Narrative:

I was working clearance delivery/flight data and controller in charge combined. Local was working local/ground combined. Hcf approach had two aircraft inbound to ogg from the south of the airport. [Aircraft X] was VFR; approaching the pu'unene drag strip (65z; geographical reporting point) about 4-5 miles south of ogg; on a right base for runway 05; 1;000 feet on approach; showing 100 knots. [Aircraft Y] was crossing tebbs fix; straight in runway 02 2;000 feet showing 200 knots. Tebbs fix; is about ogg 204raidial 9 DME; while [aircraft X]; was about ogg 185radial 004 DME; entering a right base for the intersecting runway 05; while [aircraft Y] was compressing on [aircraft X]. From tebbs fix to pu'unene drag strip fix (65z) 4.5 miles apart with each aircraft's flight paths intersecting to the intersecting runway 02 and runway 05. Hcf approach calls cab coordinator and informs them that [aircraft X] is on a right base runway 05; and [aircraft Y] was straight in runway 02. The coordination was confusing because [aircraft X] was showing 100knots over pu'unene drag strip. And [aircraft Y] showing 200 knots; they were on converging courses; and [aircraft X] right base flight path would have intersected with [aircraft Y] straight in route to runway 02 with the compression on final approach for both aircraft. Also; tower would have to accomplish intersecting runway separation afterwards; however the [aircraft X] aircrafts performance and their intersecting flight paths would not have worked given the large aircraft's performance and the compression. As soon as hcf handed off [aircraft X] and [aircraft Y] to tower; local control changed the sequence and broke [aircraft X] off the right base to runway 05 and had [aircraft X] fly northeast bound to the rock quarry east of the runway 02 final centerline reference [aircraft Y] to be #1 to the airport and [aircraft X] sequenced after the [aircraft Y]. Approach control handed us the two arrival aircraft to both intersecting runways with the potential conflict with intersecting flight paths during the approach arrival sequence to the airport during the communications transfer and the transfer of control to ogg. I recommend letter of agreement change between ogg and hcf. I also recommend skill enhancement training and/or training team briefings to have refresher training and a better understanding about control transfer from one facility to another facility during the hand off. Especially since ogg and hcf have automatic hand off walk ons (automatic transfer of control; no handoff required). Also reference the potential conflicts during the radio communications transfer and control transfer and on 7110.65 5-4-5 (transferring controller handoff) ; 5-4-6 (receiving controller handoff); and 2-1-15 (control transfer) b. Transfer control of an aircraft only after eliminating any potential conflict with other aircraft for which you have separation responsibility. C. Assume control of an aircraft only after it is in your area of jurisdiction unless specifically coordinated or as specified by letter of agreement or a facility directive.

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Original NASA ASRS Text

Title: OGG Tower Controller In Charge observed the Approach Controller transfer two aircraft to the Tower on converging courses to different intersecting runways. The Tower Local Controller resolved the conflict.

Narrative: I was working clearance delivery/flight data and controller in charge combined. Local was working local/ground combined. HCF approach had two aircraft inbound to OGG from the south of the airport. [Aircraft X] was VFR; approaching the Pu'unene drag strip (65z; geographical reporting point) about 4-5 miles south of OGG; on a right base for runway 05; 1;000 feet on approach; showing 100 knots. [Aircraft Y] was crossing TEBBS fix; straight in runway 02 2;000 feet showing 200 knots. TEBBS fix; is about OGG 204raidial 9 DME; while [Aircraft X]; was about OGG 185radial 004 DME; entering a right base for the intersecting runway 05; while [Aircraft Y] was compressing on [Aircraft X]. From TEBBS fix to Pu'unene drag strip fix (65z) 4.5 miles apart with each aircraft's flight paths intersecting to the intersecting runway 02 and runway 05. HCF approach calls cab coordinator and informs them that [Aircraft X] is on a right base runway 05; and [Aircraft Y] was straight in runway 02. The coordination was confusing because [Aircraft X] was showing 100knots over Pu'unene drag strip. And [Aircraft Y] showing 200 knots; they were on converging courses; and [Aircraft X] right base flight path would have intersected with [Aircraft Y] straight in route to runway 02 with the compression on final approach for both aircraft. Also; tower would have to accomplish intersecting runway separation afterwards; however the [Aircraft X] aircrafts performance and their intersecting flight paths would not have worked given the large aircraft's performance and the compression. As soon as HCF handed off [Aircraft X] and [Aircraft Y] to tower; local control changed the sequence and broke [Aircraft X] off the right base to runway 05 and had [Aircraft X] fly northeast bound to the rock quarry east of the runway 02 final centerline reference [Aircraft Y] to be #1 to the airport and [Aircraft X] sequenced after the [Aircraft Y]. Approach control handed us the two arrival aircraft to both intersecting runways with the potential conflict with intersecting flight paths during the approach arrival sequence to the airport during the communications transfer and the transfer of control to OGG. I recommend letter of agreement change between OGG and HCF. I also recommend skill enhancement training and/or training team briefings to have refresher training and a better understanding about control transfer from one facility to another facility during the hand off. Especially since OGG and HCF have automatic hand off walk ons (automatic transfer of control; no handoff required). Also reference the potential conflicts during the radio communications transfer and control transfer and on 7110.65 5-4-5 (transferring controller handoff) ; 5-4-6 (receiving controller handoff); and 2-1-15 (control transfer) b. Transfer control of an aircraft only after eliminating any potential conflict with other aircraft for which you have separation responsibility. C. Assume control of an aircraft only after it is in your area of jurisdiction unless specifically coordinated or as specified by letter of agreement or a facility directive.

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.