Narrative:

I was working the local control (local control) and was the tower controller in charge (tcic) as well. The arrival east/are position was combined in the tower. Ground control/flight data (ground control/FD) was also open in the tower; training in progress at the ground control/FD and the are positions. Traffic was moderate to heavy overall; with several practice approaches in the radar pattern and other arrivals and departures. Weather was marginal VFR and ILS approaches were being advertised. A B06 helicopter [on a] practice approach to the runway had sidestepped to taxiway C for a stop-and-go; then return to radar. The helicopter was taking longer than usual on the stop portion of the stop-and-go so inquired as to how much longer he would be. The helicopter advised me that he would be on the go in less than a minute. I reiterated the climb out instructions; 'fly runway heading; climb and maintain 2;000 ft.' I also verbally coordinated with the are position that helicopter had taken a long stop-and-go; but was now on the go. I then switched the helicopter to radar and turned my attention to other duties. Due to our close proximity; the radar trainee and ojti were standing right next to me. I did hear the radar developmental give the helicopter radar contact and then climb and turn the helicopter. As I looked at the d-brite; which was also the are radar presentation as well; I did see that the helicopter had not tagged and verbally advised the are trainee. However; I may not have received an acknowledgment. I did know that he had been identified and given control instructions. The radar developmental was very early in training. The traffic was becoming moderate to heavy and complex; and the ojti took over. A citation was inbound to ZZZ and expecting vectors for the ILS. It appeared that the citation was direct ZZZ with the intent to be turned on the downwind as a way to sequence that aircraft with other inbounds. I am not exactly sure of the sequence of events; however I recall that the citation was given a turn to the downwind. I then looked at the d-brite and because of some clutter; did not immediately see the ldb of the helicopter. I believe the ca activated and the radar ojti had now taken the frequency and was issuing traffic to both aircraft. I later was told that the citation had received a RA from his TCAS. I tried to assist the radar controller and establish a data block by refreshing the ARTS data and got the tag back on the helicopter; and the citation continued on to land at ZZZ via the ILS approach. We were combined in the tower; possibly earlier than we would have normally have been combined.I realize that we have to work combined in the tower for many reasons. I do believe it is not the best scenario to begin radar training with a position who has to share a radar presentation with the are position. Usually local control is mandated to work on a 20 mile range; however when are is sharing the display; it is set on approximately 45-55 mile range and the same position symbol is shared by both controllers. Therefore; when busy traffic causes clutter on the radar presentation it becomes more difficult to see traffic. We have to train all the time. We have several low hour controllers who are forced to train due to the number of developmentals. I believe that there is misuse of the resources we have and an inflexible training system that is being used at ZZZ. That being said; on my part as local control; there is a rule in place that states that local control shall advise radar if an aircraft does not tag up on departure. In a normal setting I would have to use the intra-phone system to do this and therefore assure that I was heard and acknowledged. However; in this combined atmosphere; verbal coordination could have easily been misconstrued -- i.e.; did he acknowledge me or was he talking to his ojti; etc. Greater care needs to be taken in this atmosphere; especially when busy. One way of prevention would be to use the etvs voice system; even though the person is standing right next to you; because it is recorded and it may bring more awareness to a potential situation. Another; do not allow radar developmental with little or no time to train combined it the tower. Lastly; the controller in charge of record could have been more aware of the building traffic and not combine controller in charge responsibility to a control position.

Related reports:

Google
 

Original NASA ASRS Text

Title: Tower Controller described a TCAS RA event during training and combined position operation; noting the 'shared' RADAR range presentation used during the operation was less that optimal.

Narrative: I was working the Local Control (LC) and was the Tower Controller in Charge (TCIC) as well. The Arrival East/ARE position was combined in the Tower. Ground Control/Flight Data (GC/FD) was also open in the Tower; training in progress at the GC/FD and the ARE positions. Traffic was moderate to heavy overall; with several practice approaches in the RADAR pattern and other arrivals and departures. Weather was marginal VFR and ILS approaches were being advertised. A B06 helicopter [on a] practice approach to the runway had sidestepped to Taxiway C for a stop-and-go; then return to RADAR. The helicopter was taking longer than usual on the stop portion of the stop-and-go so inquired as to how much longer he would be. The helicopter advised me that he would be on the go in less than a minute. I reiterated the climb out instructions; 'Fly runway heading; climb and maintain 2;000 FT.' I also verbally coordinated with the ARE position that helicopter had taken a long stop-and-go; but was now on the go. I then switched the helicopter to RADAR and turned my attention to other duties. Due to our close proximity; the RADAR trainee and OJTI were standing right next to me. I did hear the RADAR Developmental give the helicopter RADAR contact and then climb and turn the helicopter. As I looked at the D-Brite; which was also the ARE RADAR presentation as well; I did see that the helicopter had not tagged and verbally advised the ARE trainee. However; I may not have received an acknowledgment. I did know that he had been identified and given control instructions. The RADAR Developmental was very early in training. The traffic was becoming moderate to heavy and complex; and the OJTI took over. A Citation was inbound to ZZZ and expecting vectors for the ILS. It appeared that the Citation was direct ZZZ with the intent to be turned on the downwind as a way to sequence that aircraft with other inbounds. I am not exactly sure of the sequence of events; however I recall that the Citation was given a turn to the downwind. I then looked at the D-Brite and because of some clutter; did not immediately see the LDB of the helicopter. I believe the CA activated and the RADAR OJTI had now taken the frequency and was issuing traffic to both aircraft. I later was told that the Citation had received a RA from his TCAS. I tried to assist the RADAR Controller and establish a data block by refreshing the ARTS data and got the tag back on the helicopter; and the Citation continued on to land at ZZZ via the ILS approach. We were combined in the Tower; possibly earlier than we would have normally have been combined.I realize that we have to work combined in the Tower for many reasons. I do believe it is not the best scenario to begin RADAR training with a position who has to share a RADAR presentation with the ARE position. Usually Local Control is mandated to work on a 20 mile range; however when ARE is sharing the display; it is set on approximately 45-55 mile range and the same position symbol is shared by both controllers. Therefore; when busy traffic causes clutter on the RADAR presentation it becomes more difficult to see traffic. We have to train all the time. We have several low hour controllers who are forced to train due to the number of Developmentals. I believe that there is misuse of the resources we have and an inflexible training system that is being used at ZZZ. That being said; on my part as Local Control; there is a rule in place that states that Local Control shall advise RADAR if an aircraft does not tag up on departure. In a normal setting I would have to use the intra-phone system to do this and therefore assure that I was heard and acknowledged. However; in this combined atmosphere; verbal coordination could have easily been misconstrued -- i.e.; did he acknowledge me or was he talking to his OJTI; etc. Greater care needs to be taken in this atmosphere; especially when busy. One way of prevention would be to use the ETVS voice system; even though the person is standing right next to you; because it is recorded and it may bring more awareness to a potential situation. Another; do not allow RADAR Developmental with little or no time to train combined it the Tower. Lastly; the CIC of record could have been more aware of the building traffic and not combine CIC responsibility to a control position.

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.