Jfk local controllers and air carrier flight crew reported an airborne conflict which was attributed...

Narrative:

Aircraft X was cleared for takeoff with aircraft Y on approximately 3.5 mile for runway 4L with a low ceiling. Aircraft Z was following aircraft Y less than the required 5 miles behind. As I wondered what N90 was going to do with aircraft Z; I observed aircraft Y speeding up. After I cleared aircraft X for takeoff I reached out for aircraft Y because he was not on my frequency. Aircraft Y ended up going around and speeding up talking to no one. I turned and stopped the climb of aircraft X to try and get out of the way of aircraft Y. They ended up 700 feet apart vertically and less than 1.5 miles laterally.the transfer of control point needs to be followed. The practice of 'frequency separation' needs to be addressed. N90 routinely will hold on to communication of aircraft that do not have wake turbulence separation until the preceding heavy jet is no longer on the radar. The reasoning is because the heavy jet has landed and if the atpa (automated traffic proximity alert) is no longer displayed then the separation error no longer exists and the tower can't send the aircraft around. It is used to circumnavigate the atpa and wake turbulence separation along with avoiding re-sequencing and/or a missed approach due to wake turbulence.runway 4L needs a standard instrument departure procedure. Every 4L departure at jfk receives an amended departure procedure that changes the SID completely. The only thing that remains unchanged on the JFK5 departure procedure is the departure frequency. Every departure is instructed to maintain runway heading until jfk 1.5 DME then turn right heading 100. This procedure is to protect for the possible 4R missed approach. The amendment is confusing to pilots and vague at best. It also does not ensure where the departure will be when they turn; i.e. Rate of turn; altitude of turn; climb rate; etc.runway 4L published missed approach needs to be amended. Aircraft Y flew the beginning of the published missed approach; which will conflict with the possible 4R missed approach. Being that the SID and the published missed approach and the possible missed approach off runway 4R all converge; it is only a matter of time before they do.

Original NASA ASRS Text

Title: JFK Local Controllers and air carrier flight crew reported an airborne conflict which was attributed to the Approach Control being behind and not doing what was expected.

Narrative: Aircraft X was cleared for takeoff with Aircraft Y on approximately 3.5 mile for Runway 4L with a low ceiling. Aircraft Z was following Aircraft Y less than the required 5 miles behind. As I wondered what N90 was going to do with Aircraft Z; I observed Aircraft Y speeding up. After I cleared Aircraft X for takeoff I reached out for Aircraft Y because he was not on my frequency. Aircraft Y ended up going around and speeding up talking to no one. I turned and stopped the climb of Aircraft X to try and get out of the way of Aircraft Y. They ended up 700 feet apart vertically and less than 1.5 miles laterally.The transfer of control point needs to be followed. The practice of 'frequency separation' needs to be addressed. N90 routinely will hold on to communication of aircraft that do not have wake turbulence separation until the preceding heavy jet is no longer on the radar. The reasoning is because the heavy jet has landed and if the ATPA (Automated Traffic Proximity Alert) is no longer displayed then the separation error no longer exists and the Tower can't send the aircraft around. It is used to circumnavigate the ATPA and wake turbulence separation along with avoiding re-sequencing and/or a missed approach due to wake turbulence.Runway 4L needs a Standard Instrument Departure procedure. Every 4L departure at JFK receives an amended departure procedure that changes the SID completely. The only thing that remains unchanged on the JFK5 departure procedure is the departure frequency. Every departure is instructed to maintain runway heading until JFK 1.5 DME then turn right heading 100. This procedure is to protect for the possible 4R missed approach. The amendment is confusing to pilots and vague at best. It also does not ensure where the departure will be when they turn; i.e. rate of turn; altitude of turn; climb rate; etc.Runway 4L published missed approach needs to be amended. Aircraft Y flew the beginning of the published missed approach; which will conflict with the possible 4R missed approach. Being that the SID and the published missed approach and the possible missed approach off Runway 4R all converge; it is only a matter of time before they do.

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.

Attributes
ACN	1624788
Time
Date	201903
Local Time Of Day	0001-0600
Place
Locale Reference	JFK.Tower
State Reference	NY
Environment
Flight Conditions	IMC
Aircraft 1
Make Model Name	Medium Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Route In Use	Vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Widebody Transport
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Flight Plan	IFR
Person 1
Function	Local
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 1.5
Person 2
Function	Local
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 9
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Published Material / Policy Deviation - Speed All Types
Miss Distance	Horizontal 7900 Vertical 700

Jfk local controllers and air carrier flight crew reported an airborne conflict which was attributed to the approach control being behind and not doing what was expected.