Narrative:

GLF4 [was] on the ILS approach to runway xx. A seneca [was a] VFR arrival. On initial call I told the GLF4 to maintain slowest practical speed; number 4; follow seneca (approx 3 or 4; not sure how far out the seneca was at the time) mile right base. The G4 acknowledged and slowed. The seneca landed; and missed the first taxiway he was instructed to exit the runway at; and was told to expedite to the next taxiway. The seneca did not expedite; so I sent the GLF4 around; and asked if the pilot could maintain VFR in the pattern. The pilot of the gulfstream responded with the go around instructions. At that point I was distracted by a discussion going on at clearance delivery/flight data/ground control. Training had just ended at local control due to staffing [and] position relief was going on at clearance delivery/flight data/ground control. When I sent the gulfstream around; the cpc being relieved told approach the gulfstream was going around and that the G4 would be remaining VFR in the pattern. The cpc-it was unfamiliar with the procedures; and asked the controller in charge a question; at which point I went back to working the traffic. I thought I had heard the pilot of the G4 say he would remain VFR at the end of his acknowledgment of the go around; so I did not verify that he had canceled IFR. Due to my assumption that the pilot of the G4 had canceled; I controlled him as a VFR aircraft; and gave the pilot the option of left or right closed traffic; and he stayed in the left pattern. There was a BE76 on the ILS approach; 7 miles out. I advised the G4 of the traffic; told him he was number one; cleared to land. Approach was under the impression the G4 was supposed to go back to them for vectors; and the sector controller called when the G4 was right base; approximately three miles in front of the BE76 on the approach; and advised he wasn't talking to the aircraft. I advised him the G4 was VFR; and the controller told me he had said radar contact when advised of the go around. I thought we had cleared up the confusion; until I listened to the recording today when I got to work. It was then I realized the pilot of the G4 had never canceled IFR. In the future; I will have to make sure that the pilot actually states that they are; 'canceling IFR'. I had visual on the BE76 on the ILS and the G4; so visual separation was being applied and there was no loss of separation otherwise. Recommendation; always listen to the whole transmission; make sure I hear the pilot state that they are canceling IFR; not just affirming they can maintain VFR in the pattern; and not be distracted by coordination at other positions.

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Original NASA ASRS Text

Title: Tower Controller described a confused coordination event between the Tower and TRACON when the IFR vs. VFR status of an arrival; issued a go around; electing to stay in the pattern; was unclear.

Narrative: GLF4 [was] on the ILS approach to Runway XX. A Seneca [was a] VFR arrival. On initial call I told the GLF4 to maintain slowest practical speed; number 4; follow Seneca (approx 3 or 4; not sure how far out the Seneca was at the time) mile right base. The G4 acknowledged and slowed. The Seneca landed; and missed the first taxiway he was instructed to exit the runway at; and was told to expedite to the next taxiway. The Seneca did not expedite; so I sent the GLF4 around; and asked if the pilot could maintain VFR in the pattern. The pilot of the Gulfstream responded with the go around instructions. At that point I was distracted by a discussion going on at Clearance Delivery/Flight Data/Ground Control. Training had just ended at Local Control due to staffing [and] position relief was going on at Clearance Delivery/Flight Data/Ground Control. When I sent the Gulfstream around; the CPC being relieved told Approach the Gulfstream was going around and that the G4 would be remaining VFR in the pattern. The CPC-IT was unfamiliar with the procedures; and asked the CIC a question; at which point I went back to working the traffic. I thought I had heard the pilot of the G4 say he would remain VFR at the end of his acknowledgment of the go around; so I did not verify that he had canceled IFR. Due to my assumption that the pilot of the G4 had canceled; I controlled him as a VFR aircraft; and gave the pilot the option of left or right closed traffic; and he stayed in the left pattern. There was a BE76 on the ILS approach; 7 miles out. I advised the G4 of the traffic; told him he was number one; cleared to land. Approach was under the impression the G4 was supposed to go back to them for vectors; and the Sector Controller called when the G4 was right base; approximately three miles in front of the BE76 on the approach; and advised he wasn't talking to the aircraft. I advised him the G4 was VFR; and the Controller told me he had said RADAR contact when advised of the go around. I thought we had cleared up the confusion; until I listened to the recording today when I got to work. It was then I realized the pilot of the G4 had never canceled IFR. In the future; I will have to make sure that the pilot actually states that they are; 'Canceling IFR'. I had visual on the BE76 on the ILS and the G4; so visual separation was being applied and there was no loss of separation otherwise. Recommendation; always listen to the whole transmission; make sure I hear the pilot state that they are canceling IFR; not just affirming they can maintain VFR in the pattern; and not be distracted by coordination at other positions.

Data retrieved from NASA's ASRS site as of April 2012 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.