Narrative:

During a moderate session on local control; the controller on south local called for a split of our local control positions. At the time; I was the supervisor with one other controller working ground control and one trainee on break. I moved up to open the north local control position. Shortly after taking position; I made the determination that this was a good level of traffic for the trainee to accomplish a skill check and called her to the tower. After the trainee took position; the traffic began to build somewhat and become a bit more complex. An archer in left traffic for the left runway was mistakenly issued a landing clearance for the right runway. This incorrect clearance and subsequent readback of the wrong runway was not caught by myself or the trainee.I observed the archer turning base and then moved my scan to other traffic in the pattern and an additional cessna inbound to the left runway who required sequencing and spacing to fit into the pattern sequence. By the time I looked back to the finals I observed a cherokee landing on the right runway. After making the determination that the aircraft was supposed to be the aircraft for the left runway; I determined that it was safer to allow them to continue and opted to not send them around as I believe they were in a very critical phase of flight (in the landing flair). While the archer was touching down; I also noticed a challenger on about a 1 1/2 to 2 mile final for the right runway. I did not think runway separation would be lost before the archer exited. At this point; I took over the frequency and issued instructions for the archer to exit the runway.around the time the archer was exiting the right runway; a cessna inbound for the left runway was joining final as the challenger jet was also on final for the parallel runway. My attention was directed at ensuring the archer exited as instructed and did not issue a traffic or wake turbulence advisory to the cessna. An mandatory operation report (mor) was filed for the wrong surface landing and a training report and debriefing were completed that day for the trainee. During the review for this event; I was made aware that the cessna who did not get a wake turbulence advisory never received a landing clearance but continued and landed.my decision to bring the on the job training instructor (ojoti) up from break to conduct a skill check was poorly timed and poorly executed. My decision to not fully brief the trainee on a recorded line was also a poor decision that I will never do again. This nonstandard practice added an unnecessary level of complexity for the developmental with little time on split positions! Additionally; I intend to increase my focus on a runway scan and traffic advisories during dual tower operations to prevent missed traffic calls and to ensure aircraft are where they should be at all times. An increased focus on properly hearing readback errors would have also prevented this all from happening.staffing demands made it difficult to train that afternoon. Traffic levels are rarely predictable and therefore make it difficult to decide when to assign overtime to accomplish training or allow for opening of positions. As a supervisor; I am often faced with a situation where I have to either work on position to accomplish training; split positions or instead call a trainee up for a skills check instead of accomplishing training. In this specific situation; the controller working ground control is not instructor rated and there were no other bodies to bring up to train the trainee. A better decision would have been to move up to ground control and allow them to open the other local control and skip the skill check. During dual tower operations; I feel I am better served to be the stand alone supervisor. I intend to hold more people over or call in people early to allow for more training and coverage in the future.I don't bring this issue up to deflect from any poor decisions made on my part or failure to properly catch the wrong surface landing in time and missed wake turbulence advisory; I take responsibility for those. I do; however; feel obligated to shed light on what I see as a growing staffing problem as overall traffic levels increase at my facility and will only increase more this summer.

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Original NASA ASRS Text

Title: A Supervisor conducting a Skill Check on a Trainee reported missing a trainee issued a clearance to land on the wrong runway and failed to issue a wake turbulence advisory.

Narrative: During a moderate session on Local Control; the Controller on South Local called for a split of our Local Control positions. At the time; I was the Supervisor with one other Controller working Ground Control and one Trainee on break. I moved up to open the North Local Control position. Shortly after taking position; I made the determination that this was a good level of traffic for the Trainee to accomplish a Skill Check and called her to the tower. After the Trainee took position; the traffic began to build somewhat and become a bit more complex. An Archer in left traffic for the left runway was mistakenly issued a landing clearance for the right runway. This incorrect clearance and subsequent readback of the wrong runway was not caught by myself or the Trainee.I observed the Archer turning base and then moved my scan to other traffic in the pattern and an additional Cessna inbound to the left runway who required sequencing and spacing to fit into the pattern sequence. By the time I looked back to the finals I observed a Cherokee landing on the right runway. After making the determination that the aircraft was supposed to be the aircraft for the left runway; I determined that it was safer to allow them to continue and opted to not send them around as I believe they were in a very critical phase of flight (in the landing flair). While the Archer was touching down; I also noticed a Challenger on about a 1 1/2 to 2 mile final for the right runway. I did not think runway separation would be lost before the Archer exited. At this point; I took over the frequency and issued instructions for the Archer to exit the runway.Around the time the Archer was exiting the right runway; a Cessna inbound for the left runway was joining final as the Challenger jet was also on final for the parallel runway. My attention was directed at ensuring the Archer exited as instructed and did not issue a traffic or wake turbulence advisory to the Cessna. An Mandatory Operation Report (MOR) was filed for the wrong surface landing and a training report and debriefing were completed that day for the Trainee. During the review for this event; I was made aware that the Cessna who did not get a wake turbulence advisory never received a landing clearance but continued and landed.My decision to bring the On the Job Training Instructor (OJOTI) up from break to conduct a skill check was poorly timed and poorly executed. My decision to not fully brief the Trainee on a recorded line was also a poor decision that I will never do again. This nonstandard practice added an unnecessary level of complexity for the Developmental with little time on split positions! Additionally; I intend to increase my focus on a runway scan and traffic advisories during Dual Tower operations to prevent missed traffic calls and to ensure aircraft are where they should be at all times. An increased focus on properly hearing readback errors would have also prevented this all from happening.Staffing demands made it difficult to train that afternoon. Traffic levels are rarely predictable and therefore make it difficult to decide when to assign overtime to accomplish training or allow for opening of positions. As a Supervisor; I am often faced with a situation where I have to either work on position to accomplish training; split positions or instead call a trainee up for a Skills Check instead of accomplishing training. In this specific situation; the Controller working Ground Control is not Instructor rated and there were no other bodies to bring up to train the Trainee. A better decision would have been to move up to Ground Control and allow them to open the other Local Control and skip the Skill Check. During Dual Tower operations; I feel I am better served to be the stand alone Supervisor. I intend to hold more people over or call in people early to allow for more training and coverage in the future.I don't bring this issue up to deflect from any poor decisions made on my part or failure to properly catch the wrong surface landing in time and missed wake turbulence advisory; I take responsibility for those. I do; however; feel obligated to shed light on what I see as a growing staffing problem as overall traffic levels increase at my facility and will only increase more this summer.

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.