Narrative:

When I took over working local; an air taxi had just landed on runway 32 and experienced a blown tire. Runway 32 was temporarily closed to check for possible debris. Aircraft Y was taxied across runway 32 and sent to runway 7L. Aircraft X was also taxied to runway 7L via crossing runway 32. Runway 32 was then opened. I asked aircraft Y if he wanted runway 7L; or the now available runway 32. He requested runway 7L. I then asked aircraft X his request. He requested runway 32. In order to taxi to runway 32; he was required to taxi down runway 7L. After aircraft Y departed; I taxied aircraft X down runway 7L and told him to hold short of runway 32. Taxiway Y is a parallel taxiway to runway 32 on the west side of the field. Aircraft X would need to pass taxiway Y in order to reach runway 32. Prior to reaching taxiway Y; aircraft X called ready. I taxied him into position and hold on runway 32. I then observed aircraft X via the ground radar on runway 7L approaching runway Y; scanned runway 32; scanned taxiway T where the previous air taxi was sitting; scanned the runway visually out the window; scanned the d-brite for any traffic including the previous departure off of runway 7L; then cleared aircraft X for takeoff runway 32. Looking at aircraft X out the window; he appeared to be in the correct position as he turned onto the runway; and I did not feel it necessary to rechk the ground radar. After he commenced takeoff roll; the approach controller; who also has a ground radar display; called up and asked if the departure was departing the taxiway. I then looked out the window at the aircraft and was unable to determine his exact location. I then looked at the ground radar and saw that he was in fact departing off of taxiway Y. Management has since determined that it was a pilot deviation; allowed me to work normally for the 3 days after the incident; then decertified me from working local control and local assist with no explanation.

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Original NASA ASRS Text

Title: ANC TWR CTLR DESCRIBED ACR DEP FROM TXWY Y WHEN DEP CLRNC FROM RWY 32 WAS ISSUED.

Narrative: WHEN I TOOK OVER WORKING LCL; AN AIR TAXI HAD JUST LANDED ON RWY 32 AND EXPERIENCED A BLOWN TIRE. RWY 32 WAS TEMPORARILY CLOSED TO CHK FOR POSSIBLE DEBRIS. ACFT Y WAS TAXIED ACROSS RWY 32 AND SENT TO RWY 7L. ACFT X WAS ALSO TAXIED TO RWY 7L VIA XING RWY 32. RWY 32 WAS THEN OPENED. I ASKED ACFT Y IF HE WANTED RWY 7L; OR THE NOW AVAILABLE RWY 32. HE REQUESTED RWY 7L. I THEN ASKED ACFT X HIS REQUEST. HE REQUESTED RWY 32. IN ORDER TO TAXI TO RWY 32; HE WAS REQUIRED TO TAXI DOWN RWY 7L. AFTER ACFT Y DEPARTED; I TAXIED ACFT X DOWN RWY 7L AND TOLD HIM TO HOLD SHORT OF RWY 32. TXWY Y IS A PARALLEL TXWY TO RWY 32 ON THE W SIDE OF THE FIELD. ACFT X WOULD NEED TO PASS TXWY Y IN ORDER TO REACH RWY 32. PRIOR TO REACHING TXWY Y; ACFT X CALLED READY. I TAXIED HIM INTO POS AND HOLD ON RWY 32. I THEN OBSERVED ACFT X VIA THE GND RADAR ON RWY 7L APCHING RWY Y; SCANNED RWY 32; SCANNED TXWY T WHERE THE PREVIOUS AIR TAXI WAS SITTING; SCANNED THE RWY VISUALLY OUT THE WINDOW; SCANNED THE D-BRITE FOR ANY TFC INCLUDING THE PREVIOUS DEP OFF OF RWY 7L; THEN CLRED ACFT X FOR TKOF RWY 32. LOOKING AT ACFT X OUT THE WINDOW; HE APPEARED TO BE IN THE CORRECT POS AS HE TURNED ONTO THE RWY; AND I DID NOT FEEL IT NECESSARY TO RECHK THE GND RADAR. AFTER HE COMMENCED TKOF ROLL; THE APCH CTLR; WHO ALSO HAS A GND RADAR DISPLAY; CALLED UP AND ASKED IF THE DEP WAS DEPARTING THE TXWY. I THEN LOOKED OUT THE WINDOW AT THE ACFT AND WAS UNABLE TO DETERMINE HIS EXACT LOCATION. I THEN LOOKED AT THE GND RADAR AND SAW THAT HE WAS IN FACT DEPARTING OFF OF TXWY Y. MGMNT HAS SINCE DETERMINED THAT IT WAS A PLT DEV; ALLOWED ME TO WORK NORMALLY FOR THE 3 DAYS AFTER THE INCIDENT; THEN DECERTIFIED ME FROM WORKING LCL CTL AND LCL ASSIST WITH NO EXPLANATION.

Data retrieved from NASA's ASRS site as of January 2009 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.