Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 16
Situational Awareness; Human-Machine Interface; Confusion; Distraction
ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Procedure; Human Factors; Airspace Structure
I work at D21 TRACON. We implemented an entire new airspace under a program called Metroplex. Day one was yesterday. All these incidents are from yesterday. I wasn't given time to fill out reports yesterday. I did not write down call signs of the aircraft involved yesterday because there was no paper available. I've tried to look up the information on Falcon [replay system] but it's been difficult at this point to find the events I wanted to find.Yesterday morning; I worked the earliest arrival bank from the West Final (A) and was descending aircraft to three thousand [feet] and telling them they were leaving the Bravo airspace and when they'd re-enter it. It turned out I was violating West Satellite (Y) airspace without coordination. I didn't know Finals lost three thousand [feet] there until after looking at the airspace while I was working. The A Controller on north flow can no longer go to three thousand feet further away from the airport which forces the A Controller to not descended aircraft. This becomes problematic when more traffic shows up on both sides because A has to be at four thousand [feet] within three miles of the adjacent final who has aircraft at five thousand [feet]. There's simply not enough airspace to safely get those aircraft to the final at four thousand [feet]. You end up stacked at four; five; six; and seven thousand [feet]. You end up taking aircraft out of the Bravo at four [thousand feet] or descending to four [thousand feet] and stretched much further away from the airport. Also later that day; I cleared a [Carrier] aircraft for the ILS Runway 3R approach who was on a STAR from the south east that transitions to the final. I think it was close to [afternoon] local time but I'm not sure. The times in CEDAR [Comprehensive Data Analysis and Reporting] don't seem to match with the Falcon times (even with Zulu time). There was a loss of standard separation with an aircraft on the adjacent final because the [Carrier] aircraft kept descending on the approach when they should have stayed at five thousand [feet] until LIONZ. I was looking at airspace changes and looked up to see the [Carrier] aircraft descending out of four thousand five hundred [feet] less than three miles from traffic at four thousand [feet] on the adjacent final. I canceled the [Carrier] aircraft's clearance and climbed them up to five thousand [feet]. Once separation had been reestablished I cleared the [Carrier] aircraft for the approach. I believe Management had DTW Tower issue a Brasher Warning to the pilot after they landed. Also; there was a representative of [Carrier] in the TRACON talking to one of our TMU coordinators when this even happened and he was made aware of the event and pilot's call sign.North finals really need to have three thousand feet so they've got two altitudes to use further out. The way it's set up now; those aircraft will exit the Bravo laterally; or if you point out to Y; they'll descend out of the Bravo. The Bravo airspace should be extended further southwest at three thousand [feet] and three thousand [feet] should go to A. Also; procedures to keep aircraft from TOL Approach Control away from that airspace should be in effect when DTW is on a north flow.
D21 TRACON Controller reported an operational error due to not knowing airspace had changed with Metroplex program implementation.