounding the event; and I am not aware of any details except what I have provided. I know that there is very limited visibility from the room in which the tower controllers had relocated; and they would not be able to see aircraft on final for runway 36 until very short final. I also know that the tower controllers at the time had very little experience; although I am not implying that was a major factor.if I could recommend any one thing in an unusual circumstance such as this; it would be to designate runway 36 as a landing only runway; and have all departures take off from runway 31.

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Original NASA ASRS Text

Title: Tracon and Tower Controllers reported an airborne conflict due to limited visibility while working from an alternate room because of a wild bat in the Tower Cab. An aircraft was cleared for takeoff with a landing aircraft on short final.

Narrative: I was working North Radar position when I was advised that the control tower was being evacuated; or more accurately; re-located to a different room because of a bat which had gained access to the tower and was flying around. The supervisors instructed me to cease all practice approach requests to CRP; but tower would still be conducting limited operations from the Tower. Automatic releases were stopped. Tower would still be clearing aircraft to land; as I understood. I had several Navy aircraft which were doing practice approaches; but only one who wanted to come to CRP. I told him we were ceasing practice approaches to CRP; and he advised that he wanted to climb to 11;000 feet and fly in my airspace while he decided what approach he would like to do instead. Meanwhile Aircraft X; inbound for landing at CRP; checked on frequency. I advised him that he could expect the ILS Runway 36 approach; and I provided vectors for that approach. He heard the conversation between me and the Navy pilots and inquired about the status of the tower; and I informed him that he would still be allowed to land and that Tower would give him landing clearance.I cleared Aircraft X for the ILS Runway 36 approach. It was around this time (I don't recall exactly when) that tower called down to me to ask for a release for Aircraft Y; but the request was for a release several minutes in the future; as this aircraft was in a ground delay program and had a scheduled time. I denied the release; asking the tower to call me back when that time arrived.It was time for me to surrender the position to the next controller. I gave him the briefing and I switched Aircraft X to the tower. He was inside five mile final (evidently the PET radios have limited range; and the tower could not hear the pilot checking in beyond five miles). I stood by after the briefing; during our 'overlap;' and observed for a few minutes. During this time; the tower called the coordinator; seeking a release for the Aircraft Y aircraft I mentioned earlier. The coordinator and the controller now working north worked out a release AFTER Aircraft X landed. As this was going on; I believe that Aircraft X was within one quarter mile of landing on Runway 36.Suddenly; I observed Aircraft X in a climb. I spoke up immediately; saying that Aircraft X appeared to be going around and I questioned why that was happening. After a few short seconds; I saw the data tag for Aircraft Y pop up underneath the data tag for Aircraft X. I was stunned. I do not know how close these two aircraft were; but I knew that standard separation did not exist.I am not certain what recommendation to make in this particular incident. There were unusual circumstances surrounding the event; and I am not aware of any details except what I have provided. I know that there is VERY limited visibility from the room in which the tower controllers had relocated; and they would not be able to see aircraft on final for Runway 36 until very short final. I also know that the tower controllers at the time had very little experience; although I am not implying that was a major factor.If I could recommend any one thing in an unusual circumstance such as this; it would be to designate Runway 36 as a LANDING ONLY runway; and have ALL departures take off from Runway 31.

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.