Narrative:

Working local control position on an 8R/17 configuration. Arrival from the southeast aircraft Y is direct the field descending to 050 on a northwest heading inbound for the visual to 8R. Aircraft X is taxiing for takeoff on runway 17 first fix pmm which is a southwestern heading. I call down and coordinate with the radar controller asking if he would like me to put aircraft X straight out (runway heading) or turn him right direct pmm which is outside of my departure gate; he tells me to leave him straight out. I clear aircraft X for takeoff runway 17 climbing to 040. About 30 seconds later the radar controller apreqs (approval request) a right downwind for aircraft Y; and I approve the request since I had just coordinated a departure rolling off of runway 17 and he is aware of that departure climbing to 040 via the SOP. I then re-coordinate asking the radar controller if he would like me to put the departure on a heading (240). I am told that he will not put aircraft Y in front of my departure. Aircraft X is in the takeoff roll and I notice on the d-brite (tower radar device) that aircraft Y is in a westbound turn now for the downwind. As soon as aircraft X was airborne I called that traffic (aircraft Y) and he reported the aircraft in sight. I then told aircraft X to maintain visual separation from aircraft Y and climb maintain 040 and contact departure; aircraft X read-back the clearance. After the event I learned that aircraft Y also had aircraft X in sight. But both aircraft responded to a TCAS RA (resolution advisory).more precise communication between local and radar could have been used. Also once I saw the situation developing more I could have verified previous coordination with radar.

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Original NASA ASRS Text

Title: Grand Rapids Tower Controller reported a loss of separation due to poor coordination.

Narrative: Working Local Control position on an 8R/17 configuration. Arrival from the southeast Aircraft Y is direct the field descending to 050 on a northwest heading inbound for the visual to 8R. Aircraft X is taxiing for takeoff on Runway 17 first fix PMM which is a southwestern heading. I call down and coordinate with the Radar Controller asking if he would like me to put Aircraft X straight out (runway heading) or turn him right direct PMM which is outside of my departure gate; he tells me to leave him straight out. I clear Aircraft X for takeoff Runway 17 climbing to 040. About 30 seconds later the Radar Controller APREQs (Approval Request) a right downwind for Aircraft Y; and I approve the request since I had just coordinated a departure rolling off of Runway 17 and he is aware of that departure climbing to 040 via the SOP. I then re-coordinate asking the Radar Controller if he would like me to put the departure on a heading (240). I am told that he will not put Aircraft Y in front of my departure. Aircraft X is in the takeoff roll and I notice on the D-BRITE (Tower radar device) that Aircraft Y is in a westbound turn now for the downwind. As soon as Aircraft X was airborne I called that traffic (Aircraft Y) and he reported the aircraft in sight. I then told Aircraft X to maintain visual separation from Aircraft Y and climb maintain 040 and contact Departure; Aircraft X read-back the clearance. After the event I learned that Aircraft Y also had Aircraft X in sight. But both aircraft responded to a TCAS RA (Resolution Advisory).More precise communication between local and radar could have been used. Also once I saw the situation developing more I could have verified previous coordination with radar.

Data retrieved from NASA's ASRS site 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.