Narrative:

Working local control 2; I had aircraft X in the pattern doing full stop landings. Aircraft X was back taxiing on runway 25R for a departure in the right pattern; aircraft X had a takeoff clearance from me for runway 25R. I observed local control 1's traffic; one aircraft departing (aircraft Y). One aircraft taxiing into position (aircraft Z) with aircraft a on one and a half mile final; showing 140kts over the ground with a full data block under lgb tower control. I commented to local 1 controller at that time 'that's brave' referring to putting an aircraft into position in front of aircraft a. Local 1 responded something unintelligible; then cleared aircraft Z for immediate takeoff with far less than required same runway separation. Aircraft Z started a takeoff roll; but aircraft a was clearly going to be past the displaced threshold by the time aircraft Z got airborne. The local 1 controller then asked aircraft a if he could change to runway 30 for landing. I told him 'you can't; I have someone rolling on 25 right.'local 1 then cleared aircraft a 'runway 30 cleared to land; hold short of runway 25 right.' there was a slight tailwind to a direct crosswind; and aircraft a is not eligible for lahso in any category. At this point I think that local 1 has made the decision to force the situation regardless of the safety risk; and therefore I cancelled aircraft X's takeoff clearance on runway 25R just after aircraft X had started their takeoff roll; and waited until aircraft a had cleared runway 30. Recurrent training for local 1 controller on the proper use of same runway separation; land and hold short operations; and required coordination per lgb tower's SOP.

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Original NASA ASRS Text

Title: LGB Tower Controller reports of a session where the other Local Controller did not follow the SOP and/or the 7110.65 for the safe separation of traffic. The other local had a loss of separation with an aircraft on the runway and one over the landing threshold; and advised the landing aircraft to hold short of a runway. This was against the LAHSO rules and the SOP.

Narrative: Working Local Control 2; I had Aircraft X in the pattern doing full stop landings. Aircraft X was back taxiing on Runway 25R for a departure in the right pattern; Aircraft X had a takeoff clearance from me for Runway 25R. I observed Local Control 1's traffic; one aircraft departing (Aircraft Y). One aircraft taxiing into position (Aircraft Z) with Aircraft A on one and a half mile final; showing 140kts over the ground with a full data block under LGB Tower control. I commented to Local 1 Controller at that time 'That's brave' referring to putting an aircraft into position in front of Aircraft A. Local 1 responded something unintelligible; then cleared Aircraft Z for immediate takeoff with far less than required same runway separation. Aircraft Z started a takeoff roll; but Aircraft A was clearly going to be past the displaced threshold by the time Aircraft Z got airborne. The Local 1 Controller then asked Aircraft A if he could change to Runway 30 for landing. I told him 'You can't; I have someone rolling on 25 right.'Local 1 then cleared Aircraft A 'Runway 30 cleared to land; hold short of Runway 25 right.' There was a slight tailwind to a direct crosswind; and Aircraft A is not eligible for LAHSO in any category. At this point I think that Local 1 has made the decision to force the situation regardless of the safety risk; and therefore I cancelled Aircraft X's takeoff clearance on Runway 25R just after Aircraft X had started their takeoff roll; and waited until Aircraft A had cleared Runway 30. Recurrent training for Local 1 Controller on the proper use of same runway separation; land and hold short operations; and required coordination per LGB Tower's SOP.

Data retrieved from NASA's ASRS site 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.