Narrative:

I was working the north local position on the runway 12L/right configuration. Weather was snow/sleet IFR; low visibility; low ceilings. Air carrier Z (A320) landed and was slow to exit at papa 4; I asked the pilot how the braking action at papa 4 was; [and] I received a poor report past the papa 4 intersection. I then instructed the pilot to contact ground control. My next landing aircraft was air carrier X (crj) which I cleared to land with a poor braking action report past papa 4. Air carrier Z changed his braking action report to 'nill' on the ground control frequency. I recall hearing the 'nill' report from the ground controller just as air carrier X was flaring out. Since all my arrivals had exited runway 12L prior to papa 4. I thought the runway was still safe to use prior to that intersection; at least for this last arrival since they were close in on final. I issued the 'nill' braking report to air carrier Y past the papa 4 intersection; and cleared them to land. Air carrier Y exited runway 12L prior to papa 4 with no problem. I then recall hearing the airport manager closing runway 12L. There was a lot going on at my north local position at this time; wind; weather; low ceilings; compression on final; braking action advisories; watching the required staggered separation on our close parallels; and scanning the runway as well. As always it's always good to have a second pair off eyes when air traffic is complex; which it is at ZZZ. I feel a dedicated local coordinator position during busy traffic would be a great asset to each of our local positions.

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Original NASA ASRS Text

Title: Tower Controller chronicled a poor braking action landing event when the exact nature and location of the poor braking was confused and another aircraft was cleared to land; shortly after the runway was closed.

Narrative: I was working the North Local position on the Runway 12L/R configuration. Weather was snow/sleet IFR; low visibility; low ceilings. Air Carrier Z (A320) landed and was slow to exit at Papa 4; I asked the pilot how the braking action at Papa 4 was; [and] I received a poor report past the Papa 4 intersection. I then instructed the pilot to contact Ground Control. My next landing aircraft was Air Carrier X (CRJ) which I cleared to land with a poor braking action report past Papa 4. Air Carrier Z changed his braking action report to 'NILL' on the Ground Control frequency. I recall hearing the 'NILL' report from the Ground Controller just as Air Carrier X was flaring out. Since all my arrivals had exited Runway 12L prior to Papa 4. I thought the runway was still safe to use prior to that intersection; at least for this last arrival since they were close in on final. I issued the 'NILL' braking report to Air Carrier Y past the Papa 4 intersection; and cleared them to land. Air Carrier Y exited Runway 12L prior to Papa 4 with no problem. I then recall hearing the airport manager closing Runway 12L. There was a lot going on at my North Local position at this time; wind; weather; low ceilings; compression on final; braking action advisories; watching the required staggered separation on our close parallels; and scanning the runway as well. As always it's always good to have a second pair off eyes when air traffic is complex; which it is at ZZZ. I feel a dedicated local coordinator position during busy traffic would be a great asset to each of our local positions.

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.