Date: 201405
Local time of day: 1801-2400
Location: ZSU.ARTCC, PR
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSU
ATC / advisory: Center ZSU
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Handoff / Assist; Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Procedure

Narrative: I was the Radar Associate (D-side) for sectors D2/D8 (at the time the sectors were combined).  Santo Domingo ACC (MDSD) Controller called me to coordinate the Flight Level and boundary time for Aircraft Y. The MDSD controller wanted to coordinate the aircraft at FL370; however; we usually coordinate/approve the aircraft descending out of FL350 descending to FL250; as this particular aircraft is a daily (routine) air carrier; which lands at TJSJ (San Juan airport).  After; scanning the non-radar bays/strips for any conflicting traffic; I told the MDSD controller that the restriction to cross MELLA (boundary fix) at or below FL350 descending to FL250 was approved.  The next D-side Controller came to relieve me from position; whereby; I proceeded to provide a thorough relief briefing.  After coming back from break; the Controller notified me that Aircraft Y had crossed the boundary at and maintaining FL360 (IAFDOF).  The Supervisor and CIC were notified during the occurrence. During a different session on D2/D8 sectors (combined); I assumed the role of the Radar Associate (D-side). MDSD controller called me to coordinate Aircraft X at MELLA at FL330.  After a proper traffic search of the non-radar bays; I subsequently approved the aircraft at FL330.  There was another aircraft at the same time; which checked on frequency at the wrong altitude; (previously approved by the Controller that I had just relieved); I was also the A-side prior to relieving this Controller; and I can confirm that the previous Controller had approved a different altitude (FL370) then what the pilot had checked on at (FL350); however; before the R-side radar-identified the aircraft the pilot informed the R-side that he was climbing to reach FL370 by MELLA (which the aircraft was able to level off at just on the boundary).  Meanwhile; I called the CIC and Supervisor to inform them of this situation. At the same time; the MDSD Controller had called to revise the Flight Level of the Aircraft X; they wanted to re-coordinate FL370; which I subsequently approved.  However; the Aircraft X crossed the MELLA boundary at and maintaining FL350 instead. I am assuming that the MDSD Controller had mixed up the previous aircraft and Aircraft X.  The Supervisor called the Santo Domingo ACC and requested to speak to the Supervisor in charge; however; the MDSD Controller informed us that their Supervisor was fired yesterday.Regardless; this is a very serious situation; because if the sector was more heavily saturated with traffic; the separation techniques that we apply; and more importantly; safety can be compromised. We had received reports that within the recent week or so; that there was a big conflict and disagreement between the local Santo Domingo government and the local ATC union in Santo Domingo.  Whether or not this is a contributing factor to the cause of the recent deviations; mis-coordinations and equipment malfunctions; this situation needs to be analyzed.




Synopsis: ZSU Controller reports of two instances where he receives aircraft from a foreign facility not at the coordinated altitude.