Narrative:

Aircraft X is departing santa monica on the preferential route for san jose (sjc). The pilot filed FL280 and I gave unrestricted climb to FL280 when he checked in to my sector. The preferential for sjc aircraft is rzs (san marcus) ROBIE3 arrival to sjc. 99% of aircraft filed this route of the los angeles basin departure area are suppressed for auto hand off to the next sector unless someone at the sector manually routes the flight plan rzs direct robie and the ROBIE3; or direct robie; ROBIE3 arrival. I enter a hand off with a keyboard entry on every aircraft I transfer to the next sector; but I have auto hand off set up as a backup. During the session as the radar controller at sector 25; sector 28 was combined with sector 25 and a substantial portion of the west airspace was hot: W289S all altitudes; W292W all altitudes and W537 all altitudes. Having this airspace active with oceanic departures; arrivals and overflights significantly raises the complexity of the sector and requires attention to a large amount of airspace on two radar scopes. When aircraft are not auto-hand off inhibited and have been processed with the work around rzs direct robie; or direct robie; the auto-hand off occurs at ceano intersection; approximately 15 miles from the sector 25 and the oakland sector 14 boundary. At ceano aircraft X crossed ceano without a hand off to oakland 14. At this time I had another aircraft on a vector around restricted airspace; pointed out descending to miss another climbing aircraft and another 10-12 aircraft on frequency. I scanned aircraft X as it crossed the oakland 14 boundary without a hand off and I typed the keyboard entry to hand off the data tag to oakland 14. I called them on the land line to coordinate a hand off but said disregard when I recognized that they had taken radar of the data tag for aircraft X. I switched communications to oakland sector 14 and went on with scanning and watching the remaining aircraft in my sectors.in this situation; traffic volume was just beginning to increase and a d-side could have been used for about 15-20 minutes to decrease the workload. Sector 28 requires a high volume of manual information transfer on the land line for all of the oceanic traffic inbound and outbound. When traffic is complex with large parts of the oceanic airspace active with military operations and unavailable for use; it is better to have either a d-side at the sector or to open sector 28 as a de-combined sector. Eram processing on flight plans needs to be fixed so auto hand off is available on all aircraft without a work-a-round.

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Original NASA ASRS Text

Title: Reporter states auto hand off is not allowed for a specific function and that he must make a automated had off or manual hand off. Reporter violates another sectors airspace because he did not hand off aircraft.

Narrative: Aircraft X is departing Santa Monica on the preferential route for San Jose (SJC). The pilot filed FL280 and I gave unrestricted climb to FL280 when he checked in to my sector. The preferential for SJC aircraft is RZS (San Marcus) ROBIE3 arrival to SJC. 99% of aircraft filed this route of the Los Angeles basin departure area are suppressed for auto Hand Off to the next sector unless someone at the sector manually routes the flight plan RZS direct ROBIE and the ROBIE3; or direct ROBIE; ROBIE3 Arrival. I enter a hand off with a keyboard entry on every aircraft I transfer to the next sector; but I have auto hand off set up as a backup. During the session as the Radar Controller at Sector 25; Sector 28 was combined with Sector 25 and a substantial portion of the W airspace was hot: W289S all altitudes; W292W all altitudes and W537 all altitudes. Having this airspace active with oceanic departures; arrivals and overflights significantly raises the complexity of the sector and requires attention to a large amount of airspace on two radar scopes. When aircraft are not auto-hand off inhibited and have been processed with the work around RZS direct ROBIE; or direct ROBIE; the auto-hand off occurs at CEANO intersection; approximately 15 miles from the Sector 25 and the OAKLAND Sector 14 boundary. At CEANO Aircraft X crossed CEANO without a hand off to Oakland 14. At this time I had another aircraft on a vector around restricted airspace; pointed out descending to miss another climbing aircraft and another 10-12 aircraft on frequency. I scanned Aircraft X as it crossed the Oakland 14 boundary without a hand off and I typed the keyboard entry to hand off the data tag to Oakland 14. I called them on the land line to coordinate a hand off but said disregard when I recognized that they had taken radar of the data tag for Aircraft X. I switched communications to Oakland Sector 14 and went on with scanning and watching the remaining aircraft in my sectors.In this situation; traffic volume was just beginning to increase and a D-Side could have been used for about 15-20 minutes to decrease the workload. Sector 28 requires a high volume of manual information transfer on the land line for all of the oceanic traffic inbound and outbound. When traffic is complex with large parts of the oceanic airspace active with Military Operations and unavailable for use; it is better to have either a D-Side at the sector or to open Sector 28 as a de-combined sector. ERAM processing on flight plans needs to be fixed so auto hand off is available on all aircraft without a work-a-round.

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.