Narrative:

I was working radar assist at sector 07. Lsv approach called with a point out on aircraft X; at 15;000 ft already within 2 1/12 miles of my boundary. The lsv controller stated point out and proceeded to give the location; altitude and beacon code of the aircraft. I questioned if the aircraft was IFR and he replied affirmative. I then stated that the aircraft was not a point out since his route of flight would take him through a large section of my airspace. I stated; 'radar contact; turn left heading zero three zero for traffic.' the lsv controller stated that las vegas was working the aircraft and he would call them. At this point; las vegas approach (L30) called. I answered the landline and inquired about aircraft X who was now several miles into my airspace. I told the L30 controller that aircraft X was not going to work; (in conflict with an air carrier a las arrival aircraft descending to 12;000 ft on the GRNPA1 arrival) and instructed L30 to turn aircraft X to zero two zero heading. During the same minute lsv approach called to inquire if L30 had called regarding aircraft X. I stated they had just called. L30 called for the second time stating that aircraft X was on 270 heading and asked for control instruction on where to send him. I stated fly heading zero two zero and we had stopped the las arrival at 16;000 ft above the aircraft X flight. Aircraft X flight checked on frequency at 15;000 ft heading zero two zero.aircraft X was not on approved routing; was not coordinated ahead of time; and was already in violation of my airspace (within protected area) when initial call for point out came from lsv approach. Upon review of video and voice recordings; it appears that aircraft X had previously been given a left 360 degree turn that had violated our airspace without a point out.

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Original NASA ASRS Text

Title: ZLA Controller reports of a communication problem which involved an airspace violation.

Narrative: I was working radar assist at Sector 07. LSV Approach called with a point out on Aircraft X; at 15;000 FT already within 2 1/12 miles of my boundary. The LSV Controller stated point out and proceeded to give the location; altitude and beacon code of the aircraft. I questioned if the aircraft was IFR and he replied affirmative. I then stated that the aircraft was not a point out since his route of flight would take him through a large section of my airspace. I stated; 'radar contact; turn left heading zero three zero for traffic.' The LSV Controller stated that Las Vegas was working the aircraft and he would call them. At this point; Las Vegas Approach (L30) called. I answered the landline and inquired about Aircraft X who was now several miles into my airspace. I told the L30 Controller that Aircraft X was not going to work; (in conflict with an air carrier a LAS arrival aircraft descending to 12;000 FT on the GRNPA1 arrival) and instructed L30 to turn Aircraft X to zero two zero heading. During the same minute LSV Approach called to inquire if L30 had called regarding Aircraft X. I stated they had just called. L30 called for the second time stating that Aircraft X was on 270 heading and asked for control instruction on where to send him. I stated fly heading zero two zero and we had stopped the LAS arrival at 16;000 FT above the Aircraft X flight. Aircraft X flight checked on frequency at 15;000 FT heading zero two zero.Aircraft X was not on approved routing; was not coordinated ahead of time; and was already in violation of my airspace (within protected area) when initial call for point out came from LSV Approach. Upon review of video and voice recordings; it appears that Aircraft X had previously been given a left 360 degree turn that had violated our airspace without a point out.

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.