ORL CTLR DESCRIBED NEAR OPERROR WHEN LNDG ACFT FAILED TO FOLLOW ATC CLRNC AND RE-ENTERED RWY 25; GAR REQUIRED; LACK OF ARPT SIGNAGE CITED.

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RWY 7/25 AT ORL ARPT HAS 2 TURNOFFS IN CLOSE PROX; PLUS AN INTXN WITH RWY 13/31 IN THE SAME VICINITY. LNDG RWY 25 RESULTS IN A SEQUENCE OF INTXN A6; TXWY E; AND RWY 13/31 AS AN ACFT ROLLS OUT. TXWY A6 AND TXWY E ARE IDENTED BY A SINGLE SIGN JUST E OF TXWY A6 (PRIOR TO THE TURNOFFS TO SOMEONE LNDG RWY 25). TXWY A6 IS A HIGH SPD TURNOFF FOR RWY 7 AND THUS A REVERSE TURN OFF RWY 25. TXWY E IS ROUGHLY A 90 DEG TURNOFF. THE SIGN CONTAINS ARROWS THAT TRY TO CONVEY THIS; BUT MOST PLTS GET CONFUSED. RWY 13/31 IS IDENTED BY A SIGN JUST E OF TXWY E; AND THERE IS NO SIGN NEXT TO RWY 13/31. THIS ALSO CREATES MUCH CONFUSION. TFC WAS MODERATE TO HVY. ACFT X (MIL TRAINER) WAS ON LOC BACK COURSE RWY 25; WITH A GND SPD OF 180 KTS. IT WAS FOLLOWED BY ACFT Y ON A VISUAL APCH; TURNING TO FINAL 3 MI IN TRAIL WITH A GND SPD OF 210 KTS. THE TRACON (MCO) WAS JAMMING THE FINAL; LEAVING NO ROOM FOR ERROR. I CLRED ACFT X TO LAND. ON INITIAL CONTACT WITH ACFT Y; I INSTRUCTED THE PLT TO SLOW TO MINIMUM APCH SPD AND CLRED HIM TO LAND #2. THE PLT SAID HE NEEDED S-TURNS. I APPROVED THEM WHILE THE CAB COORDINATOR COORD THAT WITH THE TRACON. AFTER ACFT X TOUCHED DOWN AND BEGAN LNDG ROLLOUT; I INSTRUCTED THE PLT TO TURN R AT RWY 31 (INACTIVE) AND CONTACT GND CTL. I THEN USED MY BINOCULARS TO VERIFY ACFT Y HAD GEAR DOWN. ACFT Y ASKED ME TO CONFIRM HE WAS CLRED TO LAND. I SCANNED THE RWY TO ENSURE IT WAS CLR BEFORE ANSWERING. I OBSERVED ACFT X; WHO HAD APPARENTLY TURNED R ONTO TXWY E; RE-ENTERING RWY 25 TO MAKE THE NEXT R TURN ONTO RWY 31. I YELLED AT THE PLT TO CLR THE ACTIVE RWY IMMEDIATELY. I WAS NOT CONFIDENT OF A SANITIZED RWY PRIOR TO ACFT Y XING THE LNDG THRESHOLD; SO I INSTRUCTED HIM TO GO AROUND. ACFT X CLRED RWY 25 QUICKLY AND I TOLD ACFT Y CLRED TO LAND IF ABLE. THE PLT SAID HE WAS ALREADY COMMITTED TO THE GAR AND UNABLE TO LAND. I ASKED HIM IF HE WAS ABLE TO MAINTAIN VFR IN THE LCL PATTERN. HE SAID YES; SO I CANCELED HIS IFR AND BROUGHT HIM BACK AROUND TO LAND; WHICH OCCURRED WITHOUT FURTHER INCIDENT. SEPARATION WAS NEVER LOST. ACFT X SUCCESSFULLY VACATED RWY 25 PRIOR TO ACFT Y XING THE LNDG THRESHOLD. ACFT Y CROSSED ABOVE THE RWY INTXN APPROX 800 FT AGL; AND ACFT X WAS APPROX 100 FT N OF THE INTXN TAXIING TO THE RAMP. BUT SEVERAL FACTORS CONTRIBUTED TO THIS INCIDENT THAT I FEEL WARRANT THIS SUBMISSION. SPACING PROVIDED BY THE TRACON WAS BARELY ADEQUATE; BUT THIS IS NOT TYPICAL. THEY WERE RECOVERING FROM A BRIEF BUT SUDDEN EQUIP FAILURE; AND I WAS TRYING TO BE ACCOMMODATING AS MUCH AS POSSIBLE. ACFT X WAS A TRAINING FLT. THE PLT'S INEXPERIENCE CAUSED HIM TO MAKE THE POOR CHOICE OF TURNING BACK ONTO AN ACTIVE RWY. TURNING ONTO TXWY E WOULD NOT HAVE BEEN A PROB; BUT HE WAS MOST LIKELY UNAWARE OF THIS. I CHOSE THE RWY INTXN FOR HIS TURNOFF TO EASE THE TAXI RTE AND TO EASE THE GND CTLR'S JOB WITH CONFLICTING TAXIING ACFT. ARPT SIGNAGE IS THE PRIMARY FACTOR. MANY; MANY PLTS GET CONFUSED BY IT. BECAUSE I AM ACCUSTOMED TO THIS CONFUSION; I USUALLY ADD EXTRA VERBIAGE TO MY TURNOFF INSTRUCTIONS SUCH AS 'TURN R ON RWY 31; THAT'S THE SECOND R TURN PAST THE RED SIGN;' OR 'TURN R ON TXWY E; THE 90 DEG TURN NOT THE REVERSE TURN.' BUT I WAS TOO BUSY WITH OTHER TFC TO PROVIDE THESE EXTRA DETAILS IN THIS PARTICULAR SITUATION.