- N90 New York Tracon
If you or someone has time one day would you mind just rewriting up a brief summary of the EWR-LGA thing? I know digging into deep technical aspects of things is not the reason for these forums I just see it referenced a lot and think it would be interesting to get a baseline understanding of.
There's quite a lot of intricacies that are unique to N90. I'm not going to cover them all. At the heart of it is that the EWR and LGA area have a few spots where they share airspace. Some are flow dependent, but one in particular (the "special use line") is constant. This particular one is of special importance, because there is no provisions on the 7110.65 to cover this. Basically the only place in the entire NAS (and the world) where you can "separate" aircraft by using course divergence from a boundary line and not the aircraft itself. This means that in theory the EWR departure controller can have an aircraft on the line climbing through the altitude of a LGA arrival that's also right on that line, as long as the EWR departure is 15 degrees or more diverging from the LINE. Only place you find this in writing is in the N90 SOP. The moment the EWR area goes to PHL, they're not covered by this SOP, which means that they would need a new LOA between N90 and PHL that puts that in writing, and thus putting that obscure workaround outside of N90 for the first time ever.
They have no idea or plan to even work on how to address this. I'm retired, so no longer in there to care, but I'm willing to bet that management simply intends to carry over that N90 SOP and pretend that they're not violating any rules, while hope and pray that the press doesn't catch a wind of this.
Other issues like the LGA ILS 13 shuts down TEB will be interesting to watch how they handle once the areas are split. This airspace is fucked up in more ways than one, and the true ramifications of the move will have a severe impact on the operation, and the users.