Narrative:

I was in the control room and noticed that the sector 12 controller seemed to be busy. I asked if he wanted me to split out half of the sectors he was working; but he was indecisive. At that moment aircraft X informed the controller that he was late starting down for the RNAV arrival. He asked if he could get relief from the crossing restriction at ramms.the r-side controller asked me if I could coordinate a point out to north departure while he called approach to ask for the waiver; there were no planes in the vicinity.as I was grabbing my headset the r-side made the call to approach control; which denied the request and told the r-side to spin the aircraft. I had just plugged into the adjacent sector to call north departure when the r-side controller grabbed the handset; also plugged into that sector for communication reasons and issued a clearance to aircraft X to spin. Unfortunately; I had already grabbed the shout line to north departure. I waited for the r-side to stop talking; and then he asked me again to help him with the point-out. As I reached for the shout line button; I noticed it was already selected; so I made the point out to north departure.after a bit I noticed that aircraft X wasn't turning and was now at least 5 miles in approaches airspace; nearly level at the altitude assigned previously; according the RNAV restrictions(the pilot had really descended quickly); still flashing to approach. I realized that the r-side had issued the clearance; not on the frequency; but on the shout line to north departure. At that point; since I was in the process of opening that sector anyway; I told the pilot that apparently approach control couldn't take the handoff and I issued a right 360 to aircraft X.soon after that; I received a shout line call from approach asking what was going on with aircraft X; now 10 miles inside their airspace; still flashing at approach; with no handoff. I advised the approach controller the aircraft was in a right 360. After the aircraft was obviously in the turn; the approach controller accepted the handoff and I shipped the aircraft to approach.honestly; the controller who refused the handoff should face disciplinary actions. This pilot asked for relief from the crossing restriction. There were no aircraft within 20 miles of aircraft X and the demand on the airport was very light at that time of the morning. Due to a transmission error; which was partly my fault for selecting the shout line right before the r-side tried to issue the clearance; the pilot had no clue that he needed to do anything. He actually crossed just 1 or 2 thousand feet above the window for the RNAV arrival. By the time I realized that the aircraft wasn't turning; aircraft X was established on the rvav arrival at altitude and speed; with no other aircraft within 20 miles of him. The approach controller seemed to make me spin this aircraft out of spite; or negligence; either one is a tragedy.I have worked arrivals into denver for the past 25 years and I have never had so much trouble with TRACON controllers as I have the past 2 years. The skill of the denver TRACON is highly suspect in my view. Each day; the controllers in my area have a new story of how terrible the TRACON controllers are. It is embarrassing. There was a time when I held TRACON controllers in high regard because of the traffic I watched them handle. Now; as center controllers; we spoon feed approach; but if they don't get everything exactly as they want; they complain; make us spin aircraft; or make immediate calls to the supervisors or operations managers. Somebody needs to get this system fixed. Aircraft X failed to make his crossing restriction and TRACON made us spin the aircraft just to prove a point. Then they forced us to violate their airspace before taking the handoff. Inexcusable.

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Original NASA ASRS Text

Title: A Denver Center Controller describes a situation where an aircraft is reporting that it will be high at a crossing restriction and wants relief. The Controller attempts coordination to be high with Denver TRACON (D01) and the D01 controller replies they are unable and to spin the aircraft. The aircraft is told to turn but is slow in doing so and violates D01 airspace. The Controller then goes on to complain about the performance of the D01 controllers and how they think there service is diminishing over the last couple of years.

Narrative: I was in the control room and noticed that the Sector 12 Controller seemed to be busy. I asked if he wanted me to split out half of the sectors he was working; but he was indecisive. At that moment Aircraft X informed the controller that he was late starting down for the RNAV arrival. He asked if he could get relief from the crossing restriction at RAMMS.The R-side controller asked me if I could coordinate a point out to North Departure while he called Approach to ask for the waiver; there were no planes in the vicinity.As I was grabbing my headset the R-side made the call to Approach control; which denied the request and told the R-side to spin the Aircraft. I had just plugged into the adjacent sector to call north departure when the R-side controller grabbed the handset; also plugged into that sector for communication reasons and issued a clearance to Aircraft X to spin. Unfortunately; I had already grabbed the shout line to North Departure. I waited for the R-side to stop talking; and then he asked me again to help him with the Point-out. As I reached for the shout line button; I noticed it was already selected; so I made the point out to North Departure.After a bit I noticed that Aircraft X wasn't turning and was now at least 5 miles in approaches airspace; nearly level at the altitude assigned previously; according the RNAV restrictions(the pilot had really descended quickly); still flashing to approach. I realized that the R-side had issued the clearance; not on the frequency; but on the shout line to North Departure. At that point; since I was in the process of opening that sector anyway; I told the pilot that apparently approach control couldn't take the handoff and I issued a right 360 to Aircraft X.Soon after that; I received a shout line call from approach asking what was going on with Aircraft X; now 10 miles inside their airspace; still flashing at approach; with no handoff. I advised the approach controller the aircraft was in a right 360. After the aircraft was obviously in the turn; the approach controller accepted the handoff and I shipped the Aircraft to approach.Honestly; the controller who refused the handoff should face disciplinary actions. This pilot asked for relief from the crossing restriction. There were no aircraft within 20 miles of Aircraft X and the demand on the airport was very light at that time of the morning. Due to a transmission error; which was partly my fault for selecting the shout line right before the R-side tried to issue the clearance; the pilot had no clue that he needed to do anything. He actually crossed just 1 or 2 thousand feet above the window for the RNAV arrival. By the time I realized that the aircraft wasn't turning; Aircraft X was established on the RVAV arrival at altitude and speed; with no other aircraft within 20 miles of him. The Approach controller seemed to make me spin this aircraft out of spite; or negligence; either one is a tragedy.I have worked arrivals into Denver for the past 25 years and I have never had so much trouble with TRACON controllers as I have the past 2 years. The skill of the Denver TRACON is highly suspect in my view. Each day; the controllers in my area have a new story of how terrible the TRACON controllers are. It is embarrassing. There was a time when I held TRACON controllers in high regard because of the traffic I watched them handle. Now; as center controllers; we spoon feed approach; but if they don't get everything exactly as they want; they complain; make us spin aircraft; or make immediate calls to the supervisors or operations managers. Somebody needs to get this system fixed. Aircraft X failed to make his crossing restriction and TRACON made us spin the aircraft just to prove a point. Then they forced us to violate their airspace before taking the handoff. Inexcusable.

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.