Narrative:

Training on r-side; not very complicated traffic or high volume but as a new trainee with less than a month of radar experience I was a little behind and trainer was pushing me to get caught up. A widebody was an international arrival headed to phl. I evaluated spacing with another phl international arrival and flashed both aircraft to sector 39. After R-39 accepted both handoffs; trainer instructed that as aircraft were on similar but different routes; one had dny SLATT4; aircraft X had dny lvz SPUDS2 (these may be reversed; see recommendations). Therefore I was not helping sector 39 with spacing and needed to get the aircraft on the same route. D-side coordinated route changes post handoff. I issued 'direct dny' to the first aircraft. I then issued 'direct dny join the SLATT4 arrival' to aircraft X. Aircraft X read back 'direct dny'. Read back was missed by all three controllers plugged in at the time. Both aircraft were switched to sector 39 frequency.the error was caught by dny sector 24 when issuing descent clearance to aircraft X. Aircraft X reported he did not have the crossing fix on his route. Dny informed supervisory personnel and additionally indicated they have had issues with this aircraft's ATC route not matching the route the pilots have the previous two days. Supervisory personnel informed me at end of work shift. Today the same flight flew through my airspace. I asked the aircraft his route and it was not the same as filed. He had dny; a fix; lvz; then the arrival. I issued dny then the arrival. This makes four days in a row the aircraft's route has not matched the route in the edst.the readback/hearback issue here is very simple. It's the controller's responsibility to obtain and listen to the readback and catch any errors. An additional issue identified by this event is this specific flight being on a different route from that which ATC indicates. Complicating this is both the SPUDS2 and SLATT4 arrivals are extremely similar in both route and fixes. It appears the only difference is the equipment requirements for the aircraft. Further investigation is warranted for this second point to determine where the route is getting messed up.

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Original NASA ASRS Text

Title: Reporter describes issue with flight plan pilot has as not being the same as ATC flight plan. Problem reported has been an issue for the last 4 days for this particular flight.

Narrative: Training on R-side; not very complicated traffic or high volume but as a new trainee with less than a month of radar experience I was a little behind and trainer was pushing me to get caught up. A widebody was an international arrival headed to PHL. I evaluated spacing with another PHL international arrival and flashed both aircraft to Sector 39. After R-39 accepted both handoffs; trainer instructed that as aircraft were on similar but different routes; one had DNY SLATT4; Aircraft X had DNY LVZ SPUDS2 (these may be reversed; see recommendations). Therefore I was not helping Sector 39 with spacing and needed to get the aircraft on the same route. D-side coordinated route changes post handoff. I issued 'Direct DNY' to the first aircraft. I then issued 'Direct DNY join the SLATT4 arrival' to Aircraft X. Aircraft X read back 'Direct DNY'. Read back was missed by all three controllers plugged in at the time. Both aircraft were switched to Sector 39 frequency.The error was caught by DNY Sector 24 when issuing descent clearance to Aircraft X. Aircraft X reported he did not have the crossing fix on his route. DNY informed supervisory personnel and additionally indicated they have had issues with this aircraft's ATC route not matching the route the pilots have the previous two days. Supervisory personnel informed me at end of work shift. Today the same flight flew through my airspace. I asked the aircraft his route and it was not the same as filed. He had DNY; a fix; LVZ; then the arrival. I issued DNY then the arrival. This makes four days in a row the aircraft's route has not matched the route in the EDST.The readback/hearback issue here is very simple. It's the controller's responsibility to obtain and listen to the readback and catch any errors. An additional issue identified by this event is this specific flight being on a different route from that which ATC indicates. Complicating this is both the SPUDS2 and SLATT4 arrivals are extremely similar in both route and fixes. It appears the only difference is the equipment requirements for the aircraft. Further investigation is warranted for this second point to determine where the route is getting messed up.

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.