Narrative:

I was working local control north flow; taxiway closures making K8; Y; eg; and ef the only crossing points for runway 35L; land and hold short operations (lahso) not available due to wet runway; arrivals to runway 35C coordinated at 5 miles; between 3-4 miles at the threshold. Flm was standing next to me giving me advice on how to run/cross arrival traffic. This in addition to all the closures and attempting to cross aircraft across runway 35C between arrivals without being able to use lahso proved a distraction which led me to miss aircraft X which was inside the converging runway operations (cro) arrival departure window (adw) for runway 31R. I issued a takeoff clearance to aircraft X; which the front line manager (flm) immediately told me to cancel. I cancelled the takeoff clearance for aircraft X twice; and believed he had understood the cancellation because the aircraft appeared stationary. I then cancelled the takeoff clearance a total of 2 more times before the pilot finally rejected takeoff near taxiway B. Aircraft X ended up taxiing back for departure without incident.I recommend that the flm during periods of busy traffic to not try to 'coach' the controller; and while they are monitoring to look out for incorrect read backs. The flm was giving suggestions regarding my traffic that I took to be instructions; which led to a loss of situational awareness and the issuance of an incorrect heading. If the flm is going to be involved; I would prefer they work as an assist; keeping up the pad and listening for read backs; vs giving instructions that end up becoming a distraction to the controller. In my opinion the flm would be better used as an actual assist during busy periods; if they are going to be that involved with local control's traffic; if not acting as an assist; they should stay out and only offer input in the case of a pilot error that the controller hasn't corrected.

Related reports:

Google
 

Original NASA ASRS Text

Title: DFW Local Controller and flight crew reported a rejected takeoff due to ATC cancelling takeoff clearance for traffic.

Narrative: I was working Local Control north flow; taxiway closures making K8; Y; EG; and EF the only crossing points for Runway 35L; Land and Hold Short Operations (LAHSO) not available due to wet runway; arrivals to Runway 35C coordinated at 5 miles; between 3-4 miles at the threshold. FLM was standing next to me giving me advice on how to run/cross arrival traffic. This in addition to all the closures and attempting to cross aircraft across Runway 35C between arrivals without being able to use LAHSO proved a distraction which led me to miss Aircraft X which was inside the Converging Runway Operations (CRO) Arrival Departure Window (ADW) for Runway 31R. I issued a takeoff clearance to Aircraft X; which the Front Line Manager (FLM) immediately told me to cancel. I cancelled the takeoff clearance for Aircraft X twice; and believed he had understood the cancellation because the aircraft appeared stationary. I then cancelled the takeoff clearance a total of 2 more times before the pilot finally rejected takeoff near Taxiway B. Aircraft X ended up taxiing back for departure without incident.I recommend that the FLM during periods of busy traffic to not try to 'coach' the controller; and while they are monitoring to look out for incorrect read backs. The FLM was giving suggestions regarding my traffic that I took to be instructions; which led to a loss of situational awareness and the issuance of an incorrect heading. If the FLM is going to be involved; I would prefer they work as an assist; keeping up the pad and listening for read backs; vs giving instructions that end up becoming a distraction to the controller. In my opinion the FLM would be better used as an actual assist during busy periods; if they are going to be that involved with Local Control's traffic; if not acting as an assist; they should stay out and only offer input in the case of a pilot error that the controller hasn't corrected.

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.