Date: 201209
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Heavy Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: During this shift we had been changing landing configurations and subsequently changing operating positions. ORD had significant weather passing over the airport which was impacting our departures (departure fix stop; departure fix miles in trail; destination route SWAPs; etc.). I had been working South Local Control on Plan X (landing Runway's 4R and 10); I was getting wind reports of a tailwind on Runway 4R arrivals (wind 180 at 10 KTS) and departures were turning down Runway 32L. Management made the decision to change the landing configuration to Plan B (landing Runway's 14R and 22R; departing Runway's 28; 22L and 14L). I had set up my present position to work Runway 22L; but then the Supervisor told me I'd be getting the Runway 28 departures and the Runway 14R arrivals. I immediately noticed my D-Brite settings had changed and I could not see the Runway 14R arrivals; as it turned out my position was slaved to the Third Local Controller; instead of continuing to work at this position during the configuration change I decided to move to a location where I could have a better view of my landing runway; Runway 14R (position 008). I had relocated to position 008 from position 012; and I was actively maneuvering aircraft and calling a sequence for departures which included crossing my departure runway numerous times and also re-taxiing aircraft to Runway 22L for departure while I was looking over my shoulder at Runway 14R and working my arrivals. I had already cleared Air Carrier X (MD80) to land when Air Carrier Y (Heavy) reported over the final approach fix for Runway 14R; I saw that Air Carrier Y was faster than Air Carrier X and I had asked Air Carrier Y to slow to final approach speed and that traffic was an MD80 on a 1.5 mile final. I was coordinating departure fixes with Third Local Control and I had shipped one departure to Departure Control with a subsequent departure waiting on Runway 28. I could clearly see both aircraft lined up for Runway 14R as Air Carrier X was landing; I still felt I could prevent a go-around scenario. I had cleared my Runway 28 aircraft for departure; then I immediately went back to Air Carrier X during his roll out and asked the pilot if he was able to make the high speed turn off and continue on the adjacent taxiway; I told Air Carrier X that traffic was 'very short final.' Air Carrier X responded that he could make the turn off at the high speed taxiway; I then informed the arrival Air Carrier Y that the MD80 is clearing up field and reiterated that he was cleared to land. The Supervisor asked if I was going around; and I responded that Air Carrier X said he could clear the runway. At this point it appeared that Air Carrier X had slowed more than expected and that the MD80 was not completely clear of the runway when Air Carrier Y was still in the flare; at this point I felt it was unsafe to send Air Carrier Y Heavy around; had I done so it is in my best judgement that Air Carrier Y would've done a touch and go at best; or would've ignored my instructions altogether. The AMASS did not go into alarm. Recommendation; this may very well be my second report in three weeks; again I would ask that with the new ORD control tower cab equipment and position re-design that a recommendation be made to ORD Management to have a period of time set aside for FPL/CPC controllers to become familiar with the position relocation and redesign. After being relieved from position I was truly exhausted; I had discussed the situation with the Front Line Manager and stated I should not continue to work so hard to make the tight arrivals work; instead I should be sending the arrivals around when they first come on frequency like everyone else (new CPCs). I was told this is not what Management wants; however I should've attempted to send the Air Carrier Y around. It is this pressure to 'work things out' that puts controllers like myself in this 'short final' go-around scenario.




Synopsis: ORD Controller described an unsafe condition event when electing not to send an arrival around on very short final with departure traffic beginning a takeoff role.  Reporter referenced unfamiliarity with the new Tower equipment layout contributed to the occurrence.