Narrative:

I was working the local 2 position. The whole event was a combination of things that turned into this one mistake. The scenario starts off with me having 2 in the pattern; aircraft X on the taxi back for takeoff to join the pattern and ground control needing to cross at taxiway juliet to bring a business jet to the west side of the tower. For reasons I do not know; the ground control (ground controller) requested to cross at juliet; I gave him the crossing. While this is going on; I put into position and hold aircraft X. Immediately after that; a helicopter had called me to depart taxiway a to go west. I requested to the ground control to depart taxiway a; he advised to go after a business jet that was already taxiing. At this point; I knew I still had aircraft X in position; but I didn't depart because my plan was to get the helicopter out first then launch aircraft X. I couldn't depart the aircraft X anyways because ground control was in between the runways with the business jet. Although; ground control was clear of my runway; I didn't want to jet blast the departure so I waited. I then coordinate with LC1 (local control) for a point out over the top west bound with my helicopter. Subsequently; LC1 (who is training) coordinates a point out with me to depart after my helicopter departs. After talking with the LC1 trainee; he said I approved the point out; which I'm not contesting nor am in agreement with. I advised him after the fact that I did not recall approving the point out. Nevertheless; after all this coordination went down; the business jet at taxiway J was clear; I launch aircraft X; not realizing aircraft Y from LC1 is lifting as well to go over the top westbound behind my helicopter that departed approximately 20-30 beforehand. I look up to see aircraft X airborne and at the same time; I see aircraft Y just missing my departure and yelled whoa off the frequency. I regain my composure after a few choice words to the trainee and the LC1 trainee advises me; 'you approved the point out'. I don't say anything. 15-20 mins later; I get relieved off position to go home. I find out shortly [that] the aircraft Y pilot calls the tower and expresses his concerns with what happened. Two things that come to mind right away from this scenario. Number one; I don't know the reason for ground control deciding to cross a taxiway in the middle [of] a semi-busy session to bring a business jet to the other side of the airport. I'm not saying it doesn't happen but after looking at the departure strips the next day; saving 5-6 mins does not warrant a runway crossing in my opinion. This is especially true if both locals are busy. Number two; for the life of me; I don't why the LC1 trainer allowed or even decided to let the trainee try to launch aircraft Y via a point out with 3 pattern players in the traffic pattern. If I was the trainer; the automatic go to is 'contact tower 119.9' and I would advise my trainee to let LC2 handle his side of the airport at this point. Again; I'm not saying it doesn't happen; LC1 in extremely slow periods of traffic will request a point out in certain scenarios with LC2; but the traffic on LC2 side would have to be zero to one in the pattern to warrant that action. The normal reaction to a helicopter departing from the east side of the airport calling the west side for departure is to have LC2 work the traffic so they can meter around their own pattern traffic. I realize the LC1 trainee had good intentions of trying to alleviate my workload; but in this case the LC1 trainer should not have allowed that to happen. My immediate recommendation would be plain and simple; work the aircraft that are on your side of the airport to alleviate any coordination confusion.

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Original NASA ASRS Text

Title: SNA Local Controllers reported a NMAC due to a coordination/communication problem.

Narrative: I was working the Local 2 position. The whole event was a combination of things that turned into this one mistake. The scenario starts off with me having 2 in the pattern; Aircraft X on the taxi back for takeoff to join the pattern and Ground Control needing to cross at Taxiway Juliet to bring a business jet to the west side of the tower. For reasons I do not know; the GC (Ground Controller) requested to cross at Juliet; I gave him the crossing. While this is going on; I put into position and hold Aircraft X. Immediately after that; a helicopter had called me to depart Taxiway A to go west. I requested to the GC to depart Taxiway A; he advised to go after a business jet that was already taxiing. At this point; I knew I still had Aircraft X in position; but I didn't depart because my plan was to get the helicopter out first then launch Aircraft X. I couldn't depart the Aircraft X anyways because GC was in between the runways with the business jet. Although; GC was clear of my runway; I didn't want to jet blast the departure so I waited. I then coordinate with LC1 (Local Control) for a point out over the top west bound with my helicopter. Subsequently; LC1 (who is training) coordinates a point out with me to depart after my helicopter departs. After talking with the LC1 trainee; he said I approved the point out; which I'm not contesting nor am in agreement with. I advised him after the fact that I did not recall approving the point out. Nevertheless; after all this coordination went down; the business jet at Taxiway J was clear; I launch Aircraft X; not realizing Aircraft Y from LC1 is lifting as well to go over the top westbound behind my helicopter that departed approximately 20-30 beforehand. I look up to see Aircraft X airborne and at the same time; I see Aircraft Y just missing my departure and yelled WHOA off the frequency. I regain my composure after a few choice words to the trainee and the LC1 trainee advises me; 'You approved the point out'. I don't say anything. 15-20 mins later; I get relieved off position to go home. I find out shortly [that] the Aircraft Y pilot calls the tower and expresses his concerns with what happened. Two things that come to mind right away from this scenario. Number one; I don't know the reason for GC deciding to cross a taxiway in the middle [of] a semi-busy session to bring a business jet to the other side of the airport. I'm not saying it doesn't happen but after looking at the departure strips the next day; saving 5-6 mins does not warrant a runway crossing in my opinion. This is especially true if both locals are busy. Number two; for the life of me; I don't why the LC1 trainer allowed or even decided to let the trainee try to launch Aircraft Y via a point out with 3 pattern players in the traffic pattern. If I was the trainer; the automatic go to is 'Contact tower 119.9' and I would advise my trainee to let LC2 handle his side of the airport at this point. Again; I'm not saying it doesn't happen; LC1 in extremely slow periods of traffic will request a point out in certain scenarios with LC2; but the traffic on LC2 side would have to be zero to one in the pattern to warrant that action. The normal reaction to a helicopter departing from the east side of the airport calling the west side for departure is to have LC2 work the traffic so they can meter around their own pattern traffic. I realize the LC1 trainee had good intentions of trying to alleviate my workload; but in this case the LC1 trainer should not have allowed that to happen. My immediate recommendation would be plain and simple; work the aircraft that are on your side of the airport to alleviate any coordination confusion.

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.