Narrative:

I was working radar sector 9; and had received a handoff on aircraft X from radar sector 25. Aircraft X was a phl departure routed over stoen reefi EMI J48; climbing to FL230. I accepted the handoff as the aircraft was leaving about 15;000 and continued to climb the aircraft to FL280 on the route. When aircraft X was leaving FL180; flashing occurred with this aircraft and aircraft Y level at FL180; an aircraft landing dca. Both aircraft were approximately 6 miles apart and closing fast. The controller at 25 thought the departing aircraft X was on a different route and would not be a factor with each other; but he did not read the flight plan correctly before shipping the aircraft X to me. I called out to the controller at radar 25 (who was talking to aircraft Y) and said I would turn aircraft X; with whom I was in contact with; left behind the aircraft Y due to the fact that the aircraft X was slower and could prevent separation with that turn. I used a 350 heading which was very drastic; but worked; resulting in no loss of separation with these two aircraft. It turned out to be a 'bubble rubber.' when the separation was accomplished; I turned aircraft X back on course to EMI which is approximately a 260 heading. Aircraft X was turning slowly. Before turning back; the aircraft X began flashing with another aircraft; aircraft Z; which was climbing out westward from phl out of FL190. After a few hits; loss of separation occurred between these two aircraft; aircraft X and aircraft Z. When the flashing occurred; I had stopped the climb of aircraft X at FL200 while the aircraft Z was continuing the climb. At total separation of 2 hundred feet and 2.81 miles occurred.radar 25 controller should have read out the flight plan and understood the aircraft he gave to me was on a more westerly route. I tried to save a deal by turning the aircraft I had; but that turn resulted in another deal with a departing aircraft in sector 25's airspace. Better communication between me and the controller at 25 would have resulted in no loss of separation. If he listened to me and heard that I was going to turn the climbing plane to left behind his aircraft; then he could have warned me about other traffic that he had in his airspace. As far as myself; I should have quick looked his airspace to see if there was any other traffic for aircraft X before giving him such a drastic turn.

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Original NASA ASRS Text

Title: ZNY controllers report of a conflict between two aircraft that is observed and then fixed by the controller. One of the aircraft then becomes a conflict for another aircraft and separation is lost.

Narrative: I was working Radar Sector 9; and had received a handoff on Aircraft X from radar sector 25. Aircraft X was a PHL departure routed over STOEN REEFI EMI J48; climbing to FL230. I accepted the handoff as the aircraft was leaving about 15;000 and continued to climb the aircraft to FL280 on the route. When Aircraft X was leaving FL180; flashing occurred with this aircraft and Aircraft Y level at FL180; an aircraft landing DCA. Both aircraft were approximately 6 miles apart and closing fast. The Controller at 25 thought the departing Aircraft X was on a different route and would not be a factor with each other; but he did not read the flight plan correctly before shipping the Aircraft X to me. I called out to the controller at Radar 25 (who was talking to Aircraft Y) and said I would turn Aircraft X; with whom I was in contact with; left behind the Aircraft Y due to the fact that the Aircraft X was slower and could prevent separation with that turn. I used a 350 heading which was very drastic; but worked; resulting in no loss of separation with these two aircraft. It turned out to be a 'bubble rubber.' When the separation was accomplished; I turned Aircraft X back on course to EMI which is approximately a 260 heading. Aircraft X was turning slowly. Before turning back; the Aircraft X began flashing with another aircraft; Aircraft Z; which was climbing out Westward from PHL out of FL190. After a few hits; loss of separation occurred between these two aircraft; Aircraft X and Aircraft Z. When the flashing occurred; I had stopped the climb of Aircraft X at FL200 while the Aircraft Z was continuing the climb. At total separation of 2 hundred feet and 2.81 miles occurred.Radar 25 controller should have read out the flight plan and understood the aircraft he gave to me was on a more westerly route. I tried to save a deal by turning the aircraft I had; but that turn resulted in another deal with a departing aircraft in Sector 25's airspace. Better communication between me and the controller at 25 would have resulted in no loss of separation. If he listened to me and heard that I was going to turn the climbing plane to left behind his aircraft; then he could have warned me about other traffic that he had in his airspace. As far as myself; I should have quick looked his airspace to see if there was any other traffic for Aircraft X before giving him such a drastic turn.

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.