Narrative:

I took the local control position roughly around xx:xx local time. Ground and clearance delivery was combined to one position and there was a stand alone controller in charge. The tower was informed that aircraft a had a stalled engine and was declaring an emergency. I noticed at that time that aircraft a was on a vector for the ILS to runway 18L. During this period a controller opened up the ground control position. Additional traffic inbound was aircraft X; a flight of aircraft; and aircraft B. When aircraft X was 10 miles northwest of the field; I noticed they began descending from 6;000 feet. Aircraft X did not have anything displayed in the scratch pad portion of the data block to indicate what approach they were on. At this time aircraft a was roughly on a 12 mile final. Aircraft X checked on and advised that they had the field in sight when aircraft a was on a 9 mile final. I cleared aircraft X to land on runway 18L. Unknown to me; aircraft X was cleared for initial to runway 18L. When they entered the overhead maneuver I could see that all 3 aircraft were not going to be able to land in front of aircraft a who was now on a 4 mile final. I told aircraft Y and aircraft Z to go around and enter left traffic. During this period aircraft a checked on and advised that he was an emergency aircraft. I cleared him to land; but there was confusion over the status of the cable and the other traffic. Meanwhile; aircraft B was being vectored for the ILS to runway 18L. Aircraft X landed and cleared the runway and the cable was lowered. Aircraft a landed and the runway was closed while the emergency vehicles checked the aircraft. Aircraft Y and aircraft Z were still in the tower pattern; but were not tagged. An aircraft called ready to depart runway 18R. I told them to hold short runway 18R because I wanted to ensure we worked out all the traffic problems resulting from the emergency. The controller in charge told me to clear the runway 18R departure while I was dealing with the arrivals to runway 18L. Aircraft Y and aircraft Z were in the downwind roughly 4 miles north of the field when they asked to enter initial. I told them to enter initial for runway 18L without fully seeing the traffic situation. Aircraft B was on a 6 mile final tracking inbound to runway 18L; but I was not talking to them yet. The controller in charge pointed aircraft Y and aircraft Z out to the radar controller and eventually plugged in to communicate to aircraft Y and aircraft Z that there was an aircraft on a 5 mile final for runway 18L. Aircraft Y and aircraft Z confirmed that they had the aircraft in sight. There should have been better coordination and communication between the radar controller and myself. The confusion began when I did not know what aircraft X; aircraft Y; and aircraft Z were cleared for and it escalated from there. It should also be noted that I am currently training down in radar and receive very little tower time. My proficiency was therefore lacking on the local control position.

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Original NASA ASRS Text

Title: TUL Controllers' report of a situation with an emergency aircraft inbound with other traffic in the pattern. The Local had problems with the sequence while other pilots tried to advise local that they were minimum fuel.

Narrative: I took the Local Control position roughly around XX:XX local time. Ground and Clearance Delivery was combined to one position and there was a stand alone CIC. The Tower was informed that Aircraft A had a stalled engine and was declaring an emergency. I noticed at that time that Aircraft A was on a vector for the ILS to Runway 18L. During this period a controller opened up the Ground Control position. Additional traffic inbound was Aircraft X; a flight of aircraft; and Aircraft B. When Aircraft X was 10 miles northwest of the field; I noticed they began descending from 6;000 feet. Aircraft X did not have anything displayed in the scratch pad portion of the data block to indicate what approach they were on. At this time Aircraft A was roughly on a 12 mile final. Aircraft X checked on and advised that they had the field in sight when Aircraft A was on a 9 mile final. I cleared Aircraft X to land on Runway 18L. Unknown to me; Aircraft X was cleared for initial to Runway 18L. When they entered the Overhead Maneuver I could see that all 3 aircraft were not going to be able to land in front of Aircraft A who was now on a 4 mile final. I told Aircraft Y and Aircraft Z to go around and enter left traffic. During this period Aircraft A checked on and advised that he was an emergency aircraft. I cleared him to land; but there was confusion over the status of the cable and the other traffic. Meanwhile; Aircraft B was being vectored for the ILS to Runway 18L. Aircraft X landed and cleared the runway and the cable was lowered. Aircraft A landed and the runway was closed while the emergency vehicles checked the aircraft. Aircraft Y and Aircraft Z were still in the tower pattern; but were not tagged. An aircraft called ready to depart Runway 18R. I told them to hold short Runway 18R because I wanted to ensure we worked out all the traffic problems resulting from the emergency. The CIC told me to clear the Runway 18R departure while I was dealing with the arrivals to Runway 18L. Aircraft Y and Aircraft Z were in the downwind roughly 4 miles north of the field when they asked to enter initial. I told them to enter initial for Runway 18L without fully seeing the traffic situation. Aircraft B was on a 6 mile final tracking inbound to Runway 18L; but I was not talking to them yet. The CIC pointed Aircraft Y and Aircraft Z out to the Radar Controller and eventually plugged in to communicate to Aircraft Y and Aircraft Z that there was an aircraft on a 5 mile final for Runway 18L. Aircraft Y and Aircraft Z confirmed that they had the aircraft in sight. There should have been better coordination and communication between the Radar Controller and myself. The confusion began when I did not know what Aircraft X; Aircraft Y; and Aircraft Z were cleared for and it escalated from there. It should also be noted that I am currently training down in Radar and receive very little Tower time. My proficiency was therefore lacking on the Local Control position.

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.