Narrative:

[I was] working lga final vector position; IFR weather. Lga was landing ILS 4 most of the night and the localizer had gone out of service. Lga switched to land ILS 13; paymi is the IAF for the ILS which is located approximately 0.5 east of teb airport. Teb was departing runway 6 with an initial altitude of 2;000 ft. Traffic on base leg to runway 13 and teb departures converge head on until either the lga arrival joins locd or teb departure is turned. A CRJ7 was on a 220 heading level 3;000 ft sequenced in for lga. I observed a target depart teb and issued the traffic to the CRJ7. I then tended to other aircraft on my frequency. My scan took me back to CRJ7 and I noticed that the target had climbed through 2;000 ft and was now approaching 2;400 ft. A traffic alert was issued to CRJ7 with an immediate turn and climb away from the target. I may have had an airspace deviation in the midst of it but it was the safer option as no other aircraft were present. As CRJ7 climbed the other aircraft descended and I advised CRJ7 traffic no factor and turned him back towards the localizer. I believe; absent any TCAS/RA without my intervention; these two airplanes would have hit. The airspace complexity that exists in the new york TRACON is hard to explain to someone who does not work here. It is my recommendation that when lga is landing ILS runway 13; that teb airport always be shut down to IFR traffic regardless of their runway configuration. An unnecessary risk is being posed on to the flying public to keep the users happy. Having a departing airplane level at 2;000 needing to climb head on with an arrival aircraft level at 3;000 that needs to descend is a recipe for disaster.

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Original NASA ASRS Text

Title: N90 Controller described a probable airspace incursion when turning an aircraft to avoid a potential conflict; the reporter noting the procedures involving these types of operation need to be changed.

Narrative: [I was] working LGA final vector position; IFR weather. LGA was landing ILS 4 most of the night and the localizer had gone out of service. LGA switched to land ILS 13; PAYMI is the IAF for the ILS which is located approximately 0.5 East of TEB Airport. TEB was departing Runway 6 with an initial altitude of 2;000 FT. Traffic on base leg to Runway 13 and TEB departures converge head on until either the LGA arrival joins LOCD or TEB departure is turned. A CRJ7 was on a 220 heading level 3;000 FT sequenced in for LGA. I observed a target depart TEB and issued the traffic to the CRJ7. I then tended to other aircraft on my frequency. My scan took me back to CRJ7 and I noticed that the target had climbed through 2;000 FT and was now approaching 2;400 FT. A traffic alert was issued to CRJ7 with an immediate turn and climb away from the target. I may have had an airspace deviation in the midst of it but it was the safer option as no other aircraft were present. As CRJ7 climbed the other aircraft descended and I advised CRJ7 traffic no factor and turned him back towards the localizer. I believe; absent any TCAS/RA without my intervention; these two airplanes would have hit. The airspace complexity that exists in the New York TRACON is hard to explain to someone who does not work here. It is my recommendation that when LGA is landing ILS Runway 13; that TEB airport always be shut down to IFR traffic regardless of their runway configuration. An unnecessary risk is being posed on to the flying public to keep the users happy. Having a departing airplane level at 2;000 needing to climb head on with an arrival aircraft level at 3;000 that needs to descend is a recipe for disaster.

Data retrieved from NASA's ASRS site as of July 2013 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.