Narrative:

Local controller was working 6 aircraft at the time of the incident. He had 3 aircraft on final; a traffic watch aircraft transitioning eastbound in close proximity to the final; a helicopter operating in close proximity to the final; plus the incident aircraft on takeoff roll with a flow time to ZZZ. At rotation; departure control called to issue an altitude restriction of 3;000 ft to the departing aircraft X. As controller in charge I heard this altitude cap. The local controller then issued traffic to the traffic watch aircraft; which was the helicopter maneuvering at his 12 o clock and close proximity. The pilot of the traffic watch asked for the air to air freq for the rialto practice area. As controller in charge; I thought the pilot was going to turn north and fly into that area; seeing that the pilot was familiar with the area and might just want a reminder of the freq. I gave the local controller the frequency (123.5) and ensured that the converging traffic was issued and each aircraft was aware of the other. The helicopter responded with another air to air freq he assumed the traffic watch wanted to reach him on. Even though I then glanced back at the racd (remote all color display); I did not see the potential conflict with aircraft X and aircraft Y being worked by departure control about 6 miles south of ont. Aircraft X was already airborne and in his left turn on the PRDO8 departure. Both the local controller and I; distracted by the previously mentioned traffic calls and pilot questions; forgot to issue the 3000 foot restriction. I might add that the controller did note the restriction and wrote it on the strip. He just forgot to verbally issue it. As controller in charge I need to pay better attention to the overall situation and not get tunnel vision. Techniques must be developed to serve as memory devices so controllers do not forget to issue these critical instructions. Often times we (at the tower) receive these restrictions when the aircraft is already airborne or rotating. It would be beneficial to issue these critical instructions when the actual release is issued by departure control so that high tasking and other distractors of working traffic become a factor. Issuing these restrictions prior to takeoff role is ideal.

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Original NASA ASRS Text

Title: SCT Controller; Two ONT Tower Controllers; and pilot reported of a situation. SCT called ONT Tower to tell them to have departing aircraft maintain 3;000. Tower acknowledged altitude; but due to traffic situations did not issue to pilot. Pilot checks on departure frequency and his check in is not completely heard by ATC. Departing aircraft is in close proximity to cruising aircraft and a loss of separation occurs.

Narrative: Local controller was working 6 aircraft at the time of the incident. He had 3 aircraft on final; a traffic watch aircraft transitioning eastbound in close proximity to the final; a Helicopter operating in close proximity to the final; plus the incident aircraft on takeoff roll with a flow time to ZZZ. At rotation; departure control called to issue an altitude restriction of 3;000 ft to the departing Aircraft X. As CIC I heard this altitude cap. The Local controller then issued traffic to the traffic watch aircraft; which was the Helicopter maneuvering at his 12 o clock and close proximity. The pilot of the traffic watch asked for the air to air freq for the Rialto Practice area. As CIC; I thought the pilot was going to turn north and fly into that area; seeing that the pilot was familiar with the area and might just want a reminder of the freq. I gave the Local controller the frequency (123.5) and ensured that the converging traffic was issued and each aircraft was aware of the other. The helicopter responded with another air to air freq he assumed the traffic watch wanted to reach him on. Even though I then glanced back at the RACD (Remote All Color Display); I did not see the potential conflict with Aircraft X and Aircraft Y being worked by departure control about 6 miles south of ONT. Aircraft X was already airborne and in his left turn on the PRDO8 Departure. Both the Local Controller and I; distracted by the previously mentioned traffic calls and pilot questions; forgot to issue the 3000 foot restriction. I might add that the controller did note the restriction and wrote it on the strip. He just forgot to verbally issue it. As CIC I need to pay better attention to the overall situation and not get tunnel vision. Techniques must be developed to serve as memory devices so controllers do not forget to issue these critical instructions. Often times we (at the tower) receive these restrictions when the aircraft is already airborne or rotating. It would be beneficial to issue these critical instructions when the actual release is issued by departure control so that high tasking and other distractors of working traffic become a factor. Issuing these restrictions prior to takeoff role is ideal.

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.