Date: 201602
Local time of day: 1801-2400
Location: ONT.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ONT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Communication Breakdown; Distraction
Second reporter function: Departure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Local controller was working 6 aircraft at the time of the incident. He had 3 aircraft on final; a traffic watch aircraft transitioning eastbound in close proximity to the final; a Helicopter operating in close proximity to the final; plus the incident aircraft on takeoff roll with a flow time to ZZZ. At rotation; departure control called to issue an altitude restriction of 3;000 ft to the departing Aircraft X. As CIC I heard this altitude cap. The Local controller then issued traffic to the traffic watch aircraft; which was the Helicopter maneuvering at his 12 o clock and close proximity. The pilot of the traffic watch asked for the air to air freq for the Rialto Practice area. As CIC; I thought the pilot was going to turn north and fly into that area; seeing that the pilot was familiar with the area and might just want a reminder of the freq. I gave the Local controller the frequency (123.5) and ensured that the converging traffic was issued and each aircraft was aware of the other. The helicopter responded with another air to air freq he assumed the traffic watch wanted to reach him on. Even though I then glanced back at the RACD (Remote All Color Display); I did not see the potential conflict with Aircraft X and Aircraft Y being worked by departure control about 6 miles south of ONT. Aircraft X was already airborne and in his left turn on the PRDO8 Departure. Both the Local Controller and I; distracted by the previously mentioned traffic calls and pilot questions; forgot to issue the 3000 foot restriction. I might add that the controller did note the restriction and wrote it on the strip. He just forgot to verbally issue it. As CIC I need to pay better attention to the overall situation and not get tunnel vision. Techniques must be developed to serve as memory devices so controllers do not forget to issue these critical instructions. Often times we (at the tower) receive these restrictions when the aircraft is already airborne or rotating. It would be beneficial to issue these critical instructions when the actual release is issued by departure control so that high tasking and other distractors of working traffic become a factor. Issuing these restrictions prior to takeoff role is ideal.


Second narrative: Aircraft X was released for departure off of ONT airport. I called ONT airport and told them to stop Aircraft X at 3;000. Aircraft Y was in level flight at 4;000 on a vector Northeast bound. Aircraft X departed and checked in as someone else was also calling up on frequency so I could not hear what altitude he was climbing too. I issued traffic to both aircraft. Aircraft X I was told read back that they were climbing out of 3;000 at that point. I missed the read back. When I looked back I saw Aircraft X still climbing and tried to verify that he was at 3;000. When I tried to verify Aircraft X said they were responding to a TCAS RA. Aircraft X descended for the RA. After the traffic passed I told Aircraft X to climb and maintain 7;000 when able. Aircraft Y had said they had Aircraft X in sight when I first issued traffic however; I did not tell them to maintain visual separation because I thought the Aircraft X was stopping at 3;000. I would recommend better procedures for when two positions are combined to have all surrounding facilities and sectors put every aircraft on one single frequency. When working aircraft that are on two different frequencies the aircraft step on and talk over each other a lot which leads to missed check ins and read backs.


Synopsis: SCT Controller; Two ONT Tower Controllers; and pilot reported of a situation.  SCT called ONT Tower to tell them to have departing aircraft maintain 3;000. Tower acknowledged altitude; but due to traffic situations did not issue to pilot. Pilot checks on departure frequency and his check in is not completely heard by ATC. Departing aircraft is in close proximity to cruising aircraft and a loss of separation occurs.