Narrative:

Upon returning to the cab; I was just about to plug in at the controller in charge position in the back to start monitoring LC1 in anticipation of taking the position; and was facing away from the runways. I was not plugged in monitoring yet; but overheard the trainee instruct one aircraft to turn at A-7. I think he then told another aircraft to hold short of 29R; and appeared to be looking on final for traffic inbound to 29R. At the time; there were also multiple aircraft inbound to 29L. I then remembered seeing the trainee scanning the final for 29R; while the other flm (monitoring for the skill check from the other side of the cab) appeared to say that he could cross the traffic holding on B twy. Right after the crossing instruction was issued; I heard multiple tower team members going 'hold short; hold short' for the cessna; and then multiple people as well as the instructor saying 'go around; go around' for the traffic on final. I saw that the cessna appeared to stop at or on the runway hold bars; with the saratoga airborne on the go-around over 29R. Once the piper was no factor; the cessna was given crossing instructions. At this point; I plugged into the controller in charge jack. After going around and making right traffic; the piper asked while he was on downwind for information about why he was issued go around and the trainee explained about the cessna's crossing clearance on B twy. Though I returned to the cab only briefly prior to the event occurring; I believe that some confusion and conflicting instructions led up to this event taking place. I'm not sure if the flm performing the skill check didn't see the traffic on final for 29R; or maybe thought that it was traffic was for 29L; but either way; I think it was an honest mistake that unfortunately resulted in a distraction or lapse in awareness; and thus created a dangerous situation. The trainee perhaps thought that he was 'missing something' or that maybe the other more experienced flm saw the was sufficient time for the crossing; so he issued it. Thankfully; as soon as the members of the tower team saw the dangerous situation with traffic short final; multiple people spoke up and both the ojti and trainee took immediate action to correct it with 'hold short' and 'go around' instructions. This is a challenging issue because it's frequent that you're working a control position and other controllers are giving advice. Almost always; the advice is helpful and ranges from a reminder about something minor to an urgent warning to correct a dangerous situation. These kinds of reminders and warnings are expected in an effective tower team environment and greatly enhance safety. Other times; it seems the advice is to perform a task faster; not delay an aircraft; etc.; and might also be warranted to help a controller through a potential overload situation. But as much as we try to help each other with good advice; it's essential that the cpc responsible for the position is fully aware of what's taking place and comfortable taking the action suggested. Sometimes when there are multiple people in the tower cab; such as during an airshow or special event; conflicting suggestions can become a distraction. My recommendation is that it's important to assist and accept assistance from others; but when you're the person ultimately responsible for the position; remember to use your tools (scanning; position reports; radar display; etc.) to confirm that you're certain taking the course of action someone else has suggested is safe.

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Original NASA ASRS Text

Title: Tower Controller described a go around event and expresses a number views concerning the interaction of other controllers in their attempt to assist and the distractions that easily result.

Narrative: Upon returning to the cab; I was just about to plug in at the CIC position in the back to start monitoring LC1 in anticipation of taking the position; and was facing away from the runways. I was not plugged in monitoring yet; but overheard the trainee instruct one aircraft to turn at A-7. I think he then told another aircraft to hold short of 29R; and appeared to be looking on final for traffic inbound to 29R. At the time; there were also multiple aircraft inbound to 29L. I then remembered seeing the trainee scanning the final for 29R; while the other FLM (monitoring for the skill check from the other side of the cab) appeared to say that he could cross the traffic holding on B TWY. Right after the crossing instruction was issued; I heard multiple tower team members going 'hold short; hold short' for the Cessna; and then multiple people as well as the instructor saying 'go around; go around' for the traffic on final. I saw that the Cessna appeared to stop at or on the runway hold bars; with the Saratoga airborne on the go-around over 29R. Once the Piper was no factor; the Cessna was given crossing instructions. At this point; I plugged into the CIC jack. After going around and making right traffic; the Piper asked while he was on downwind for information about why he was issued go around and the trainee explained about the Cessna's crossing clearance on B TWY. Though I returned to the cab only briefly prior to the event occurring; I believe that some confusion and conflicting instructions led up to this event taking place. I'm not sure if the FLM performing the skill check didn't see the traffic on final for 29R; or maybe thought that it was traffic was for 29L; but either way; I think it was an honest mistake that unfortunately resulted in a distraction or lapse in awareness; and thus created a dangerous situation. The trainee perhaps thought that he was 'missing something' or that maybe the other more experienced FLM saw the was sufficient time for the crossing; so he issued it. Thankfully; as soon as the members of the tower team saw the dangerous situation with traffic short final; multiple people spoke up and both the OJTI and trainee took immediate action to correct it with 'hold short' and 'go around' instructions. This is a challenging issue because it's frequent that you're working a control position and other controllers are giving advice. Almost always; the advice is helpful and ranges from a reminder about something minor to an urgent warning to correct a dangerous situation. These kinds of reminders and warnings are expected in an effective tower team environment and greatly enhance safety. Other times; it seems the advice is to perform a task faster; not delay an aircraft; etc.; and might also be warranted to help a controller through a potential overload situation. But as much as we try to help each other with good advice; it's essential that the CPC responsible for the position is fully aware of what's taking place and comfortable taking the action suggested. Sometimes when there are multiple people in the tower cab; such as during an airshow or special event; conflicting suggestions can become a distraction. My recommendation is that it's important to assist and accept assistance from others; but when you're the person ultimately responsible for the position; remember to use your tools (scanning; position reports; RADAR display; etc.) to confirm that you're certain taking the course of action someone else has suggested is safe.

Data retrieved from NASA's ASRS site as of July 2013 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.