Narrative:

The LC1 controller was working LC1 and 2 combined. He cleared aircraft Y for take off on runway 25R; failing to notice that his lander on the intersecting runway was a three mile final; but still doing 210 knots. I saw the problem; and told him to cancel the take off clearance. He replied; 'it's going to work'; and did not do so. I then instructed him a second time; and was ignored. I instructed him to send aircraft X around; as there was no way this was going to work. I told him this 2 or three times; and the only response I got was 'it's safer to let him land'. I disagreed; but this all happened in a few moments; and I was unable to get him to follow my directions. Aircraft X decided to go around on his own; later stating he was 'too high and too fast'; resulting in the aircraft X overflying the departing aircraft Y at the intersection by about 400 ft. The asde-X alert went off for the landing aircraft; but after he had already started his go-around. Recommendation; teach the newer controllers that a controller in charge has the same authority as a flm; and that orders to cancel a take off clearance or issue a go-around are not suggestions; they are orders. I would also suggest raising the bar to a higher standard for certification. The training program has been dumbed down; so that more of the off the street new hires can check out. I can understand that idea; as I was an off the street hire a long time ago; but then; it was perform or be gone. That has been replaced with a 'we're going to get you checked out; no matter what' attitude that is reducing safety.

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Original NASA ASRS Text

Title: LAS CIC described a go around event resulting from less than adequate spacing provided by the Local Controller between an arrival and departure. The reporter indicated the current training standard is inadequate.

Narrative: The LC1 controller was working LC1 and 2 combined. He cleared Aircraft Y for take off on Runway 25R; failing to notice that his lander on the intersecting runway was a three mile final; but still doing 210 knots. I saw the problem; and told him to cancel the take off clearance. He replied; 'It's going to work'; and did not do so. I then instructed him a second time; and was ignored. I instructed him to send Aircraft X around; as there was no way this was going to work. I told him this 2 or three times; and the only response I got was 'It's safer to let him land'. I disagreed; but this all happened in a few moments; and I was unable to get him to follow my directions. Aircraft X decided to go around on his own; later stating he was 'too high and too fast'; resulting in the Aircraft X overflying the departing Aircraft Y at the intersection by about 400 ft. The ASDE-X alert went off for the landing aircraft; but after he had already started his go-around. Recommendation; teach the newer controllers that a CIC has the same authority as a FLM; and that orders to cancel a take off clearance or issue a go-around are not suggestions; they are orders. I would also suggest raising the bar to a higher standard for certification. The training program has been dumbed down; so that more of the off the street new hires can check out. I can understand that idea; as I was an off the street hire a long time ago; but then; it was perform or be gone. That has been replaced with a 'We're going to get you checked out; no matter what' attitude that is reducing safety.

Data retrieved from NASA's ASRS site as of April 2012 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.