Narrative:

I was working LC2 during day VFR conditions but with high winds gusting 32 knots. The final was packed and several overtakes. I had approved a crossover departure off the south side on a ladyj departure which goes straight out. I was feeling over tasked as the high winds were creating a lot of extra phraseology and the tower was swaying creating a little motion sickness. We also had a [widebody transport] taxiing out for takeoff and the tmu was attempting to coordinate [with] sct to give us an arrival hole to get the departure out; sct said they were in a heavy arrival push and likely would have to wait a long time for a hole. I was thinking about this [widebody transport] and how I was going to find a way to get him out; they can't just sit there the block the runway entrance for anyone else who needs full length. A PC12 had just landed and because of the high winds; had missed the midfield exit; with aircraft X short final. There was no question this just wasn't going to work; so I issued the go around to aircraft X. I issued runway heading climb and maintain 2;000 [feet]; the standing missed approach. When the go-around was at the shoreline; I switched him to departure. I had forgot about the crossover departure off the south side. My assist asked me 'are they turning south' (meaning is the south side turning out of the way). The assist tried to coordinate with the LC1 to get the crossover turned; but he had already switched to departure. When they tagged; the two were separated by about 1.5 miles; both runway heading. We know aircraft take longer to exit the runway in high winds. Why don't we add flow so we don't end up with go-arounds? In fact; the very same aircraft X almost went around the second time. I issued him an s-turn on final. Had I not done so; he would have gone around again for sure. Also; we need to figure out a way to make these super operations much smoother and take less of your attention away from all other tasks. In the last two weeks; I have seen the tmu have to beg and argue with sct just to get them to give us space on final to meet one of our runway separation/holding restrictions. Also; I should have been more aware of the crossover departure; I was using my placard but never looked down at it during the go-around operation. I should include that in my scan during any go around.

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Original NASA ASRS Text

Title: LAX Tower Controller reported a loss of separation when an aircraft was sent around along side an aircraft off the other complex.

Narrative: I was working LC2 during day VFR conditions but with high winds gusting 32 knots. The final was packed and several overtakes. I had approved a crossover departure off the south side on a LADYJ departure which goes straight out. I was feeling over tasked as the high winds were creating a lot of extra phraseology and the Tower was swaying creating a little motion sickness. We also had a [widebody transport] taxiing out for takeoff and the TMU was attempting to coordinate [with] SCT to give us an arrival hole to get the departure out; SCT said they were in a heavy arrival push and likely would have to wait a long time for a hole. I was thinking about this [widebody transport] and how I was going to find a way to get him out; they can't just sit there the block the runway entrance for anyone else who needs full length. A PC12 had just landed and because of the high winds; had missed the midfield exit; with Aircraft X short final. There was no question this just wasn't going to work; so I issued the go around to Aircraft X. I issued runway heading climb and maintain 2;000 [feet]; the standing missed approach. When the go-around was at the shoreline; I switched him to Departure. I had forgot about the crossover departure off the south side. My assist asked me 'Are they turning south' (meaning is the south side turning out of the way). The assist tried to coordinate with the LC1 to get the crossover turned; but he had already switched to Departure. When they tagged; the two were separated by about 1.5 miles; both runway heading. We know aircraft take longer to exit the runway in high winds. Why don't we add flow so we don't end up with go-arounds? In fact; the very same Aircraft X almost went around the second time. I issued him an S-turn on final. Had I not done so; he would have gone around again for sure. Also; we need to figure out a way to make these super operations much smoother and take less of your attention away from all other tasks. In the last two weeks; I have seen the TMU have to beg and argue with SCT just to get them to give us space on final to meet one of our runway separation/holding restrictions. Also; I should have been more aware of the crossover departure; I was using my placard but never looked down at it during the go-around operation. I should include that in my scan during any go around.

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.