MD-80 Series (DC-9-80) Undifferentiated or Other Model
Air Traffic Control Fully Certified
Situational Awareness
ATC Issue All Types
General None Reported / Taken
ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
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.
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.