Narrative:

A C421 checked in on tower frequency. Pilot reported traffic a preceding KC135 to follow in sight. Local control issued appropriate wake turbulence advisories and landing sequence number along with landing clearance. The KC135 rolled by taxiway mike and slowly rolled to the end of the runway. The C421 was 20 seconds from landing when local control issued go around instructions. The C421 did not appear to be initiating a go around when local control again instructed aircraft to go around. Pilot acknowledged and complied. As aircraft was climbing through 300 ft; the KC135 was exiting runway. After the C421 landed; the pilot called inquiring about reason for being sent around. I explained that the heavy jet needed to be clear of runway even though he was 2 miles down the runway. Pilot then reiterated that he had priority status as a lifeguard flight. I explained that the landing sequence wasn't going to be different from approach sequence in this particular instance because of the position of the aircraft involved when switched to tower frequency. I then forwarded the call to the supervisor in the TRACON. If there had been another 1/2 mile between the two aircraft; there would not have been a go around. If the KC135 had made taxiway mike; the sequence would have been fine. There was training on the radar position and I'm not aware what was done to help with the sequence. However; the sequence did appear to be more of a tie from my perspective on the d-brite prior to either aircraft calling the tower. I felt it would be tight but should work. The KC135 was not a locally based tanker and that may have played a role.

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Original NASA ASRS Text

Title: BGR Controller described a go-around event when a C421; afforded priority and visually following a KC135; was instructed to go-around because the KC135 had not cleared the landing runway.

Narrative: A C421 checked in on tower frequency. Pilot reported traffic a preceding KC135 to follow in sight. Local Control issued appropriate wake turbulence advisories and landing sequence number along with landing clearance. The KC135 rolled by Taxiway Mike and slowly rolled to the end of the runway. The C421 was 20 seconds from landing when Local Control issued go around instructions. The C421 did not appear to be initiating a go around when Local Control again instructed aircraft to go around. Pilot acknowledged and complied. As aircraft was climbing through 300 FT; the KC135 was exiting runway. After the C421 landed; the pilot called inquiring about reason for being sent around. I explained that the heavy jet needed to be clear of runway even though he was 2 miles down the runway. Pilot then reiterated that he had priority status as a Lifeguard flight. I explained that the landing sequence wasn't going to be different from approach sequence in this particular instance because of the position of the aircraft involved when switched to tower frequency. I then forwarded the call to the supervisor in the TRACON. If there had been another 1/2 mile between the two aircraft; there would not have been a go around. If the KC135 had made Taxiway Mike; the sequence would have been fine. There was training on the RADAR position and I'm not aware what was done to help with the sequence. However; the sequence did appear to be more of a tie from my perspective on the D-Brite prior to either aircraft calling the Tower. I felt it would be tight but should work. The KC135 was not a locally based tanker and that may have played a role.

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.