Narrative:

I was working the local 1 position on runway 21L with the local 2 position open during moderate traffic. I had already given a cessna on left downwind a landing clearance and had several other aircraft in the pattern when an aircraft called for departure. A seminole just crossed the landing threshold and I knew I could get the departure out if I utilized tiph. The landing cessna had already turned base and I instructed him to cancel landing clearance; continue left base; traffic holding in position. I instructed the departure; traffic left base; runway 21 position and hold and as soon as the previous arrival exited the runway I gave the cessna that was in position takeoff clearance. I looked out to see the cessna on base apparently overshoot final and advised him as such. He responded that I instructed him to continue on base. The local 2 controller had many aircraft in the pattern for runway 21R and I quickly had the cessna turn away from the airport and enter a right downwind for runway 21L. I coordination with the local 2 controller and re-sequenced the cessna into the arrs for runway 21L. After the cessna safely landed; I briefly told the pilot that my instructions were not clear; that I was sorry; and I will change my phraseology for that situation. The pilot responded that he was concerned about flying into the right downwind traffic but was just following our instructions. I advised him that he should always ask for clarification if there is ever anything that is unclr or that he has a concern about. I believe that if we were still utilizing the old tiph rules that this incident never would have happened. The ridiculous requirement that we can only put an aircraft into position with no other aircraft cleared; especially at a VFR airport; does nothing to ensure that there will not be a flyover. Extra eyes in the cabin attendant to monitor the traffic and watch for mistakes is the best answer for preventing incursions or accidents. The new tiph rules actually relax the requirement to have extra staffing in the cabin attendant when using tiph. We can now use tiph when there is nobody behind us to assist. The new rules have led to many go around's because the controllers forget to clear the aircraft on final to land after utilizing tiph to get a departure out. These new tiph procedures are yet another example of poor procedures developed without input from the controllers.

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Original NASA ASRS Text

Title: PRC TWR CTLR FAILED TO COMMUNICATE WITH TFC ON BASE; RESULTING IN DIRECTED TURN AWAY FROM THE TFC PATTERN; TIPH PROCS CITED AS CONTRIBUTORY.

Narrative: I WAS WORKING THE LCL 1 POS ON RWY 21L WITH THE LCL 2 POS OPEN DURING MODERATE TFC. I HAD ALREADY GIVEN A CESSNA ON L DOWNWIND A LNDG CLRNC AND HAD SEVERAL OTHER ACFT IN THE PATTERN WHEN AN ACFT CALLED FOR DEP. A SEMINOLE JUST CROSSED THE LNDG THRESHOLD AND I KNEW I COULD GET THE DEP OUT IF I UTILIZED TIPH. THE LNDG CESSNA HAD ALREADY TURNED BASE AND I INSTRUCTED HIM TO CANCEL LNDG CLRNC; CONTINUE L BASE; TFC HOLDING IN POS. I INSTRUCTED THE DEP; TFC L BASE; RWY 21 POS AND HOLD AND AS SOON AS THE PREVIOUS ARR EXITED THE RWY I GAVE THE CESSNA THAT WAS IN POS TKOF CLRNC. I LOOKED OUT TO SEE THE CESSNA ON BASE APPARENTLY OVERSHOOT FINAL AND ADVISED HIM AS SUCH. HE RESPONDED THAT I INSTRUCTED HIM TO CONTINUE ON BASE. THE LCL 2 CTLR HAD MANY ACFT IN THE PATTERN FOR RWY 21R AND I QUICKLY HAD THE CESSNA TURN AWAY FROM THE ARPT AND ENTER A R DOWNWIND FOR RWY 21L. I COORD WITH THE LCL 2 CTLR AND RE-SEQUENCED THE CESSNA INTO THE ARRS FOR RWY 21L. AFTER THE CESSNA SAFELY LANDED; I BRIEFLY TOLD THE PLT THAT MY INSTRUCTIONS WERE NOT CLR; THAT I WAS SORRY; AND I WILL CHANGE MY PHRASEOLOGY FOR THAT SIT. THE PLT RESPONDED THAT HE WAS CONCERNED ABOUT FLYING INTO THE R DOWNWIND TFC BUT WAS JUST FOLLOWING OUR INSTRUCTIONS. I ADVISED HIM THAT HE SHOULD ALWAYS ASK FOR CLARIFICATION IF THERE IS EVER ANYTHING THAT IS UNCLR OR THAT HE HAS A CONCERN ABOUT. I BELIEVE THAT IF WE WERE STILL UTILIZING THE OLD TIPH RULES THAT THIS INCIDENT NEVER WOULD HAVE HAPPENED. THE RIDICULOUS REQUIREMENT THAT WE CAN ONLY PUT AN ACFT INTO POS WITH NO OTHER ACFT CLRED; ESPECIALLY AT A VFR ARPT; DOES NOTHING TO ENSURE THAT THERE WILL NOT BE A FLYOVER. EXTRA EYES IN THE CAB TO MONITOR THE TFC AND WATCH FOR MISTAKES IS THE BEST ANSWER FOR PREVENTING INCURSIONS OR ACCIDENTS. THE NEW TIPH RULES ACTUALLY RELAX THE REQUIREMENT TO HAVE EXTRA STAFFING IN THE CAB WHEN USING TIPH. WE CAN NOW USE TIPH WHEN THERE IS NOBODY BEHIND US TO ASSIST. THE NEW RULES HAVE LED TO MANY GAR'S BECAUSE THE CTLRS FORGET TO CLR THE ACFT ON FINAL TO LAND AFTER UTILIZING TIPH TO GET A DEP OUT. THESE NEW TIPH PROCS ARE YET ANOTHER EXAMPLE OF POOR PROCS DEVELOPED WITHOUT INPUT FROM THE CTLRS.

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.