Narrative:

Lga's configuration was landing and departing runway 22. It was a hot day so most of the departures were taking a little longer to depart than usual. Aircraft Y was holding in position with aircraft X on final. Aircraft X was issued traffic and told to reduce to final approach speed. I cleared aircraft Y for takeoff with aircraft X on about 1 3/4 mile final. I advised aircraft Y no delay on departure for the arriving traffic. Aircraft Y was 6000 feet down the runway when aircraft X was coming up to the runway threshold but was not off the ground yet. I issued a go around to aircraft X. The cab coordinator advised me to keep aircraft X on runway heading but I decided to turn the aircraft 15 degrees right to get a little more separation and climbed the aircraft to 2000 feet. I was providing visual separation between the two aircraft as the departure was going to be making a left turn (070 heading). Once I observed aircraft Y in the turn I turned aircraft X back to a 220 heading. I kept both aircraft on my frequency the entire time. As the go around instructions were being coordinated there was a lot of noise on the control room floor. After the aircraft was separated all I heard from the cab coordinator was to switch the go around to the approach control frequency. I did not hear any control instructions to climb the aircraft higher than the initial 2000 feet. No control instructions were written on the arrival strip by the cab coordinator who had coordinated the go around. There is an issue with the MVA regarding go around/missed approaches off of runway 22. The MVA is 2700 feet but lga only owns up to 2000 feet. If; for any reason; you need to turn an aircraft; higher has to be coordinated immediately. Coordinating with N90 isn't always quick and separating the aircraft is my first responsibility/priority. The MVA 2700 feet is for the freedom tower (wtc) and I can visually see the building from the tower cab. Turning a go-around/missed approach to a 235-240 degree heading will not put it in any proximity to that building. The other recommendation is that the cab coordinator writes down the go around instructions on the strip or at least make sure the local controller acknowledges those instructions. There are times that things could be missed or not heard correctly and having them written down is a good way that they wouldn't be missed or misinterpreted.

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Original NASA ASRS Text

Title: LGA Tower Controller reported of a go-around due to traffic not being airborne. Controller separated traffic and was told to transfer communications to the Departure Controller. Initial altitude of 2;000 was given. Controller thought the aircraft should have been given a higher altitude due to MVA of 2700 feet.

Narrative: LGA's configuration was landing and departing runway 22. It was a hot day so most of the departures were taking a little longer to depart than usual. Aircraft Y was holding in position with Aircraft X on final. Aircraft X was issued traffic and told to reduce to final approach speed. I cleared Aircraft Y for takeoff with Aircraft X on about 1 3/4 mile final. I advised Aircraft Y no delay on departure for the arriving traffic. Aircraft Y was 6000 feet down the runway when Aircraft X was coming up to the runway threshold but was not off the ground yet. I issued a go around to Aircraft X. The cab coordinator advised me to keep Aircraft X on runway heading but I decided to turn the aircraft 15 degrees right to get a little more separation and climbed the aircraft to 2000 feet. I was providing visual separation between the two aircraft as the departure was going to be making a left turn (070 heading). Once I observed Aircraft Y in the turn I turned Aircraft X back to a 220 heading. I kept both aircraft on my frequency the entire time. As the go around instructions were being coordinated there was a lot of noise on the control room floor. After the aircraft was separated all I heard from the cab coordinator was to switch the go around to the approach control frequency. I did not hear any control instructions to climb the aircraft higher than the initial 2000 feet. No control instructions were written on the arrival strip by the cab coordinator who had coordinated the go around. There is an issue with the MVA regarding go around/missed approaches off of runway 22. The MVA is 2700 feet but LGA only owns up to 2000 feet. If; for any reason; you need to turn an aircraft; higher has to be coordinated immediately. Coordinating with N90 isn't always quick and separating the aircraft is my first responsibility/priority. The MVA 2700 feet is for the Freedom Tower (WTC) and I can visually see the building from the tower cab. Turning a go-around/missed approach to a 235-240 degree heading will not put it in any proximity to that building. The other recommendation is that the cab coordinator writes down the go around instructions on the strip or at least make sure the local controller acknowledges those instructions. There are times that things could be missed or not heard correctly and having them written down is a good way that they wouldn't be missed or misinterpreted.

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.