Narrative:

San juan called on the land line to initiate coordination on aircraft X; a flight inbound to the new york ARTCC oceanic airspace. I was working the sector and completed the initial coordination with them. During coordination; I realized the routing was not acceptable due to the potential for processing errors in the ocean 21 system. Normally I try to issue any reroutes that aircraft will need once they are in my airspace. However I decided that the reroute I wanted to issue the aircraft would need to be issued prior to crossing the boundary into my airspace. I called san juan back to revise the routing coordinated and have them issue it. They indicated they would issue the routing to the aircraft.both routings were coordinated at 36000 feet which probed with no procedural conflicts found. Around the same time (I believe after I called to revise routing with san juan); I called to coordinate two aircraft inbound (aircraft Y and aircraft Z) to san juan from my airspace. They were both over different fixes at 35000 feet but they would be too close together in san juan's airspace for them to accept. I told san juan I would change the altitude on aircraft Z and call them back. I probed aircraft Z to climb to 36000 feet. No procedural conflicts were found so I issued the clearance to climb; which they complied with. I called san juan back and to coordinate aircraft Y at 35000 feet and aircraft Z at 36000 feet. At this point; with the revised routing issued and coordinated for aircraft X; there was no conflict between the aircraft X and aircraft Z at 36000 feet.upon crossing into my airspace; aircraft X never checked in with commercial radio with their required position report. 10 minutes after they were estimated over the fix; I received a message in my sector queue and a visual indication on the aircraft's data block that the position report for the fix was overdue. Aircraft X gave their position report for over the fix at 36000 feet and indicated their next point with an estimate of XA18Z. Immediately; this resulted in a conflict with aircraft Z who was estimating over the same fix at XA21Z; also at 36000 feet. At that point; separation was already lost and they had 3 minutes separation at the fix instead of the required 15 minutes for the cross. I issued a clearance to aircraft X to immediately descend and maintain 35000 feet and report level. They read back the clearance and descended. I advised my supervisor and also asked aircraft X to confirm their routing. Aircraft X indicated they were cleared [fix........fix]. When I had time; I also issued aircraft X a request to call ny center for a possible pilot deviation.within a couple of hours; I was notified by my supervisor that the aircraft called and indicated they flew the route as they were cleared. I was also notified that; after listening to the playback; I coordinated with san juan the routing and they issued that routing to the aircraft but the aircraft read back the routing incorrectly. The controller in san juan did not catch the incorrect read back resulting in the aircraft flying a route that lost separation from another aircraft.unsure of potential recommendations. This was a read back error and I believe that as long as you have two people communicating by voice; there will be potential hearing and read back errors.

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Original NASA ASRS Text

Title: A Controller working ZNY ARTCC Oceanic airspace needed to relay a reroute to another ZSU Oceanic control facility to relay to a pilot. The Controller issued the reroute and the facility issued the reroute to the pilot. Next the Controller noticed two aircraft they were working would have less than required separation entering the adjacent facility airspace. The Controller climbed one of these aircraft to resolve the conflict. ZNY Controller later received a position report from the aircraft that was rerouted and the aircraft was on the wrong route and in conflict with the aircraft that was climbed. The two aircraft were crossing the same fix 3 minutes apart instead of the required 15 minutes apart.

Narrative: San Juan called on the land line to initiate coordination on Aircraft X; a flight inbound to the New York ARTCC Oceanic airspace. I was working the sector and completed the initial coordination with them. During coordination; I realized the routing was not acceptable due to the potential for processing errors in the Ocean 21 system. Normally I try to issue any reroutes that aircraft will need once they are in my airspace. However I decided that the reroute I wanted to issue the aircraft would need to be issued prior to crossing the boundary into my airspace. I called San Juan back to revise the routing coordinated and have them issue it. They indicated they would issue the routing to the aircraft.Both routings were coordinated at 36000 feet which probed with no procedural conflicts found. Around the same time (I believe after I called to revise routing with San Juan); I called to coordinate two aircraft inbound (Aircraft Y and Aircraft Z) to San Juan from my airspace. They were both over different fixes at 35000 feet but they would be too close together in San Juan's airspace for them to accept. I told San Juan I would change the altitude on Aircraft Z and call them back. I probed Aircraft Z to climb to 36000 feet. No procedural conflicts were found so I issued the clearance to climb; which they complied with. I called San Juan back and to coordinate Aircraft Y at 35000 feet and Aircraft Z at 36000 feet. At this point; with the revised routing issued and coordinated for Aircraft X; there was no conflict between the Aircraft X and Aircraft Z at 36000 feet.Upon crossing into my airspace; Aircraft X never checked in with Commercial Radio with their required position report. 10 minutes after they were estimated over the fix; I received a message in my sector queue and a visual indication on the aircraft's data block that the position report for the fix was overdue. Aircraft X gave their position report for over the fix at 36000 feet and indicated their next point with an estimate of XA18Z. Immediately; this resulted in a conflict with Aircraft Z who was estimating over the same fix at XA21Z; also at 36000 feet. At that point; separation was already lost and they had 3 minutes separation at the fix instead of the required 15 minutes for the cross. I issued a clearance to Aircraft X to immediately descend and maintain 35000 feet and report level. They read back the clearance and descended. I advised my supervisor and also asked Aircraft X to confirm their routing. Aircraft X indicated they were cleared [fix........fix]. When I had time; I also issued Aircraft X a request to call NY Center for a possible pilot deviation.Within a couple of hours; I was notified by my supervisor that the aircraft called and indicated they flew the route as they were cleared. I was also notified that; after listening to the playback; I coordinated with San Juan the routing and they issued that routing to the aircraft but the aircraft read back the routing incorrectly. The controller in San Juan did not catch the incorrect read back resulting in the aircraft flying a route that lost separation from another aircraft.Unsure of potential recommendations. This was a read back error and I believe that as long as you have two people communicating by voice; there will be potential hearing and read back errors.

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.