Narrative:

I was working LC2 (local control) so only the arrivals and departures off 19R. Aircraft X was inbound for runway 19R. Everything appeared normal on the approach and landing. As it appeared the aircraft was at taxi speed; I instructed aircraft X to turn right at taxiway T; they advised unable. I instructed them to turn right at the next taxiway west and they said they were going to miss that one too and said something unreadable about the brakes. I though the pilot had said they didn't want to hit the brakes too hard. I asked aircraft X if they could make taxiway B as there were aircraft waiting to depart runway 26R and a tight gap with my next 19R arrival. They said they could. And then I asked if they could make the high speed exit off their left side just so I could get them off the runway a bit quicker and LC1 could depart. Aircraft X said they could make the high speed taxiway Y so I instructed them to turn left on Y and then left on the center taxiway east and gave up the intersection to LC1. Once aircraft X was on taxiway east; I gave them instructions to cross runway 19R at west and contact ground on point 1. They read that back correctly. I observed aircraft X going too fast by taxiway west and keyed up to inform them that they were missing west and might be turning up the high speed. Aircraft X said they were turning back and appeared to do a left 270 and ended up stopped in the dirt. Aircraft X advised that they had lost steering capability and brakes and would need a tow. They were off the runway but 100% in the rsa (runway safety area).my next arrival was about 3 mile final and I sent that aircraft around with no issues. Aircraft Y was also inbound for runway 19R about 8 miles out. When aircraft Y checked in; I told them to expect a go around due to a disabled aircraft on the runway but to just continue on the approach for now. At about 5-6 miles from the airport I told aircraft Y to go-around and maintain 4;500 feet and just fly the profile for the 19's. I believe I also mentioned that I was going to take him over the airport and out the other side. Not sure exactly how I worded it. Aircraft Y asked if they could expect 26L and I told them that they could. At approx. 3 miles from the approach end of 19R; aircraft Y advised they could no longer fly the RNAV and requested a vector. I told aircraft Y to fly runway heading and maintain 6;000 originally and then changed it to 5;000 for overhead traffic. Aircraft Y appeared to be in a right turn away from runway heading so I instructed them to turn back left heading 175 and called traffic of the departure end of runway 26R; aircraft Z that had departed on the staav departure. That departure should not have been a factor for aircraft Y's go around but once aircraft Y turned out to the west it was. Aircraft Z and aircraft Y saw each other and I instructed aircraft Y to maintain visual separation with aircraft Z. The heading I gave him was going to take aircraft Y behind aircraft Z. Once the conflict was clear; I climbed aircraft Y up to 7;000 and switched him to departure.reference aircraft X - I thought it was unusual for such a light aircraft to miss taxiway T and west off 19R. Next time instead of assuming everything was ok; I should double check to make sure.reference aircraft Y - I need to find better phraseology to take an aircraft on the base to 19R over the airport and on runway heading for the 19's. I feel like aircraft Y may have gotten confused after asking if they can expect 26L and then flew runway heading for 26 instead of 19. Better phraseology and emphasizing everything a couple times may have helped here.

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Original NASA ASRS Text

Title: LAS Tower Controller reported a runway excursion with one aircraft and a poorly planned missed approach with following aircraft.

Narrative: I was working LC2 (Local Control) so only the arrivals and departures off 19R. Aircraft X was inbound for RWY 19R. Everything appeared normal on the approach and landing. As it appeared the aircraft was at taxi speed; I instructed Aircraft X to turn right at Taxiway T; they advised unable. I instructed them to turn right at the next Taxiway W and they said they were going to miss that one too and said something unreadable about the brakes. I though the pilot had said they didn't want to hit the brakes too hard. I asked Aircraft X if they could make Taxiway B as there were aircraft waiting to depart RWY 26R and a tight gap with my next 19R arrival. They said they could. And then I asked if they could make the high speed exit off their left side just so I could get them off the runway a bit quicker and LC1 could depart. Aircraft X said they could make the high speed Taxiway Y so I instructed them to turn left on Y and then left on the center Taxiway E and gave up the intersection to LC1. Once Aircraft X was on Taxiway E; I gave them instructions to cross RWY 19R at W and contact ground on point 1. They read that back correctly. I observed Aircraft X going too fast by Taxiway W and keyed up to inform them that they were missing W and might be turning up the high speed. Aircraft X said they were turning back and appeared to do a left 270 and ended up stopped in the dirt. Aircraft X advised that they had lost steering capability and brakes and would need a tow. They were off the runway but 100% in the RSA (Runway Safety Area).My next arrival was about 3 mile final and I sent that aircraft around with no issues. Aircraft Y was also inbound for RWY 19R about 8 miles out. When Aircraft Y checked in; I told them to expect a go around due to a disabled aircraft on the runway but to just continue on the approach for now. At about 5-6 miles from the airport I told Aircraft Y to go-around and maintain 4;500 feet and just fly the profile for the 19's. I believe I also mentioned that I was going to take him over the airport and out the other side. Not sure exactly how I worded it. Aircraft Y asked if they could expect 26L and I told them that they could. At approx. 3 miles from the approach end of 19R; Aircraft Y advised they could no longer fly the RNAV and requested a vector. I told Aircraft Y to fly runway heading and maintain 6;000 originally and then changed it to 5;000 for overhead traffic. Aircraft Y appeared to be in a right turn away from runway heading so I instructed them to turn back left heading 175 and called traffic of the departure end of Runway 26R; Aircraft Z that had departed on the STAAV departure. That departure should not have been a factor for Aircraft Y's go around but once Aircraft Y turned out to the west it was. Aircraft Z and Aircraft Y saw each other and I instructed Aircraft Y to maintain visual separation with Aircraft Z. The heading I gave him was going to take Aircraft Y behind Aircraft Z. Once the conflict was clear; I climbed Aircraft Y up to 7;000 and switched him to Departure.Reference Aircraft X - I thought it was unusual for such a light aircraft to miss taxiway T and W off 19R. Next time instead of assuming everything was ok; I should double check to make sure.Reference Aircraft Y - I need to find better phraseology to take an aircraft on the base to 19R over the airport and on runway heading for the 19's. I feel like Aircraft Y may have gotten confused after asking if they can expect 26L and then flew runway heading for 26 instead of 19. Better phraseology and emphasizing everything a couple times may have helped here.

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.