Narrative:

I was working the radar at the clipper sector and traffic was very slow with out a d-side. As time went on the sector began to get very busy in a matter of a few minutes with jfk arrivals. I was sequencing two arrivals flows for jfk; trait being the main arrival fix and sey the secondary. The aircraft are required to the cross CCC at 120 and 250 knots and most aircraft are descending from FL240. Aircraft X was second in the string and was behind company aircraft Y; both had the crossing restriction at CCC. The aircrafts' descents and speeds were compatible with approximately 8 miles of spacing. Several jfk arrivals during this time were on vectors and descending to obtain 5 miles of spacing and I was also busy with other aircraft in the sector.as the sector was getting busy and more complex; aircraft Z called on the frequency and stated he was climbing to eleven - five with jumpers east of the CCC VOR. Aircraft Z is an aircraft that provides thrill-seekers with jumps in the vicinity of the CCC VOR while jfk arrivals fly over head. Most times the jump aircraft climbs to VFR/135 but I think the pilot realized I was busy and chose to climb to VFR/115. There are written procedures in the SOP that cover this jump aircraft. When aircraft Z called the two [other aircraft] were east of CCC descending from 150 (approximately) to 120 and aircraft Z was climbing out of 100-ish with 2 minutes until jumpers. At that time I called the traffic and turned aircraft Y and aircraft X to rober keep the planes away from aircraft Z. The aircraft were about 7 to 8 miles apart and unfortunately I didn't give another crossing restriction. Most aircraft in this situation will cross abeam CCC at 120 and 250 knots. Meanwhile my attention went back to my spacing and dealing with other aircraft in the sector. During one of my scans I realized aircraft X had a 40 knots overtake on aircraft Y and was southeast of CCC. Immediately I turned aircraft X to a 180 heading to keep my 5 miles; both aircraft were at 120 and the conflict had not activated at this time. As aircraft X was turning with a halo the conflict went off and the target may have gone inside the 5 mile halo; aircraft X was turned back to rober after the conflict was resolved. Aircraft Z wasn't the sole reason for this situation but it added to the complexity of the sector. After working and seeing this aircraft around for many years I feel this aircraft is an accident waiting to happen. This aircraft should not be allowed to fly near the jfk arrival track or at the very least the aircraft's altitude should be capped at VFR/105. Nobody likes to work this aircraft when it's busy and the pilots do not like it as well.

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Original NASA ASRS Text

Title: ZBW describes situation where he is distracted by one aircraft while two others lose required separation.

Narrative: I was working the Radar at the Clipper Sector and traffic was very slow with out a D-side. As time went on the sector began to get very busy in a matter of a few minutes with JFK arrivals. I was sequencing two arrivals flows for JFK; TRAIT being the main arrival fix and SEY the secondary. The aircraft are required to the cross CCC at 120 and 250 knots and most aircraft are descending from FL240. Aircraft X was second in the string and was behind company Aircraft Y; both had the crossing restriction at CCC. The aircrafts' descents and speeds were compatible with approximately 8 miles of spacing. Several JFK arrivals during this time were on vectors and descending to obtain 5 miles of spacing and I was also busy with other aircraft in the sector.As the sector was getting busy and more complex; Aircraft Z called on the frequency and stated he was climbing to eleven - five with jumpers east of the CCC VOR. Aircraft Z is an aircraft that provides thrill-seekers with jumps in the vicinity of the CCC VOR while JFK arrivals fly over head. Most times the jump aircraft climbs to VFR/135 but I think the pilot realized I was busy and chose to climb to VFR/115. There are written procedures in the SOP that cover this jump aircraft. When Aircraft Z called the two [other aircraft] were east of CCC descending from 150 (approximately) to 120 and Aircraft Z was climbing out of 100-ish with 2 minutes until jumpers. At that time I called the traffic and turned Aircraft Y and Aircraft X to ROBER keep the planes away from Aircraft Z. The aircraft were about 7 to 8 miles apart and unfortunately I didn't give another crossing restriction. Most aircraft in this situation will cross abeam CCC at 120 and 250 knots. Meanwhile my attention went back to my spacing and dealing with other aircraft in the sector. During one of my scans I realized Aircraft X had a 40 knots overtake on Aircraft Y and was southeast of CCC. Immediately I turned Aircraft X to a 180 heading to keep my 5 miles; both aircraft were at 120 and the conflict had not activated at this time. As Aircraft X was turning with a halo the conflict went off and the target may have gone inside the 5 mile halo; Aircraft X was turned back to ROBER after the conflict was resolved. Aircraft Z wasn't the sole reason for this situation but it added to the complexity of the sector. After working and seeing this aircraft around for many years I feel this aircraft is an accident waiting to happen. This aircraft should not be allowed to fly near the JFK arrival track or at the very least the aircraft's altitude should be capped at VFR/105. Nobody likes to work this aircraft when it's busy and the pilots do not like it as well.

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.