Narrative:

Aircraft Y was on the BOJID1 arrival; descending to 6;000. North departure splatted aircraft Z on my scope; [aircraft Z was] a departure who was climbing slowly. North departure never called for a point-out. I splatted aircraft Y on north departure's scope so he would be aware of the traffic. At this point; both aircraft are at 6;000; with the minimum separation tool showing the two aircraft projected to be less than a mile apart. North departure did not turn aircraft Z away from aircraft Y; so I turned aircraft Y 20 degrees left to create a little more separation from traffic that was not coordinated to be in my airspace. While I was preoccupied with the aircraft Y/ aircraft Z situation; I missed a traffic call to aircraft X who I had also descended to 6;000 for aircraft Z. I did not see the VFR traffic right in front of him until the conflict alert sounded. I then issued the traffic to aircraft X; and told him he could stop his descent. He reported the VFR traffic in sight. I turned aircraft Y back on course as aircraft Z was now 1;200 above him. Aircraft X then reported that he had had to climb back up to 7;000 for the traffic. I assume he received an RA and followed it rather than take the chance that the traffic he saw was not the one for which he was receiving an RA. There are several issues causing this; first; sloppy and incomplete coordination. This is quite common at phl. The north departure controller made little effort to avoid my traffic in my airspace and entered my airspace at the lowest altitude I own; climbing above my airspace. How am I to avoid his traffic when that occurs? Second; phl; unlike any other TRACON I know of; climbs departures out over arrivals. This forces the arrivals much lower than they should be; resulting in turbojets flying 40 + miles at 8;000 or even as low as 6;000 before they even start a base turn for the approach. This exposes them to much more VFR traffic; since quite a bit of this flying is done; as was the case for aircraft X; outside of the class B airspace. In addition; there is an enormous need for north departure to pay attention to the climb rates of departures; especially with the DH8 and A321 departures and in the summer; so that north departure can top north arrival's airspace. Last; perhaps the prop traffic should be handed off at low altitudes to the adjacent approach control facilities for climb to center altitudes outside of the phl airspace. That would have eliminated this issue.

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Original NASA ASRS Text

Title: PHL Controller described a conflict event when an adjacent sector failed to point out traffic; the reporter claiming failure to complete required coordination is common and operational procedures are inadequate.

Narrative: Aircraft Y was on the BOJID1 arrival; descending to 6;000. North Departure splatted Aircraft Z on my scope; [Aircraft Z was] a departure who was climbing slowly. North Departure never called for a point-out. I splatted Aircraft Y on North Departure's scope so he would be aware of the traffic. At this point; both aircraft are at 6;000; with the minimum separation tool showing the two aircraft projected to be less than a mile apart. North Departure did not turn Aircraft Z away from Aircraft Y; so I turned Aircraft Y 20 degrees left to create a little more separation from traffic that was not coordinated to be in my airspace. While I was preoccupied with the Aircraft Y/ Aircraft Z situation; I missed a traffic call to Aircraft X who I had also descended to 6;000 for Aircraft Z. I did not see the VFR traffic right in front of him until the conflict alert sounded. I then issued the traffic to Aircraft X; and told him he could stop his descent. He reported the VFR traffic in sight. I turned Aircraft Y back on course as Aircraft Z was now 1;200 above him. Aircraft X then reported that he had had to climb back up to 7;000 for the traffic. I assume he received an RA and followed it rather than take the chance that the traffic he saw was not the one for which he was receiving an RA. There are several issues causing this; first; sloppy and incomplete coordination. This is quite common at PHL. The North Departure Controller made little effort to avoid my traffic in my airspace and entered my airspace at the lowest altitude I own; climbing above my airspace. How am I to avoid his traffic when that occurs? Second; PHL; unlike any other TRACON I know of; climbs departures out over arrivals. This forces the arrivals much lower than they should be; resulting in turbojets flying 40 + miles at 8;000 or even as low as 6;000 before they even start a base turn for the approach. This exposes them to much more VFR traffic; since quite a bit of this flying is done; as was the case for Aircraft X; outside of the Class B airspace. In addition; there is an enormous need for North Departure to pay attention to the climb rates of departures; especially with the DH8 and A321 departures and in the summer; so that North Departure can top North Arrival's airspace. Last; perhaps the prop traffic should be handed off at low altitudes to the adjacent Approach Control facilities for climb to Center altitudes outside of the PHL airspace. That would have eliminated this issue.

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.