Narrative:

I just relieved a controller from the local control center (T) position. As a heavy B767 crossed the threshold cleared to land; I instructed a B717 to 'line up and wait be ready to go' on runway 36C. As I gave the B717 those instructions; another air carrier was just inside of 4 NM final cleared to land runway 36C. I instructed the heavy B767 to exit the runway at taxiway E8 without delay; which he complied. As the heavy B767 was turning to exit the runway at the high speed taxiway E8; I quickly instructed the B717 to be ready for an immediate departure; which he acknowledged. When the heavy B767 safely exited the runway; I cleared the B717 for an immediate takeoff. The B717 was very slow on his departure roll. As the B717 started rolling down the runway; the arriving air carrier was closing in on final to runway 36C. As I realized the aircraft may be closing in on an unsafe proximity; I alerted the other controllers in the tower of my situation and that I may possibly have a go-around. When the arriving air carrier was short final; I keyed the frequency to instruct him to go-around; but said the wrong call sign in the go-around instructions. At that same time; the B717 was becoming airborne. About 2-3 seconds went by when I realized my mistake; and I keyed up the frequency again and gave the go-around instruction to the arriving air carrier. The arriving air carrier replied to the instruction by advising that it was too late for him to go-around and that he was landing the aircraft. When briefed it was determined that separation was lost and the aircraft involved were separated by an estimate of 4;500 ft. The only recommendation I have is for myself to use better judgment when determining an appropriate departure interval and not 'rushing' to clear departures for takeoff.

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Original NASA ASRS Text

Title: CLT Controller described a loss of separation event between an arrival and departure on Runway 36C; noting questionable spacing judgment and 'rushing' as factors that lead to the separation loss.

Narrative: I just relieved a controller from the Local Control Center (T) position. As a heavy B767 crossed the threshold cleared to land; I instructed a B717 to 'line up and wait be ready to go' on Runway 36C. As I gave the B717 those instructions; another Air Carrier was just inside of 4 NM final cleared to land Runway 36C. I instructed the heavy B767 to exit the runway at Taxiway E8 without delay; which he complied. As the heavy B767 was turning to exit the runway at the high speed Taxiway E8; I quickly instructed the B717 to be ready for an immediate departure; which he acknowledged. When the heavy B767 safely exited the runway; I cleared the B717 for an immediate takeoff. The B717 was very slow on his departure roll. As the B717 started rolling down the runway; the arriving Air Carrier was closing in on final to Runway 36C. As I realized the aircraft may be closing in on an unsafe proximity; I alerted the other controllers in the Tower of my situation and that I may possibly have a go-around. When the arriving Air Carrier was short final; I keyed the frequency to instruct him to go-around; but said the wrong call sign in the go-around instructions. At that same time; the B717 was becoming airborne. About 2-3 seconds went by when I realized my mistake; and I keyed up the frequency again and gave the go-around instruction to the arriving Air Carrier. The arriving Air Carrier replied to the instruction by advising that it was too late for him to go-around and that he was landing the aircraft. When briefed it was determined that separation was lost and the aircraft involved were separated by an estimate of 4;500 FT. The only recommendation I have is for myself to use better judgment when determining an appropriate departure interval and not 'rushing' to clear departures for takeoff.

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.