The DR-1 controller testified that when he coordinated with the AR-3 controller (handling PAA 212) the DR-1 controller advised the AR-3 controller that the DR-l "Might possibly have an aircraft that would be unable to cross the 157-degree (radial of JFK) at four thousand feet. He advised me that he had one still far away in the general direction of Dutch . . . but at this time (it was) no factor." The initial coordination between the AR-3 and DR-l controllers took place at approximately 1823, or shortly after the DR-1 controller turned EAL 663 to a 100-degree heading. Both controllers testified that at approximately 1823:24 further coordination and an exchange of altitude information was effected. However, a review of the transcription of recorded communication at the DR-l position revealed that this controller was engaged in almost continuous communication with EAL 663 and other aircraft during this time period.
In the public hearing the AR-3 controller, when asked why he had requested PAA 212 to report each 500-foot level, stated: "It was a form of preplanning . . . I noted that information in the event that I couldn't maintain radar separation between the two aircraft I would have immediate knowledge of the Pan American's altitude and with further coordination (with the DR-1, controller) . . . I could revert to standard nonradar separation."[1]
In support of his reliance on radar separation between the two aircraft the AR-3 controller stated: ". . . Eastern 663 was observed completing a right turn from an easterly heading approximately four miles ahead of and to the right of Pan American 212 (then on a heading of 20 degrees.)" According to his testimony, shortly thereafter he issued a new heading of 360 degrees for the Pan American aircraft, and to give him a better angle of intercept with the glidepath. ". . . to turn him toward the airport." He then instructed the flight to contact the AR-1 controller.
The Approach Control Sequencer of the Kennedy Tower received a radar handoff from the AR-3 controller on PAA 212, and passed it to the AR-l controller. He stated ". . . I assumed the departure (EAL 663) had reached 4,000 feet. He was in an area where he should have been maintaining a level of 4,000 or flying it at an rate, but in my mind the radar separation did still exist and would continue to exist."
- ↑ The minimum distance between aircraft required for radar, lateral or horizontal separation is three miles. The required distance between aircraft for vertical or nonradar separation is 1,000 feet.
(Continued from p.7)
Standard operating radar procedures are also established for: (1) Departure Control; (2) Departure traffic shall be vectored in accordance with the instruction contained in the facilities operation definition; (3) ... (4) ... (5) Departures off runway 31L/R shall be vectored so as to remain within the five mile range mark (of the JFK ASR-4 radar) until crossing the Kennedy VORTAC 157-degree radial unless prior coordination is effected.
* When takeoffs on 31L/R and approaches to the northwest were in use at JFK there are two specific flight restrictions applicable to aircraft destined for points south of New York via the Dutch 7-SID. They were: Cross the 157-degree radial of JFK VORTAC at 4,000 feet or higher and; remain on/or north of the JFK 141-degree radial until 3.5 miles east of the Deer Park 228-degree radial.
