Date: 201203
Local time of day: 1801-2400
Location: PNS.Airport, FL
Aircraft: Bonanza 33
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C PNS
ATC / advisory: Tower PNS
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: I was providing OJTI at the Local Control (LC) position. We were in the process of changing from Runway 26 as the active to Runway 17 as the active. A C172 was transitioned to the Runway 17 traffic pattern and a BE33 was on final for Runway 26. The visibility was poor to the east with scattered low clouds. Spacing initially looked good for the C172 to do a touch and go on 17 prior to the BE33 landing on 26. The BE33 was instructed to reduce speed on initial contact. The C172's speed slowed and his touch-and-go was taking longer than expected. When the BE33 was on a 1 to 2 mile final I noticed he had not slowed and appeared to have increased speed. I asked if he could break out into the left downwind for 17. He said he could. My trainee instructed him to enter left base to 17. With spotty visibility to the east; it was difficult to see what the BE33 was doing until he was very close into the airport. He continued in flying westbound over Runway 26 and passed behind the touch-and-go lifting off on Runway 17. The BE33 turned sharply to the left back to the northeast. To avoid conflict in the downwind; I instructed the C172 to fly eastbound as his upwind was limited due to NPA Runway 25 final. The BE33 turned inside; or north of the C172; and I instructed the BE33 again to enter left downwind for Runway 17 and cleared him to land. My trainee and I discussed ways of making more clear and concise instructions; such as; 'Turn right; enter left downwind Runway 17.' Also we discussed the importance of making more timely adjustments; as we have often discussed in the past. Also it has been discussed many times in the past with controllers and management that it would be a 'good thing' if we could move the STARS monitor that sits over in the corner of the Tower where it is used by no one and put it over in a position where it would be useful to the CIC; CC; and LC OJTI. While I like the newer STARS TDW's; they are much harder to see from a distance than the D-Brite. Data block items such as speed; aircraft type; and scratch pad entries (practice approach climbouts; i.e. IME and IWE look similar from a distance; but are just about completely opposite climbouts) are hard to see standing behind the Local Controller. This is a piece of equipment that we already have that would be very useful if it were just moved to a position where it could be used. As it is now it is useless. As an OJTI at LC better placement of this equipment would be very useful.




Synopsis: PNS Controller providing OJT described a go-around event as runways were being changed. The reporter listed both unclear and imprecise instructions from the trainee; and STARS equipment placement as contributory factors.