N90 controller described a loss of wake separation event involving two arrivals to ewr. The TRACON a...

Narrative:

A B767 was on approach to ewr on the ILS 22L. The following air carrier is the one that actually lost separation with the B767. A non heavy air carrier was about 6 to 6 1/2 miles in trail of the B767. Winds were strong and both aircraft were already back to 180kts. The B767 was on the tower frequency and the following aircraft was switched to the tower at 11 to 12 miles from the runway. The B767 slowed more than most other aircraft at the time. The second jet never checked in with ewr tower until 5 mile final. This means second air carrier was not talking to any facility for six miles and was closing in on the B767. As soon as second air carrier checked in with ewr tower; the controller issued the go around because separation had been lost. The ewr tower controller probably wasn't worried about not talking with the air carrier; thinking that the final controller was trying to make it work with speed control or establishing visual separation. The final controller thought that the air carrier was already talking to the tower and assumed that the tower controller was going to establish visual separation or reduce the speed of the air carrier. There was no way for the ewr tower controller to know that the air carrier had already been switched but they weren't talking to him for six miles and there was no way for the final controller to know that the tower still wasn't talking to the air carrier. Each controller thought the other was still in control of the air carrier. Six miles is way to long for that air carrier to be in frequency limbo. The pilot must bare some responsibility in this case. Recommendation; give us a way for the final controller to indicate to the tower; thru some form of automation; that the air carrier has been switched and should be talking to the tower. Additionally; the air carrier jet was always about 1;500 to 2;000 feet higher than the heavy jet but because of the old rules regarding and aircraft that have been cleared for an instrument approach behind a heavy; the 1;000 feet of vertical separation meant nothing. The rules regarding wake turbulence separation need to be revised.

Original NASA ASRS Text

Title: N90 Controller described a loss of wake separation event involving two arrivals to EWR. The TRACON and tower controllers each assumed the other controllers were taking action; resulting in a go-around instruction.

Narrative: A B767 was on approach to EWR on the ILS 22L. The following air carrier is the one that actually lost separation with the B767. A non heavy air carrier was about 6 to 6 1/2 miles in trail of the B767. Winds were strong and both aircraft were already back to 180kts. The B767 was on the Tower frequency and the following aircraft was switched to the Tower at 11 to 12 miles from the runway. The B767 slowed more than most other aircraft at the time. The second jet never checked in with EWR Tower until 5 mile final. This means second air carrier was not talking to any facility for six miles and was closing in on the B767. As soon as second air carrier checked in with EWR Tower; the controller issued the go around because separation had been lost. The EWR Tower Controller probably wasn't worried about not talking with the air carrier; thinking that the Final Controller was trying to make it work with speed control or establishing visual separation. The Final Controller thought that the air carrier was already talking to the Tower and assumed that the tower controller was going to establish visual separation or reduce the speed of the air carrier. There was no way for the EWR Tower Controller to know that the air carrier had already been switched but they weren't talking to him for six miles and there was no way for the Final Controller to know that the Tower still wasn't talking to the air carrier. Each controller thought the other was still in control of the air carrier. Six miles is way to long for that air carrier to be in frequency limbo. The pilot must bare some responsibility in this case. Recommendation; give us a way for the Final Controller to indicate to the Tower; thru some form of automation; that the air carrier has been switched and should be talking to the Tower. Additionally; the air carrier jet was always about 1;500 to 2;000 feet higher than the heavy jet but because of the old rules regarding and aircraft that have been cleared for an instrument approach behind a Heavy; the 1;000 feet of vertical separation meant nothing. The rules regarding wake turbulence separation need to be revised.

Data retrieved from NASA's ASRS site as of April 2012 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	893910
Time
Date	201006
Local Time Of Day	0001-0600
Place
Locale Reference	EWR.Airport
State Reference	NJ
Aircraft 1
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Other Instrument Approach
Flight Plan	IFR
Aircraft 2
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Flight Plan	IFR
Events
Anomaly	ATC Issue All Types Deviation - Procedural Published Material / Policy

N90 controller described a loss of wake separation event involving two arrivals to ewr. The TRACON and tower controllers each assumed the other controllers were taking action; resulting in a go-around instruction.