Narrative:

I returned from break and resumed working oceanic sectors; which had moderate to heavy traffic volume with weather deviations adding to the complexity; but manageable work load. In the relief briefing I was told about a B747; who's flight plan from ZSE center showed …shari..kanua..rouke..prety..orani..nudge./.panc which is right along vancouver center's western boundary. The routing was probably a couple of hundred miles out of the way of a more direct route and had a near 90 degree at the southwest corner of cyvr airspace boundary. The story I got was that ZSE; upon having this pointed out; said they would shortcut the B747 and he would not enter our airspace. Then after being rebuffed by vancouver center; due to the B747 not having paid it's bill to navigation canada; said that he would come out over shari after all. There was confusion; at least on my part; that led me to think ZSE was either going to reroute the B747 to stay more than 25 NM clear of cyvr airspace or call us to get coordinates to accomplish this. I worked out some coordinates for the reroute and went on working my sector queue; which I got behind on with the B747 route distraction; and which included several weather deviation requests that obviously are a priority over reroutes due to bill collection squabbles. The next event with the B747 was his progressing shari at XA47Z estimating kanua XA57Z (kanua being on cyvr centers boundary). I immediately called cyvr and received confirmation that they would not accept the B747 in their airspace and in fact would not even accept an information transfer (the oceanic equivalent of a point-out). The controller advised they saw the B747 target right at 25 miles south of their boundary and I said I would send a reroute immediately to steer him away from their airspace. I sent the reroute through commercial radio and got a readback; which I followed up with a request for the B747's present position and next fix estimate. Meanwhile I called cyvr again to see if the target had turned as expected. They replied no; he was now in their airspace west of kanua and needed to fly a 180 degree heading to get out. Of course; cyvr is the facility with radar and direct communication radios in this area; whereas I only have pilot position reports and relayed comms through arinc. They declined my offer to put him on their frequency. I then received an arinc message that; although the B747 had readback the clearance; he was unable to get his flight computer to accept the new coordinates and was still flying his original route. I informed cyvr of the situation and they agreed to take a flight plan and communication with the aircraft. If navigation canada is going to be playing this hardball game with air carriers; and apparently from our managements discussion with a manger at navcan that is the plan; then we need to be kept updated with a 'black list' so we will know in advance and not be stuck in a last minute scramble to keep unwanted traffic clear of their airspace. Obviously huge reroutes can impact a flight's fuel considerations; significantly increase our workload and distract us from providing good service to other users (like avoiding weather; not just navcan airspace). I wish I had called ZSE before the B747 reached shari (my boundary with ZSE) and was only 10 minutes away from kanua (my boundary with cyvr) and even less time than that to being within the 25 nm that requires at least an information transfer (which they did not want). Then I could have had them issue the reroute I worked up and hopefully the pilot would have flown it.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZOA Controller voiced concern regarding NAVCAN's reported policy of not providing certain ATC services to companies that fail to pay their ATC bills; noting that the policy causes confusion.

Narrative: I returned from break and resumed working oceanic sectors; which had moderate to heavy traffic volume with weather deviations adding to the complexity; but manageable work load. In the relief briefing I was told about a B747; who's flight plan from ZSE Center showed …SHARI..KANUA..ROUKE..PRETY..ORANI..NUDGE./.PANC which is right along Vancouver Center's Western boundary. The routing was probably a couple of hundred miles out of the way of a more direct route and had a near 90 degree at the southwest corner of CYVR airspace boundary. The story I got was that ZSE; upon having this pointed out; said they would shortcut the B747 and he would not enter our airspace. Then after being rebuffed by Vancouver Center; due to the B747 not having paid it's bill to NAV CANADA; said that he would come out over SHARI after all. There was confusion; at least on my part; that led me to think ZSE was either going to reroute the B747 to stay more than 25 NM clear of CYVR airspace or call us to get coordinates to accomplish this. I worked out some coordinates for the reroute and went on working my sector queue; which I got behind on with the B747 route distraction; and which included several weather deviation requests that obviously are a priority over reroutes due to bill collection squabbles. The next event with the B747 was his progressing SHARI at XA47Z estimating KANUA XA57Z (KANUA being on CYVR centers boundary). I immediately called CYVR and received confirmation that they would not accept the B747 in their airspace and in fact would not even accept an information transfer (the oceanic equivalent of a point-out). The Controller advised they saw the B747 target right at 25 miles south of their boundary and I said I would send a reroute immediately to steer him away from their airspace. I sent the reroute through Commercial Radio and got a readback; which I followed up with a request for the B747's present position and next fix estimate. Meanwhile I called CYVR again to see if the target had turned as expected. They replied no; he was now in their airspace west of KANUA and needed to fly a 180 degree heading to get out. Of course; CYVR is the facility with RADAR and direct communication radios in this area; whereas I only have pilot position reports and relayed comms through ARINC. They declined my offer to put him on their frequency. I then received an ARINC message that; although the B747 had readback the clearance; he was unable to get his flight computer to accept the new coordinates and was still flying his original route. I informed CYVR of the situation and they agreed to take a flight plan and communication with the aircraft. If NAV CANADA is going to be playing this hardball game with air carriers; and apparently from our managements discussion with a manger at NAVCAN that is the plan; then we need to be kept updated with a 'black list' so we will know in advance and not be stuck in a last minute scramble to keep unwanted traffic clear of their airspace. Obviously huge reroutes can impact a flight's fuel considerations; significantly increase our workload and distract us from providing good service to other users (like avoiding weather; not just NAVCAN airspace). I wish I had called ZSE before the B747 reached SHARI (my boundary with ZSE) and was only 10 minutes away from KANUA (my boundary with CYVR) and even less time than that to being within the 25 nm that requires at least an information transfer (which they did not want). Then I could have had them issue the reroute I worked up and hopefully the pilot would have flown it.

Data retrieved from NASA's ASRS site as of July 2013 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.