Narrative:

I was working radar fully combined. Air carrier #1 called on initial contact. I understood the call sign only. He was reporting a fix not in my airspace. I gave him squawk code and asked for latitude 22 degrees/longitude 60 degrees boundary estimate, his exit fix, route of flight (milok intersection, A516, pjm latitude 22 degrees/longitude 60 degrees). I do recall telling the pilot I did not understand all of his transmission. Air carrier #2 route (pjm A516 milok-sbound climbing to FL350) was level at time of incident. I noticed air carrier #1 tag at about the same time of TCASII RA. Data block had FL330, at altitude, with mode C at FL350 and climbing. I called traffic to air carrier #2 on very expanded range. Targets were separated, but very close. Both aircraft had been cleared one by me, air carrier #2 to maintain FL350 on A316, opposite direction, air carrier #1 wrong for direction. Initial response was a foreign facility deviation. I'm not sure. FL350 was approved by non-radar controller for air carrier #1 entering sju airspace. At time of incident, I realized our aircraft, air carrier #2, was not coordinated either. Attempted to contact svmi, but very hard. A language barrier was a factor. By the time I was able to assess the situation, it was over. I was providing transitional climb/descend separation on 2 aircraft off a satellite airport, bqn, at approximately time of tag on air carrier #1, language barrier, late coordination, or no coordination, wrong altitude for direction of flight, late tag, inefficient scan on my part, all contributed to breakdown of safety.

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Original NASA ASRS Text

Title: ARTCC RADAR CTLR ATTEMPTED TO RESOLVE OPPOSITE DIRECTION CONFLICTION BTWN 2 ACFT ON A516. MANUAL RADAR CTLR HAD APPROVED WRONG ALT FOR DIRECTION CLB, WITHOUT ENSURING COMPLETE COORD WITH CTLR. RADAR CTLR UNSUCCESSFULLY ATTEMPTED TO RESOLVE CONFLICT WHEN ACFT WERE WITHIN RADAR COVERAGE.

Narrative: I WAS WORKING RADAR FULLY COMBINED. ACR #1 CALLED ON INITIAL CONTACT. I UNDERSTOOD THE CALL SIGN ONLY. HE WAS RPTING A FIX NOT IN MY AIRSPACE. I GAVE HIM SQUAWK CODE AND ASKED FOR LATITUDE 22 DEGS/LONGITUDE 60 DEGS BOUNDARY ESTIMATE, HIS EXIT FIX, RTE OF FLT (MILOK INTXN, A516, PJM LATITUDE 22 DEGS/LONGITUDE 60 DEGS). I DO RECALL TELLING THE PLT I DID NOT UNDERSTAND ALL OF HIS XMISSION. ACR #2 RTE (PJM A516 MILOK-SBOUND CLBING TO FL350) WAS LEVEL AT TIME OF INCIDENT. I NOTICED ACR #1 TAG AT ABOUT THE SAME TIME OF TCASII RA. DATA BLOCK HAD FL330, AT ALT, WITH MODE C AT FL350 AND CLBING. I CALLED TFC TO ACR #2 ON VERY EXPANDED RANGE. TARGETS WERE SEPARATED, BUT VERY CLOSE. BOTH ACFT HAD BEEN CLRED ONE BY ME, ACR #2 TO MAINTAIN FL350 ON A316, OPPOSITE DIRECTION, ACR #1 WRONG FOR DIRECTION. INITIAL RESPONSE WAS A FOREIGN FACILITY DEV. I'M NOT SURE. FL350 WAS APPROVED BY NON-RADAR CTLR FOR ACR #1 ENTERING SJU AIRSPACE. AT TIME OF INCIDENT, I REALIZED OUR ACFT, ACR #2, WAS NOT COORDINATED EITHER. ATTEMPTED TO CONTACT SVMI, BUT VERY HARD. A LANGUAGE BARRIER WAS A FACTOR. BY THE TIME I WAS ABLE TO ASSESS THE SIT, IT WAS OVER. I WAS PROVIDING TRANSITIONAL CLB/DSND SEPARATION ON 2 ACFT OFF A SATELLITE ARPT, BQN, AT APPROX TIME OF TAG ON ACR #1, LANGUAGE BARRIER, LATE COORD, OR NO COORD, WRONG ALT FOR DIRECTION OF FLT, LATE TAG, INEFFICIENT SCAN ON MY PART, ALL CONTRIBUTED TO BREAKDOWN OF SAFETY.

Data retrieved from NASA's ASRS site as of July 2007 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.