Narrative:

I was receiving OJT (on job training) on the south side combined (isp; CCC; beads hi; beads lo; beads hand off; coordinator). The weather was IFR. Aircraft X was on an IFR flight plan eastbound level at 3000 ft direct bigga wp vectored for the RNAV runway 28 approach at hto. Aircraft Y was also on an IFR flight plan inbound for fok from the northeast. Aircraft Y was asked if he had the current fok weather and to state intentions. Aircraft Y stated they had the current weather and wanted the ILS runway 24. I advised aircraft Y that runway 24 has been NOTAM closed for over a month and asked again to say intentions. Aircraft Y was also advised that tower was reporting ceiling was ovc 003 and again asked to say intentions. Aircraft Y said that they need some time to figure out what they want to do. After some time aircraft Y came on frequency and requested the RNAV runway 24 circle to land runway 19. I coordinated with fok tower and vectored aircraft Y for the approach as requested. Once aircraft Y was cleared and established on the final approach course I terminated radar service and instructed aircraft Y to contact fok on the appropriate frequency. After a few minutes I began to feel that something was not right at which point I looked in the ids 4 at the missed approach for the fok RNAV runway 24 and realized the miss climbs to 2600 southwest bound direct zatbo wp to hold. The IFR aircraft X was in the area of zatbo wp eastbound level at 3000 ft as previously stated. I realized the altitude of the fok RNAV runway 24 missed approach (2600) was a conflict. At that moment I observed aircraft Y in a climb out from fok. I instructed the aircraft X to turn right heading 150 no delay to which he responded to. Next transmission was for the aircraft X to climb and maintain 4000 no delay. I did not get a reply this time. Fok tower informed me that aircraft Y was on the go. Once aircraft Y checked on he was already out of 2200 and instructed to descend to 2000 no delay and to identify. After aircraft Y was radar identified he was given a right turn heading 360. Aircraft X was instructed to climb and maintain 4000 again to which he complied. Separation was reestablished and all parties involved continued on there ways. Recommendation; I will be refreshing my knowledge of the missed approach charts for the airports in my sector to ensure this will not happen again.

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Original NASA ASRS Text

Title: N90 Controller receiving OJT on combined positions described a loss of separation event when FOK RNAV Runway 24 approach traffic executed a missed procedure; conflicting with an enroute IFR SR22; both student and instructor failed to noted the missed approach altitude resulting in the mishap.

Narrative: I was receiving OJT (on job training) on the South Side combined (ISP; CCC; BEADS HI; BEADS LO; BEADS HAND OFF; COORDINATOR). The weather was IFR. Aircraft X was on an IFR flight plan eastbound level at 3000 FT direct BIGGA WP vectored for the RNAV Runway 28 approach at HTO. Aircraft Y was also on an IFR flight plan inbound for FOK from the northeast. Aircraft Y was asked if he had the current FOK weather and to state intentions. Aircraft Y stated they had the current weather and wanted the ILS Runway 24. I advised Aircraft Y that Runway 24 has been NOTAM closed for over a month and asked again to say intentions. Aircraft Y was also advised that Tower was reporting ceiling was OVC 003 and again asked to say intentions. Aircraft Y said that they need some time to figure out what they want to do. After some time Aircraft Y came on frequency and requested the RNAV Runway 24 circle to land Runway 19. I coordinated with FOK Tower and vectored Aircraft Y for the approach as requested. Once Aircraft Y was cleared and established on the final approach course I terminated RADAR service and instructed Aircraft Y to contact FOK on the appropriate frequency. After a few minutes I began to feel that something was not right at which point I looked in the IDS 4 at the missed approach for the FOK RNAV Runway 24 and realized the miss climbs to 2600 southwest bound direct ZATBO WP to hold. The IFR Aircraft X was in the area of ZATBO WP eastbound level at 3000 FT as previously stated. I realized the altitude of the FOK RNAV Runway 24 missed approach (2600) was a conflict. At that moment I observed Aircraft Y in a climb out from FOK. I instructed the Aircraft X to turn right heading 150 no delay to which he responded to. Next transmission was for the Aircraft X to climb and maintain 4000 no delay. I did not get a reply this time. FOK Tower informed me that Aircraft Y was on the go. Once Aircraft Y checked on he was already out of 2200 and instructed to descend to 2000 no delay and to identify. After Aircraft Y was RADAR identified he was given a right turn heading 360. Aircraft X was instructed to climb and maintain 4000 again to which he complied. Separation was reestablished and all parties involved continued on there ways. Recommendation; I will be refreshing my knowledge of the missed approach charts for the airports in my sector to ensure this will not happen again.

Data retrieved from NASA's ASRS site as of April 2012 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.