Narrative:

I was working local control (local control) with aircraft backing up on both the north and south parallel taxiways for runway 10L. We were using alternate jet headings. Training was in progress on both ground control (ground control) and clearance delivery (clearance delivery). I departed a C208 on a 160 heading; appreq'd (approval request) by the controller in charge (controller in charge); from runway 10L followed by aircraft X runway heading climbing to 4;000. Aircraft Z did a good job slowing on final for runway 10L and I tried to squeeze out another departure as to not go into delays towards the back of the line. Aircraft Y was told to luaw (line up and wait) runway 10L initially but I then cleared them on a 120 heading climbing to 4;000 once I saw I would have runway separation. I told aircraft Y about the traffic on final and to keep their momentum turning the corner onto the runway. I cleared aircraft Z to land runway 10L. Aircraft Y got onto the runway and stopped. Aircraft Z replied back 'there is still an aircraft on the runway.' I sent aircraft Z around. Aircraft Y had already started their takeoff roll by the time I was going to cancel their clearance and they were at a speed I felt was unsafe to have them abort the takeoff. At this time the controller in charge was telling me to turn aircraft Z; the go around aircraft; to a 120 heading. I had cleared aircraft Y on a 120 heading and told aircraft Z to fly runway heading for divergence. Multiple people in the tower cab were shouting out headings; presumably trying to help me out; which briefly confused me as to what heading I had actually given aircraft Y. I glanced down at my strip and I had written 120 which reminded me I cleared them on the 120 heading. I told aircraft Z to fly runway heading and maintain 1;500. The controller in charge told me to turn aircraft Z to a 120 heading and I obliged. I told aircraft Y who was in their climb to fly runway heading because aircraft Z was turning to a 120 heading. Aircraft X who preceded aircraft Y was also on runway heading. As this was going on the controller in training on ground control was asking me to cross runway 10R as well as runway 14. Runway 14 was not in use at the time and given to ground control for crossings. Being asked to cross runway 14 when it was given to ground control diverted my attention to scan runway 14 thinking that in the chaos that ensued with the go around I had missed something on runway 14. I did not notice that by putting aircraft Y on runway heading I had negated the divergence I would have initially had if they would have been on the 120 heading and lost separation with aircraft X. If I could do this all over again; I would not have tried to get the third aircraft; aircraft Y; out in front of aircraft Z. By doing this I caused a chaotic chain reaction that resulted in a loss of separation. Delays are a big deal at pbi and I did not want to be a contributing factor to the delays but in hindsight delaying a few aircraft would have been a lot easier to explain to the supervisors and my coworkers as well as being safer.

Related reports:

Google
 

Original NASA ASRS Text

Title: PBI Tower Controller reported a loss of separation due to an aircraft on the runway; coordination from others trying to help and putting departing and go around aircraft on the same heading.

Narrative: I was working LC (Local Control) with aircraft backing up on both the north and south parallel taxiways for Runway 10L. We were using alternate jet headings. Training was in progress on both GC (Ground Control) and CD (Clearance Delivery). I departed a C208 on a 160 heading; APPREQ'd (Approval Request) by the CIC (Controller in Charge); from Runway 10L followed by Aircraft X runway heading climbing to 4;000. Aircraft Z did a good job slowing on final for Runway 10L and I tried to squeeze out another departure as to not go into delays towards the back of the line. Aircraft Y was told to LUAW (Line Up and Wait) Runway 10L initially but I then cleared them on a 120 heading climbing to 4;000 once I saw I would have runway separation. I told Aircraft Y about the traffic on final and to keep their momentum turning the corner onto the runway. I cleared Aircraft Z to land Runway 10L. Aircraft Y got onto the runway and stopped. Aircraft Z replied back 'There is still an aircraft on the runway.' I sent Aircraft Z around. Aircraft Y had already started their takeoff roll by the time I was going to cancel their clearance and they were at a speed I felt was unsafe to have them abort the takeoff. At this time the CIC was telling me to turn Aircraft Z; the go around aircraft; to a 120 heading. I had cleared Aircraft Y on a 120 heading and told Aircraft Z to fly runway heading for divergence. Multiple people in the tower cab were shouting out headings; presumably trying to help me out; which briefly confused me as to what heading I had actually given Aircraft Y. I glanced down at my strip and I had written 120 which reminded me I cleared them on the 120 heading. I told Aircraft Z to fly runway heading and maintain 1;500. The CIC told me to turn Aircraft Z to a 120 heading and I obliged. I told Aircraft Y who was in their climb to fly runway heading because Aircraft Z was turning to a 120 heading. Aircraft X who preceded Aircraft Y was also on runway heading. As this was going on the controller in training on GC was asking me to cross Runway 10R as well as Runway 14. Runway 14 was not in use at the time and given to GC for crossings. Being asked to cross Runway 14 when it was given to GC diverted my attention to scan Runway 14 thinking that in the chaos that ensued with the go around I had missed something on Runway 14. I did not notice that by putting Aircraft Y on runway heading I had negated the divergence I would have initially had if they would have been on the 120 heading and lost separation with Aircraft X. If I could do this all over again; I would not have tried to get the third aircraft; Aircraft Y; out in front of Aircraft Z. By doing this I caused a chaotic chain reaction that resulted in a loss of separation. Delays are a big deal at PBI and I did not want to be a contributing factor to the delays but in hindsight delaying a few aircraft would have been a lot easier to explain to the supervisors and my coworkers as well as being safer.

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.