Narrative:

Ewr landing ILS 4R; departing 4L. An E145 was departing runway 4L; a B757 was landing runway 4R. The B757 executed a missed approach; go around on his own due to wind shear. Low level wind shear advisories were in effect; and on the ATIS. The B757 was issued the PIREP of gain and loss of 10 KTS on final by all types. Both the departure and the go around were mid field next to each other. I issued a right turn to 060 for B757; climb and maintain 2;000. I issued runway heading (040) to the E145; climb and maintain 2;000 and issued the go around traffic. The E145 advised he had the go around B757 in sight; I gave caution wake turbulence and maintain visual separation advisory to the E145. I then told the E145 to climb to 3;000 to get above the wake turbulence of the B757 (our ewr 8 departure off 4L final altitude is 3;000); and also to get above the teb ILS runway 6 traffic I observed at 2;000. The cab coordinator was in contact with N90 (new york TRACON) coordinating the go around and departure altitude information. I switched both aircraft to N90 departure. I continued to work local without knowing of any loss of separation. Later in the shift I was advised by my satcs that N90 confirmed a loss of separation between E145 and a teb ILS runway 6 arrival. Teb arrivals for ILS runway 6 are normally at 2;000; but this aircraft was at 3;000 for some reason. All the other aircraft on the teb ILS runway 6 were at 2;000. I am not sure if the teb arrival did not descend; or why N90 did not break this aircraft out to the west to avoid ewr's traffic. All I have been told is there was a loss of separation. I have not been told who is at fault; so I wanted to file this report. The airspace to ewr's north is very limited. Teb ILS is just a few miles to our west. Teb's airspace begins only 5 miles to our north. Lga airspace is also just 5 miles to the east. I did not want to turn the E145 towards the B757 off his right side reference wake turbulence; and thought the safest move was the action I took. I had no control over N90's traffic into teb. There actions; I feel; lead to this loss of separation after ewr had coordinated the go around and departure information. We had several go arounds due to wind sheer this day and several other controller actions were identical to mine i.e. The departure on 040 heading to 3;000; and the go around on a 060 heading to 2;000 without any problems from N90.

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Original NASA ASRS Text

Title: EWR Local Controller described an apparent loss of separation event involving an EWR E145 departure and a TEB ILS Runway 6 arrival; the event also involved a EWR go around B757; both EWR aircraft coordinated with C90.

Narrative: EWR landing ILS 4R; departing 4L. An E145 was departing Runway 4L; a B757 was landing Runway 4R. The B757 executed a missed approach; go around on his own due to wind shear. Low Level Wind Shear advisories were in effect; and on the ATIS. The B757 was issued the PIREP of gain and loss of 10 KTS on final by all types. Both the departure and the go around were mid field next to each other. I issued a right turn to 060 for B757; climb and maintain 2;000. I issued Runway Heading (040) to the E145; climb and maintain 2;000 and issued the go around traffic. The E145 advised he had the go around B757 in sight; I gave caution wake turbulence and maintain visual separation advisory to the E145. I then told the E145 to climb to 3;000 to get above the wake turbulence of the B757 (our EWR 8 departure off 4L final altitude is 3;000); and also to get above the TEB ILS Runway 6 traffic I observed at 2;000. The Cab Coordinator was in contact with N90 (New York TRACON) coordinating the go around and departure altitude information. I switched both aircraft to N90 Departure. I continued to work Local without knowing of any loss of separation. Later in the shift I was advised by my SATCS that N90 confirmed a loss of separation between E145 and a TEB ILS Runway 6 arrival. TEB arrivals for ILS Runway 6 are normally at 2;000; but this aircraft was at 3;000 for some reason. All the other aircraft on the TEB ILS Runway 6 were at 2;000. I am not sure if the TEB arrival did not descend; or why N90 did not break this aircraft out to the west to avoid EWR's traffic. All I have been told is there was a loss of separation. I have not been told who is at fault; so I wanted to file this report. The airspace to EWR's North is very limited. TEB ILS is just a few miles to our west. TEB's airspace begins only 5 miles to our north. LGA airspace is also just 5 miles to the east. I did not want to turn the E145 towards the B757 off his right side reference wake turbulence; and thought the safest move was the action I took. I had no control over N90's traffic into TEB. There actions; I feel; lead to this loss of separation after EWR had coordinated the go around and departure information. We had several go arounds due to wind sheer this day and several other controller actions were identical to mine i.e. the departure on 040 heading to 3;000; and the go around on a 060 heading to 2;000 without any problems from N90.

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.