Small Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 22.3
Troubleshooting; Communication Breakdown; Workload; Time Pressure; Situational Awareness; Distraction; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance
Procedure; Human Factors; Airspace Structure
While working the Mugzy position; which is the satellite arrival position that handles all of the EWR north satellite airports; I was told by my supervisor that we were going to do a runway change.  At the time we were on a SW flow meaning that we were landing/departing on the following runways: EWR 22L& 22R  TEB 19/24  MMU 23  CDW 22.  At the time I thought that it was poor timing to do the runway change because I had several arrivals to TEB and much more coming in.  Not to mention that EWR was very busy and that spinning aircraft would be necessary.  As he was coordinating the runway change he told me who the last EWR arrival but failed to tell me who the last EWR departure was.  He then came over to me and asked me who the last SW arrival was for TEB. I told him I didn't know.  That it could be one of two aircraft or another aircraft that I had coming in.  He told me to make a certain aircraft the last SW arrival and to start taking the other aircraft to RWY 6/ NE flow.  So I told Aircraft Y as well as the other aircraft to expect RWY 6 at TEB to expect runway 6 at TEB.  I started vectoring my traffic to a NE flow configuration.  Airspace changes in our sector when we change runways and a big piece of departure airspace becomes Mugzy's to enable us to land at the 3 main satellite airports; TEB; MMU; CDW.  As I am watching departure airspace waiting for the supervisor to let me know when I can start coming in; I realize that it is going to be a while.  He has several EWR departures to go.  The  hand off person has coordinated headings at EWR to flush departures out and he is releasing his TEB departures as fast as he can.  During this time the METRO position is spinning TEB arrivals and both the North Arrival position and ARD positions are spinning EWR arrivals waiting for departure to clear airspace.  As I vector for a NE flow I take a hand off from ZNY that is going to MMU.  I tell Aircraft X to expect runway 5 at MMU and I call MMU tower to coordinate what approach we are going to use.  It takes MMU a little while to answer and then they coordinate the RNAV/GPS RWY 5 will be in use but he was waiting for ATIS to make the change.  At this time I asked the supervisor where the last EWR departure was and he said that he was airborne. I looked over and saw that departure still had too many aircraft for me to come into the airspace that would become mine after completion of runway change.  I was unable to bring Aircraft Y into a base leg because of all the departures and had to keep him on a downwind.  Aircraft X advised he had MMU in sight and I cleared him for a visual to runway 5 and handed him off to MMU tower.  I switched Aircraft X to MMU and expected him to descend and land runway 5.  What I wasn't told or had been aware of was that MMU had a runway 23 departure released.  They in turn called me on land line and said they had to take Aircraft X to runway 23 because of traffic. I thought they would tell Aircraft X to enter the traffic pattern and enter for a right downwind for 23 but instead they turned or let Aircraft X go wide as well as keeping him at 3000 which caused him to have a separation loss with Aircraft Y who was still on a downwind to TEB at 3000.  As CA alert went off; I turned and issued traffic to Aircraft Y.  Aircraft Y said he had aircraft in sight and I told him to maintain visual separation but by then separation was lost.  I later called MMU tower to see if the had visual with Aircraft Y or if Aircraft X had Aircraft Y in sight.  They said 'NO'. After getting off position I advised the supervisor that there may have been a loss of separation between two aircraft and that he or someone needed to take a look at it.  They did investigate the incident and later advised me that there had been a loss of separation.1. As sequencer / coordinator / supervisor there has to be more specific communication with the arrival positions on who and how many more aircraft are released from ALL airports not just TEB and EWR during a runway change.2. Once a runway change had been declared; MMU and CDW departures should be taken to new runway. 3. Once a runway change has been declared;  all arrivals should put into a hold outside of our airspace.  There is no reason why the sector should keep taking hand offs; spinning aircraft all around; waiting for departure to finish with his/her departures and airspace.4. When MMU has to circle or change an aircrafts runway; there should be a specific action that they are going to do.  For example: Enter the traffic pattern at 2000 on a left/right downwind so that everyone knows what to expect.
N90 controller describes a runway change that affects numerous airports.  The change is made but communication between ATC is not good and a loss of separation occurs.