Narrative:

Landing runway 27 and runway 22L lahso; departing runway 22R and runway 22L. Local control position combined. Previous controller advised me that arrs were on runway 27 since wind was 300-330 degrees; 10-12 KTS. Wind was variable; in and out of lahso limits. In this type of situation; lahso arrs are conducted on and off; temporarily suspended until wind is within limits. I had several arrs on runway 27 that had been cleared to land. Several aircraft departed runway 22R and a couple were waiting for runway 22L. As I was planning my next runway 22L departure; an A330; I observed aircraft #1 turn in to runway 22L. Wind was 320 degrees. As I checked the wind again; it was 310 degrees; within lahso limits. I decided that the runway 22L departure would wait until aircraft #1 landed. If the wind changed; aircraft #1 would have to go around. Runway 22R not available for jet arrs. Aircraft #1 checked in; I issued a lahso landing clearance; wind was 310 degrees. Aircraft #1 acknowledged the hold short instructions. Aircraft #2 was on final to runway 27. Traffic departed runway 22R. I monitored the wind; issued turnoff instructions to a previous runway 27 arrival; making sure of correct readback of hold short instruction for runway 22R. We have had several runway incursions here and receiving a correct readback often requires several attempts. I checked the wind again and it was 310 degrees. I realized that I still needed to issue aircraft #2 the TA reference aircraft #1 lahso landing. Aircraft #2 was already touching down on runway 27. Aircraft #1 landed on runway 22L and as he was turning off the runway advised that the lahso lights were not flashing. I checked the lighting panel; they were off. I turned them on. While monitoring the wind conditions; considering go around instructions; assuring readback of hold short instructions; I did not issue the TA to aircraft #2 in a timely manner. The wind conditions were more appropriate for a runway 33/27 confign. Runways most nearly aligned with the wind; which would have eliminated any lahso wind concerns. The lower arrival rate would not have been much of a factor. The local control position probably should have been split; especially in view of all the runway incursions and recommendations to prevent them. Splitting lcls reduces controller workload. I should have rechked the lahso lights to make sure they were on; even though they appeared on; during position relief.

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Original NASA ASRS Text

Title: BOS TWR CTLR DESCRIBED LAHSO EVENT WHEN HE OR SHE FAILED TO BOTH COMPLY WITH APPROPRIATE PROCS AND ENSURE ALL EQUIP WAS IN OPS.

Narrative: LNDG RWY 27 AND RWY 22L LAHSO; DEPARTING RWY 22R AND RWY 22L. LCL CTL POS COMBINED. PREVIOUS CTLR ADVISED ME THAT ARRS WERE ON RWY 27 SINCE WIND WAS 300-330 DEGS; 10-12 KTS. WIND WAS VARIABLE; IN AND OUT OF LAHSO LIMITS. IN THIS TYPE OF SIT; LAHSO ARRS ARE CONDUCTED ON AND OFF; TEMPORARILY SUSPENDED UNTIL WIND IS WITHIN LIMITS. I HAD SEVERAL ARRS ON RWY 27 THAT HAD BEEN CLRED TO LAND. SEVERAL ACFT DEPARTED RWY 22R AND A COUPLE WERE WAITING FOR RWY 22L. AS I WAS PLANNING MY NEXT RWY 22L DEP; AN A330; I OBSERVED ACFT #1 TURN IN TO RWY 22L. WIND WAS 320 DEGS. AS I CHKED THE WIND AGAIN; IT WAS 310 DEGS; WITHIN LAHSO LIMITS. I DECIDED THAT THE RWY 22L DEP WOULD WAIT UNTIL ACFT #1 LANDED. IF THE WIND CHANGED; ACFT #1 WOULD HAVE TO GO AROUND. RWY 22R NOT AVAILABLE FOR JET ARRS. ACFT #1 CHKED IN; I ISSUED A LAHSO LNDG CLRNC; WIND WAS 310 DEGS. ACFT #1 ACKNOWLEDGED THE HOLD SHORT INSTRUCTIONS. ACFT #2 WAS ON FINAL TO RWY 27. TFC DEPARTED RWY 22R. I MONITORED THE WIND; ISSUED TURNOFF INSTRUCTIONS TO A PREVIOUS RWY 27 ARR; MAKING SURE OF CORRECT READBACK OF HOLD SHORT INSTRUCTION FOR RWY 22R. WE HAVE HAD SEVERAL RWY INCURSIONS HERE AND RECEIVING A CORRECT READBACK OFTEN REQUIRES SEVERAL ATTEMPTS. I CHKED THE WIND AGAIN AND IT WAS 310 DEGS. I REALIZED THAT I STILL NEEDED TO ISSUE ACFT #2 THE TA REF ACFT #1 LAHSO LNDG. ACFT #2 WAS ALREADY TOUCHING DOWN ON RWY 27. ACFT #1 LANDED ON RWY 22L AND AS HE WAS TURNING OFF THE RWY ADVISED THAT THE LAHSO LIGHTS WERE NOT FLASHING. I CHKED THE LIGHTING PANEL; THEY WERE OFF. I TURNED THEM ON. WHILE MONITORING THE WIND CONDITIONS; CONSIDERING GAR INSTRUCTIONS; ASSURING READBACK OF HOLD SHORT INSTRUCTIONS; I DID NOT ISSUE THE TA TO ACFT #2 IN A TIMELY MANNER. THE WIND CONDITIONS WERE MORE APPROPRIATE FOR A RWY 33/27 CONFIGN. RWYS MOST NEARLY ALIGNED WITH THE WIND; WHICH WOULD HAVE ELIMINATED ANY LAHSO WIND CONCERNS. THE LOWER ARR RATE WOULD NOT HAVE BEEN MUCH OF A FACTOR. THE LCL CTL POS PROBABLY SHOULD HAVE BEEN SPLIT; ESPECIALLY IN VIEW OF ALL THE RWY INCURSIONS AND RECOMMENDATIONS TO PREVENT THEM. SPLITTING LCLS REDUCES CTLR WORKLOAD. I SHOULD HAVE RECHKED THE LAHSO LIGHTS TO MAKE SURE THEY WERE ON; EVEN THOUGH THEY APPEARED ON; DURING POS RELIEF.

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.