Air Traffic Control Fully Certified
Distraction
ATC Issue All Types; Conflict Ground Conflict; Critical
Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Human Factors; Procedure
I was working LCC [Local Control Center] position. We were departing Runways 36R and 27. We were landing Runways 36R/C. Aircraft X had been cleared to land on Runway 36R approximately at a 10 mile final. I believe 3 aircraft were taxied to depart Runway 36R and 2 for Runway 27. A question arose in the Tower as to our responsibility as to how to coordinate like fixes departing into different departure sectors; as this was the situation I had in front of me at the 2 departure runways. I allowed myself to enter the conversation. My mind got side tracked and fixated on my departure bay. As best as I can tell; this is where I lost sight of the picture and cleared a GA aircraft off Runway 27 and Aircraft Y for takeoff on Runway 36R. I had lost track of the fact that I had an aircraft cleared to land on 36R. The ASDE/AMASS alarmed as Aircraft X was on half mile final and Aircraft Y was starting departure roll. I immediately sent Aircraft X around 36R and climbed to 4;000 feet; turned right to 090 heading. I could not visually see Aircraft Y to determine his speed so I did not abort his takeoff clearance. I need to stay out of conversations when working traffic. Particularly when we are in bad weather/low visibility situations. My focus on the situation was compromised by a work relevant question; but I should not engage in the conversation in that situation. My scan broke down.
On very short final; RWY 36R; about 100 feet AGL with the First Officer (Pilot Flying) having disconnected the autopilot in preparation for touchdown after an approach conducted in IMC (RVR 5000 and OVC 002) CVG Tower instructed us to 'Go-Around.' So we did. About the time the gear was transiting to the up position Tower called to give us alternate missed approach instructions. What I heard was 'Climb to 3;000 and turn right heading 060. Because these instructions came during a very busy period in the cockpit I not only misheard the call but got out of our normal procedure for a go-around. As we were turning; Tower again called to make the heading 090 (I think). My FO (First Officer) heard the altitude correctly and was climbing to 4;000; at about 3;400 I told him we needed to stop climbing and descend (more confusion) and we clarified with Tower and were told 4;000 feet; heading 090; and to contact Approach. We automated; configured; ran the checklists; set up the approach and landed without further incident. I'm filing the report because I'm still not sure about the 3;000 or 4;000 feet altitude which would be a possible deviation; and also to bring to the committee's attention that alternate missed approach instructions given immediately after the go-around call are dangerous. I make it a habit to brief or have the FO brief the exact steps of a go-around during the approach briefing and even with that fresh in our mind I still managed to get out of order. In this case the Tower Supervisor (I called after we landed because I wanted to know why we had to go-around) said there was Aircraft Y which departed just before we did and the distances were too close. I don't know where they were headed but I can think of a few better options than what we were given. First: landing would have increased our separation. Second; let us fly the published missed; the one on the chart; in our FMS and the one we discussed and are expecting to fly; and make Aircraft Y (or any departure) move around the missed approach corridor. Here are my suggestions. First; change this form to allow use of the 'enter' key so that I can break up this wall of text and make paragraphs. Second; ask Tower facilities to stop issuing alternate missed approach instructions; or; when they do; issue them prior to calling 'go around.'
CVG Tower Controller and arrival aircraft flight crew reported a go-around due to arrival departure spacing.