Narrative:

Hpn sound visual runway 34/29. Lga ILS22 department 13. Teb ILS19. Aircraft X lga arrival on the route which joins with the ILS 22 localizer descending out of 8;000 feet to 4;000 feet. Aircraft Y VFR landing teb descending out of 6500 feet cleared into the ny bravo at 3;500 feet. VFR departure off hpn observed at 2;000 feet eastbound. Aircraft Y is now at 3;500 feet direct hpn then VFR entry point aircraft X is descending for 4;000 foot traffic with aircraft Y called; targets are likely to merge. The VFR not talking to us at this time is at 3;000 feet traffic is called to aircraft Y who advises traffic in sight and is climbing no factor. Traffic then called to aircraft X leaving 5;500 feet; aircraft X called the traffic in sight and was told to maintain visual. Aircraft X descended a bit more before responding to what is assumed to be an RA and was observed climbing back to 5;500 feet. The VFR calls for flight following now known as aircraft Z. Aircraft Z climbed through both aircraft Y and aircraft X. When asked about it he said he wasn't issued any stop in climb from the tower and he advised he had traffic in sight when he climbed through their altitudes. All 3 targets merged. I consider this a near midair. I suggest class D be changed to a class C and VFR departures be kept low clear of IFR arrival traffic which is known to be at 3;000 feet and 4;000 feet for hpn and lga about 5 miles east of hpn. This kind of situation happens very frequently with the current airspace/procedure and it is a matter of time before an accident occurs because of lack of control in this area with VFR flights.

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Original NASA ASRS Text

Title: Aircraft route inbound to TEB conflicts with approach course to LGA. These aircraft are procedurally separated. A VFR aircraft departed HPN along these routes and climbed VFR through two other aircraft. The VFR aircraft complied with all procedures. The reporter feels HPN should have its airspace classification changed and procedures put in place to prevent this occurrence in the future.

Narrative: HPN SOUND VISUAL RWY 34/29. LGA ILS22 DEPT 13. TEB ILS19. Aircraft X LGA Arrival on the route which joins with the ILS 22 localizer descending out of 8;000 feet to 4;000 feet. Aircraft Y VFR landing TEB Descending out of 6500 feet Cleared into the NY BRAVO at 3;500 feet. VFR Departure off HPN observed at 2;000 feet eastbound. Aircraft Y is now at 3;500 feet direct HPN then VFR entry point Aircraft X is descending for 4;000 foot traffic with Aircraft Y called; targets are likely to merge. The VFR not talking to us at this time is at 3;000 feet traffic is called to Aircraft Y who advises traffic in sight and is climbing no factor. Traffic then called to Aircraft X leaving 5;500 feet; Aircraft X called the traffic in sight and was told to maintain visual. Aircraft X descended a bit more before responding to what is assumed to be an RA and was observed climbing back to 5;500 feet. The VFR calls for flight following now known as Aircraft Z. Aircraft Z climbed through both Aircraft Y and Aircraft X. When asked about it he said he wasn't issued any stop in climb from the tower and he advised he had traffic in sight when he climbed through their altitudes. ALL 3 TARGETS MERGED. I consider this a near midair. I suggest CLASS D be changed to a CLASS C and VFR departures be kept low clear of IFR arrival traffic which is known to be at 3;000 feet and 4;000 feet for HPN and LGA about 5 miles east of HPN. This kind of situation happens very frequently with the current Airspace/procedure and it is a matter of time before an accident occurs because of lack of control in this area with VFR flights.

Data retrieved from NASA's ASRS site 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.