Narrative:

Aircraft X called clearance deliver (clearance delivery) for clearance. I issued the clearance. Soon after; aircraft X called tower; asked the winds; and informed tower they were unable to depart with gusts over 35kts. Our winds were averaging 220@20g45kt. A controller change took place and aircraft X's situation was briefed to the oncoming controller; who also took controller in charge (controller in charge). Aircraft X called me on ground control (ground control) and asked to taxi out and wait at the end until gusts were under 35kts. I taxied aircraft X to runway 31L. Local control asked me to verify the speed at which they could depart; and I informed local control that it was 35 knots. Local control was speaking out loud pleading for the wind to settle down. We have two wind stations on the field and two wind indicators in the tower. Indicator one was indicating roughly 220@25g40kt. Indicator two was indicating 220@38g52kt. I noted that the second indicator was much higher than the first; and told local control that the limits for the aircraft X existed for a reason; and to be patient and not push it. Aircraft X made repeated inquiries to local control for the wind; and all indicators were over aircraft X's maximum limit. After roughly 30 minutes waiting at the end; indicator number one indicated gusts of 34 knots; while indicator number two was still indicating 52 knots. Local control cleared aircraft X for takeoff after issuing the wind from indicator number one (only). I said aloud that indicator number two was still indicating 52 knots. Local control/controller in charge ignored my comments. Once aircraft X was aligned with the runway; the wing closest to heading 220 started raising up and the aircraft X began tipping over. I looked for a wing strike or prop strike; but don't believe either struck the ground. At one point; the wing stabilized; but then began to rise up again and the aircraft X began to tip again. Aircraft X aborted takeoff and turned off the runway and taxied back for another attempt at a later time. I left the cab shortly thereafter and went home after that. I don't know if aircraft X was successful later or gave up. I'm reporting this because i'm not sure if aircraft X was going to report it; and I'm not sure if a report was filed; as is required. I have a personal relationship (friendship) with the controller in question; but feel his poor judgement and choices came close to causing an aircraft accident; even with all information readily available to him. I don't know if it was expectation bias; or controller bravado; that encouraged him to omit pertinent available information to the pilot. Either way; I think it was wrong. As for a recommendation; maybe a refresher could be given to this controller or all controllers at our facility that aircraft limitations given to us by pilots should be adhered to wholeheartedly; and all information should be used and disseminated to concerned pilots regarding any limitations they inform us of. This includes crosswinds; tailwinds; headwinds; and even temperatures at psp.

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Original NASA ASRS Text

Title: Tower Controller reported that the local control used only one source for wind speed when clearing an aircraft for takeoff. Aircraft had control problems due to high wind and aborted takeoff.

Narrative: Aircraft X called Clearance Deliver (CD) for clearance. I issued the clearance. Soon after; Aircraft X called tower; asked the winds; and informed tower they were unable to depart with gusts over 35kts. Our winds were averaging 220@20G45kt. A controller change took place and Aircraft X's situation was briefed to the oncoming controller; who also took Controller in Charge (CIC). Aircraft X called me on Ground Control (GC) and asked to taxi out and wait at the end until gusts were under 35kts. I taxied Aircraft X to Runway 31L. Local Control asked me to verify the speed at which they could depart; and I informed Local Control that it was 35 knots. Local Control was speaking out loud pleading for the wind to settle down. We have two wind stations on the field and two wind indicators in the tower. Indicator one was indicating roughly 220@25G40kt. Indicator two was indicating 220@38G52kt. I noted that the second indicator was much higher than the first; and told Local Control that the limits for the Aircraft X existed for a reason; and to be patient and not push it. Aircraft X made repeated inquiries to Local Control for the wind; and all indicators were over Aircraft X's maximum limit. After roughly 30 minutes waiting at the end; indicator number one indicated gusts of 34 knots; while indicator number two was still indicating 52 knots. Local Control cleared Aircraft X for takeoff after issuing the wind from indicator number one (only). I said aloud that indicator number two was still indicating 52 knots. Local Control/Controller in Charge ignored my comments. Once Aircraft X was aligned with the runway; the wing closest to heading 220 started raising up and the Aircraft X began tipping over. I looked for a wing strike or prop strike; but don't believe either struck the ground. At one point; the wing stabilized; but then began to rise up again and the Aircraft X began to tip again. Aircraft X aborted takeoff and turned off the runway and taxied back for another attempt at a later time. I left the cab shortly thereafter and went home after that. I don't know if Aircraft X was successful later or gave up. I'm reporting this because i'm not sure if Aircraft X was going to report it; and I'm not sure if a report was filed; as is required. I have a personal relationship (friendship) with the controller in question; but feel his poor judgement and choices came close to causing an aircraft accident; even with all information readily available to him. I don't know if it was expectation bias; or controller bravado; that encouraged him to omit pertinent available information to the pilot. Either way; I think it was wrong. As for a recommendation; maybe a refresher could be given to this controller or all controllers at our facility that aircraft limitations given to us by pilots should be adhered to wholeheartedly; and all information should be used and disseminated to concerned pilots regarding any limitations they inform us of. This includes crosswinds; tailwinds; headwinds; and even temperatures at PSP.

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.