Narrative:

Aircraft X was being vectored for an ILS runway 6 approach at bdl and aircraft Y was receiving VFR advisories while conducting survey work. Aircraft X was left on the arrival route and descended to 4;000 feet because it was the lowest usable altitude due to multiple unknown VFR's indicating lower altitudes. The plan was to leave aircraft X on the route until they passed the unknown VFR's then descend below aircraft Y while there was still plenty of lateral separation. I had to turn aircraft X early to avoid an unknown VFR that started climbing. That turn created conflict with aircraft Y. Aircraft X was instructed to expedite descent to 2;500 feet to get below aircraft Y. Aircraft X was slow to descend so additional turns were given and aircraft Y was instructed to climb. Separation was maintained but it was an ugly operation. The event happened because uncontrolled VFR's are unpredictable and allowed too much freedom close to busy airports; aircraft Y was allowed to operate at an IFR altitude; and I made a poor decision to place aircraft X on the approach to runway 6 when an approach to runway 33 would have been easier. The class C airspace does not protect the airspace surrounding bradley airport enough. The final approach courses are vulnerable to uncontrolled VFR aircraft. Uncontrolled VFR aircraft can circumnavigate the class C airspace and legally cross the instrument approach final approach fixes at the same altitudes as the IFR airplanes about to land. I recommend the airspace around bdl be changed to class B to force VFR airplanes to be controlled by air traffic control and ensure the safety of IFR airplanes during their final and most volatile phase of flight.

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Original NASA ASRS Text

Title: A Yankee TRACON (Y90) controller describes an airborne conflict due to VFR aircraft being in the vicinity of the airport and the final approach course. Controller recommends changing the airspace from a Class Charlie to a Class Bravo to offer better protection from the VFR traffic.

Narrative: Aircraft X was being vectored for an ILS runway 6 approach at BDL and Aircraft Y was receiving VFR advisories while conducting survey work. Aircraft X was left on the arrival route and descended to 4;000 feet because it was the lowest usable altitude due to multiple unknown VFR's indicating lower altitudes. The plan was to leave Aircraft X on the route until they passed the unknown VFR's then descend below Aircraft Y while there was still plenty of lateral separation. I had to turn Aircraft X early to avoid an unknown VFR that started climbing. That turn created conflict with Aircraft Y. Aircraft X was instructed to expedite descent to 2;500 feet to get below Aircraft Y. Aircraft X was slow to descend so additional turns were given and Aircraft Y was instructed to climb. Separation was maintained but it was an ugly operation. The event happened because uncontrolled VFR's are unpredictable and allowed too much freedom close to busy airports; Aircraft Y was allowed to operate at an IFR altitude; and I made a poor decision to place Aircraft X on the approach to runway 6 when an approach to runway 33 would have been easier. The Class C airspace does not protect the airspace surrounding Bradley airport enough. The final approach courses are vulnerable to uncontrolled VFR aircraft. Uncontrolled VFR aircraft can circumnavigate the Class C airspace and legally cross the instrument approach final approach fixes at the same altitudes as the IFR airplanes about to land. I recommend the airspace around BDL be changed to Class B to force VFR airplanes to be controlled by air traffic control and ensure the safety of IFR airplanes during their final and most volatile phase of flight.

Data retrieved from NASA's ASRS site 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.