Narrative:

The wind had shifted to a 40 plus knot crosswind from the west and everyone was going around. With the volume of go arounds there was a lot of coordination between the tower controllers; tower supervisor; and TRACON to try to figure out where to put everyone. The supervisor advised me to have all my go arounds on a 160 heading climbing to 9000 feet. I then put aircraft X on a 160 heading on about a 1 mile final to runway 16L as he was going around at that point. The local controller working runway 17 had aircraft Y go around and I later found out they canceled their IFR to try to land runway 32. Another aircraft's tag was on top of aircraft X's tag and I didn't immediately observe aircraft X drifting east toward higher mvas (minimum vectoring altitude). Aircraft Y then went around trying to land runway 32 head on towards aircraft X. Once I saw aircraft Y wasn't landing on runway 32 and I saw aircraft X had drifted east I immediately turned aircraft X back to the west. With all of the coordination going on some things were being missed. I should have known that with the current winds a 160 heading was going to be more southeasterly. In trying to come up with a plan with the other controllers and supervisor I didn't see it right away. I initially did not know what aircraft Y was doing when they turned back to the airport at my traffic. This weather event was forecasted and we were aware of what was going to happen but did not staff another person to act as a cab coordinator. That would have been really helpful. In the future I will have aircraft track the final approach course or fly their present heading initially to try to avoid them drifting in one direction.

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Original NASA ASRS Text

Title: SLC Local Controller reported a strong wind shift caused go-arounds of two aircraft into conflicting courses.

Narrative: The wind had shifted to a 40 plus knot crosswind from the west and everyone was going around. With the volume of go arounds there was a lot of coordination between the Tower Controllers; Tower supervisor; and TRACON to try to figure out where to put everyone. The Supervisor advised me to have all my go arounds on a 160 heading climbing to 9000 feet. I then put Aircraft X on a 160 heading on about a 1 mile final to runway 16L as he was going around at that point. The Local Controller working runway 17 had Aircraft Y go around and I later found out they canceled their IFR to try to land Runway 32. Another aircraft's tag was on top of Aircraft X's tag and I didn't immediately observe Aircraft X drifting east toward higher MVAs (Minimum Vectoring Altitude). Aircraft Y then went around trying to land runway 32 head on towards Aircraft X. Once I saw Aircraft Y wasn't landing on Runway 32 and I saw Aircraft X had drifted east I immediately turned Aircraft X back to the west. With all of the coordination going on some things were being missed. I should have known that with the current winds a 160 heading was going to be more southeasterly. In trying to come up with a plan with the other controllers and supervisor I didn't see it right away. I initially did not know what Aircraft Y was doing when they turned back to the airport at my traffic. This weather event was forecasted and we were aware of what was going to happen but did not staff another person to act as a Cab Coordinator. That would have been really helpful. In the future I will have aircraft track the final approach course or fly their present heading initially to try to avoid them drifting in one direction.

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.