Narrative:

Ground control had an lax departure with a flow time of 12 mins after the hour, air carrier X. Ground control wanted to coordinate a runway crossing at taxiway C to get him #1 to the runway to meet the flow via taxiway C and taxiway west. At the time, the local controller put a DC10 in position and hold, air carrier Y. The next arrival was 6 mi final approximately 170 KTS ground speed, air carrier Z. There were no other arrs at this time. I told ground control to bring air carrier X to intersection C for departure, that we could get him out from there. My plan was to depart air carrier Y and by the time air carrier Z landed and exited the runway, we would have 3 mins for wake turbulence and meet the lax flow time. I called saratoga sector at bay TRACON for a release on the air carrier X flight. As air carrier X was making the turn on taxiway C, local control cleared air carrier X for takeoff. I was completely surprised by this because the DC10 was still in position and the arrival was coming inside 5 mi final. The other concern was that air carrier X and air carrier Y were on the same SID and we are required to give bay 7 mi increasing to 10 mi with this set-up. I reminded local control that he had traffic in position. He then instructed air carrier X to depart without delay, except he called him air carrier xx. Air carrier X acknowledged. By the time air carrier X began departure roll, the arrival was on 2 mi final. Local controller told me to coordinate an early right turn with bay TRACON, which I did, and received. When air carrier X became airborne, the arrival was on 1 mi final 400 ft. Local controller issued a go around to air carrier Z from direct maintain 3000 ft. My next concern was that on this go around heading we did not have 2 mi increasing to 3 mi. Also, he made no attempt to get visual. I called bay and advised we had a go around. He asked if the departure was airborne. I said 'yes, would you like air carrier Z on a 270 degree heading?' he said 'no, turn the departure.' I told local to turn air carrier X to right heading 120 degrees vectors to ave. Local said he issued a frequency change. I didn't hear it, so I asked him to check. This was not done. 5 mi upwind, air carrier X asked for a frequency change. I told local controller to turn him right heading 120 degrees. Local controller issued frequency change. He then instructed air carrier Z to turn right 120 degrees. I called bay TRACON 'break for control' and advised him that the go around was issued right to 120 degrees. Bay TRACON said 'climb to 4000 ft.' I said 'wilco' and told local control. Local controller issued 4000 ft to air carrier Z and frequency changed. In the climbing turn, the conflict alert warning went off between air carrier Z and a PA28 north of the field. I did not notice the proximity of the PA28 until the warning went off.

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Original NASA ASRS Text

Title: IN AN ATTEMPT TO EXPEDITE TFC, LCL CTLR AT SJC ALLOWED AN ACR TO MAKE AN INTXN DEP WITH ANOTHER ACR IN POS AND AN ACR ON SHORT FINAL.

Narrative: GND CTL HAD AN LAX DEP WITH A FLOW TIME OF 12 MINS AFTER THE HR, ACR X. GND CTL WANTED TO COORDINATE A RWY XING AT TXWY C TO GET HIM #1 TO THE RWY TO MEET THE FLOW VIA TXWY C AND TXWY W. AT THE TIME, THE LCL CTLR PUT A DC10 IN POS AND HOLD, ACR Y. THE NEXT ARR WAS 6 MI FINAL APPROX 170 KTS GND SPD, ACR Z. THERE WERE NO OTHER ARRS AT THIS TIME. I TOLD GND CTL TO BRING ACR X TO INTXN C FOR DEP, THAT WE COULD GET HIM OUT FROM THERE. MY PLAN WAS TO DEPART ACR Y AND BY THE TIME ACR Z LANDED AND EXITED THE RWY, WE WOULD HAVE 3 MINS FOR WAKE TURB AND MEET THE LAX FLOW TIME. I CALLED SARATOGA SECTOR AT BAY TRACON FOR A RELEASE ON THE ACR X FLT. AS ACR X WAS MAKING THE TURN ON TXWY C, LCL CTL CLRED ACR X FOR TKOF. I WAS COMPLETELY SURPRISED BY THIS BECAUSE THE DC10 WAS STILL IN POS AND THE ARR WAS COMING INSIDE 5 MI FINAL. THE OTHER CONCERN WAS THAT ACR X AND ACR Y WERE ON THE SAME SID AND WE ARE REQUIRED TO GIVE BAY 7 MI INCREASING TO 10 MI WITH THIS SET-UP. I REMINDED LCL CTL THAT HE HAD TFC IN POS. HE THEN INSTRUCTED ACR X TO DEPART WITHOUT DELAY, EXCEPT HE CALLED HIM ACR XX. ACR X ACKNOWLEDGED. BY THE TIME ACR X BEGAN DEP ROLL, THE ARR WAS ON 2 MI FINAL. LCL CTLR TOLD ME TO COORDINATE AN EARLY R TURN WITH BAY TRACON, WHICH I DID, AND RECEIVED. WHEN ACR X BECAME AIRBORNE, THE ARR WAS ON 1 MI FINAL 400 FT. LCL CTLR ISSUED A GAR TO ACR Z FROM DIRECT MAINTAIN 3000 FT. MY NEXT CONCERN WAS THAT ON THIS GAR HDG WE DID NOT HAVE 2 MI INCREASING TO 3 MI. ALSO, HE MADE NO ATTEMPT TO GET VISUAL. I CALLED BAY AND ADVISED WE HAD A GAR. HE ASKED IF THE DEP WAS AIRBORNE. I SAID 'YES, WOULD YOU LIKE ACR Z ON A 270 DEG HDG?' HE SAID 'NO, TURN THE DEP.' I TOLD LCL TO TURN ACR X TO R HDG 120 DEGS VECTORS TO AVE. LCL SAID HE ISSUED A FREQ CHANGE. I DIDN'T HEAR IT, SO I ASKED HIM TO CHK. THIS WAS NOT DONE. 5 MI UPWIND, ACR X ASKED FOR A FREQ CHANGE. I TOLD LCL CTLR TO TURN HIM R HDG 120 DEGS. LCL CTLR ISSUED FREQ CHANGE. HE THEN INSTRUCTED ACR Z TO TURN R 120 DEGS. I CALLED BAY TRACON 'BREAK FOR CTL' AND ADVISED HIM THAT THE GAR WAS ISSUED R TO 120 DEGS. BAY TRACON SAID 'CLB TO 4000 FT.' I SAID 'WILCO' AND TOLD LCL CTL. LCL CTLR ISSUED 4000 FT TO ACR Z AND FREQ CHANGED. IN THE CLBING TURN, THE CONFLICT ALERT WARNING WENT OFF BTWN ACR Z AND A PA28 N OF THE FIELD. I DID NOT NOTICE THE PROX OF THE PA28 UNTIL THE WARNING WENT OFF.

Data retrieved from NASA's ASRS site as of July 2007 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.