Narrative:

An aircraft X landed on intersecting runway 29, while another aircraft Y was departing after completion of a touch and go on runway 21, contrary to the controllers' handbook and local order. I had instructed the first aircraft in closed traffic for runway 21 to make a full stop landing and to hold short of the intersection of runway 29. I then cleared a second aircraft following the first in the pattern for runway 21 for a touch and go. I cleared a third aircraft to land on runway 29, and informed that aircraft of traffic landing runway 21 would hold short of the intersection. I had actually cleared an aircraft that had already departed runway 21 for the full stop and hold short maneuver. The pilot of that aircraft acknowledged the clearance, even though they had just departed and now on upwind leg. Receiving the acknowledgement from the pilot, I did not catch my error. The second aircraft merely made the touch and go I had cleared them for. I think the pilots of these aircraft could have assisted by pointing out my error. Prescott ATC tower is a difficult place to work for a controller. There are many student operations and the flight schools do not appear to teach the importance of listening to the controllers. The lack of BRITE radar greatly increases the workload on controllers. Incidents like this would not occur if controllers had radar to assist finding aircraft. We would then be able to spend more time scanning the pattern and catching our mistakes. To help correct this problem, controller workload needs to be reduced with radar and approach control services to prescott. Listening to the radio needs to be stressed in flight training. Pilots should be told to question clrncs they do not understand.

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Original NASA ASRS Text

Title: TWR CTLR CLEARED ACFT X TO LAND AND ACFT Y FOR TOUCH AND GO ON INTERSECTING RWYS CONTRARY TO FAC OPERATIONS ORDER. LESS THAN STANDARD SEPARATION. SYSTEM ERROR.

Narrative: AN ACFT X LANDED ON INTERSECTING RWY 29, WHILE ANOTHER ACFT Y WAS DEPARTING AFTER COMPLETION OF A TOUCH AND GO ON RWY 21, CONTRARY TO THE CTLRS' HANDBOOK AND LCL ORDER. I HAD INSTRUCTED THE FIRST ACFT IN CLOSED TFC FOR RWY 21 TO MAKE A FULL STOP LNDG AND TO HOLD SHORT OF THE INTXN OF RWY 29. I THEN CLRED A SECOND ACFT FOLLOWING THE FIRST IN THE PATTERN FOR RWY 21 FOR A TOUCH AND GO. I CLRED A THIRD ACFT TO LAND ON RWY 29, AND INFORMED THAT ACFT OF TFC LNDG RWY 21 WOULD HOLD SHORT OF THE INTXN. I HAD ACTUALLY CLRED AN ACFT THAT HAD ALREADY DEPARTED RWY 21 FOR THE FULL STOP AND HOLD SHORT MANEUVER. THE PLT OF THAT ACFT ACKNOWLEDGED THE CLRNC, EVEN THOUGH THEY HAD JUST DEPARTED AND NOW ON UPWIND LEG. RECEIVING THE ACKNOWLEDGEMENT FROM THE PLT, I DID NOT CATCH MY ERROR. THE SECOND ACFT MERELY MADE THE TOUCH AND GO I HAD CLRED THEM FOR. I THINK THE PLTS OF THESE ACFT COULD HAVE ASSISTED BY POINTING OUT MY ERROR. PRESCOTT ATC TWR IS A DIFFICULT PLACE TO WORK FOR A CTLR. THERE ARE MANY STUDENT OPS AND THE FLT SCHOOLS DO NOT APPEAR TO TEACH THE IMPORTANCE OF LISTENING TO THE CTLRS. THE LACK OF BRITE RADAR GREATLY INCREASES THE WORKLOAD ON CTLRS. INCIDENTS LIKE THIS WOULD NOT OCCUR IF CTLRS HAD RADAR TO ASSIST FINDING ACFT. WE WOULD THEN BE ABLE TO SPEND MORE TIME SCANNING THE PATTERN AND CATCHING OUR MISTAKES. TO HELP CORRECT THIS PROB, CTLR WORKLOAD NEEDS TO BE REDUCED WITH RADAR AND APCH CTL SVCS TO PRESCOTT. LISTENING TO THE RADIO NEEDS TO BE STRESSED IN FLT TRNING. PLTS SHOULD BE TOLD TO QUESTION CLRNCS THEY DO NOT UNDERSTAND.

Data retrieved from NASA's ASRS site as of August 2007 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.