Date: 201406
Local time of day: 1801-2400
Location: TUL.Airport, OK
Flight conditions: VMC
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: VFR
Mission: Tactical
Flight phase: Initial Approach
Airspace: Class C TUL
ATC / advisory: Tower TUL
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Distraction; Communication Breakdown; Confusion
Second reporter function: Supervisor / CIC
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I took the Local Control position roughly around XX:XX local time.  Ground and Clearance Delivery was combined to one position and there was a stand alone CIC.  The Tower was informed that Aircraft A had a stalled engine and was declaring an emergency.  I noticed at that time that Aircraft A was on a vector for the ILS to Runway 18L.  During this period a controller opened up the Ground Control position.  Additional traffic inbound was Aircraft X; a flight of aircraft; and Aircraft B.  When Aircraft X was 10 miles northwest of the field; I noticed they began descending from 6;000 feet.  Aircraft X did not have anything displayed in the scratch pad portion of the data block to indicate what approach they were on.  At this time Aircraft A was roughly on a 12 mile final.  Aircraft X checked on and advised that they had the field in sight when Aircraft A was on a 9 mile final.  I cleared Aircraft X to land on Runway 18L.  Unknown to me; Aircraft X was cleared for initial to Runway 18L.  When they entered the Overhead Maneuver I could see that all 3 aircraft were not going to be able to land in front of Aircraft A who was now on a 4 mile final.  I told Aircraft Y and Aircraft Z to go around and enter left traffic.  During this period Aircraft A checked on and advised that he was an emergency aircraft.  I cleared him to land; but there was confusion over the status of the cable and the other traffic. Meanwhile; Aircraft B was being vectored for the ILS to Runway 18L.  Aircraft X landed and cleared the runway and the cable was lowered.  Aircraft A landed and the runway was closed while the emergency vehicles checked the aircraft. Aircraft Y and Aircraft Z were still in the tower pattern; but were not tagged.  An aircraft called ready to depart Runway 18R.  I told them to hold short Runway 18R because I wanted to ensure we worked out all the traffic problems resulting from the emergency.  The CIC told me to clear the Runway 18R departure while I was dealing with the arrivals to Runway 18L.  Aircraft Y and Aircraft Z were in the downwind roughly 4 miles north of the field when they asked to enter initial.  I told them to enter initial for Runway 18L without fully seeing the traffic situation.  Aircraft B was on a 6 mile final tracking inbound to Runway 18L; but I was not talking to them yet. The CIC pointed Aircraft Y and Aircraft Z out to the Radar Controller and eventually plugged in to communicate to Aircraft Y and Aircraft Z that there was an aircraft on a 5 mile final for Runway 18L.  Aircraft Y and Aircraft Z confirmed that they had the aircraft in sight. There should have been better coordination and communication between the Radar Controller and myself. The confusion began when I did not know what Aircraft X; Aircraft Y; and Aircraft Z were cleared for and it escalated from there.  It should also be noted that I am currently training down in Radar and receive very little Tower time. My proficiency was therefore lacking on the Local Control position.


Second narrative: I was working CIC/Cab Coordinator when informed that Aircraft A was inbound to 18L with their #1 engine out and had declared an emergency.  The Radar Controller attempted to put Aircraft X; Y; and Z on an overhead approach in front of Aircraft A on a 6 mile final.  The Local Controller; who I was actively monitoring; sent Aircraft Y and Aircraft Z around at my suggestion; allowing Aircraft X to land in front of Aircraft A.  Local then instructed Aircraft Y and Aircraft Z to go around and enter left traffic.  There was a fair amount of frequency congestion as arrivals and departures to RWY 18R continued to flow. Aircraft Y and Aircraft Z were instructed; upon their request to enter a 5 mile initial.  Meanwhile Aircraft B was inbound on the ILS 18L in anticipation of the runway being reopened.  I pointed Aircraft Y and Aircraft Z out to the radar controller as Aircraft B was being instructed to contact Tower.  I pointed out the situation to Local and instructed Local to exchange traffic and fix the situation as the aircraft were converging at a high rate of speed.  When Local stated; 'I don't know the Aircraft Y and Z's altitude'; I took it upon myself to plug into Local and exchange traffic. The Local Controller then unplugged and I continued to work as we concluded the emergency and reopened the runway. Aircraft Y and Z were primary targets only as they had not been instructed to squawk a code so their exact altitude at the time of the incident is unknown; pattern altitude is 2;200 feet MSL and Aircraft B was at 2;500 feet MSL. All aircraft reported each other in site as I believe the flight of two passed underneath Aircraft B. Aircraft B continued to the runway with an option clearance and Aircraft Y and Z continued with the overhead to follow Aircraft B for a full stop landing.I believe that if Local had sent Aircraft Y and Z back to radar the issue would have been resolved and Local would have been able to concentrate on the emergency and the reopening of the runway. As CIC/Cab Coordinator I should have suggested that.It was not anticipated that RWY 18L would be closed for long as airport operations followed Aircraft A down the runway and reopened shortly after Aircraft A exited the runway.  That is why initially I thought keeping Aircraft Y and Z in the pattern for one time around was the best option.  I later found out that Aircraft X the original flight of 3 had told Radar that they only had 5 minutes fuel remaining before having to go to their alternate.  Aircraft Y had attempted at one point to request clearance to their alternate from Local; but their request was not addressed.  Perhaps if we had put a tag on Aircraft Y and Z while in the pattern then Radar might not have run Aircraft B in next.


Synopsis: TUL Controllers' report of a situation with an emergency aircraft inbound with other traffic in the pattern.  The Local had problems with the sequence while other pilots tried to advise local that they were minimum fuel.