Narrative:

Aircraft X departed sba on letter of agreement (LOA) heading of 250 degrees. Sba approach asked for higher and I approved 15;000 feet. Aircraft X was not shipped over to my frequency in a timely manner and was heading towards R2517. I made a few attempts to contact the aircraft and was not able to raise them. I called sba approach and asked them to try aircraft X and put them on a heading of 340 degrees to miss R2517. Sba said they had already shipped aircraft X and I asked them to try again.I hung up the line and tried a few more times to raise aircraft X with no luck and then got on the line with frontier control to make a point out; but they had not arrived for the day yet. Aircraft X then check on the frequency and I issued a 340 heading with instruction to expedite the turn to miss R2517. I called sba approach back a short time later and asked if aircraft X was on frequency and they said they were and they shipped them over. I don't understand why my control instruction was not compiled with. It was plain to see that aircraft X was heading for R2517. We are all aware that R2517 has to be avoided at all times; it's never open to any aircraft except authorized aircraft; so even if they didn't hear or remember that I issued a control instruction they should have realized aircraft X was approximately 5 miles from R2517 and should have been issued a heading to avoid R2517.sba aircraft need to be on a heading to avoid R2517. This has happened so many times to so many different controllers over the last 10 years and we just keep the old procedure and keep acting like this is not a problem. This procedure works fine 90% of the time until the aircraft gets lost on another frequency or the approach controller doesn't ship the aircraft on time. Departing aircraft on a heading that is in conflict with restricted areas is not a good idea; and to make things worse on the other side of the restricted area is a very active warning area. I have seen aircraft go through both. It is time to change this procedure and come up with one that is safer; one that will address the possibility of aircraft not on frequency that will lead the aircraft away from the dangerous activities in that airspace.

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Original NASA ASRS Text

Title: ZLA Controller reported an aircraft handed off from a TRACON to the Center was NORDO. The Center Controller was not able to vector the aircraft away from military restricted airspace.

Narrative: Aircraft X departed SBA on Letter of Agreement (LOA) heading of 250 degrees. SBA Approach asked for higher and I approved 15;000 feet. Aircraft X was not shipped over to my frequency in a timely manner and was heading towards R2517. I made a few attempts to contact the aircraft and was not able to raise them. I called SBA Approach and asked them to try aircraft X and put them on a heading of 340 degrees to miss R2517. SBA said they had already shipped aircraft X and I asked them to try again.I hung up the line and tried a few more times to raise aircraft X with no luck and then got on the line with Frontier Control to make a point out; but they had not arrived for the day yet. Aircraft X then check on the frequency and I issued a 340 heading with instruction to expedite the turn to miss R2517. I called SBA Approach back a short time later and asked if aircraft X was on frequency and they said they were and they shipped them over. I don't understand why my control instruction was not compiled with. It was plain to see that aircraft X was heading for R2517. We are all aware that R2517 has to be avoided at all times; it's never open to any aircraft except authorized aircraft; so even if they didn't hear or remember that I issued a control instruction they should have realized aircraft X was approximately 5 miles from R2517 and should have been issued a heading to avoid R2517.SBA aircraft need to be on a heading to avoid R2517. This has happened so many times to so many different controllers over the last 10 years and we just keep the old procedure and keep acting like this is not a problem. This procedure works fine 90% of the time until the aircraft gets lost on another frequency or the Approach Controller doesn't ship the aircraft on time. Departing aircraft on a heading that is in conflict with restricted areas is not a good idea; and to make things worse on the other side of the restricted area is a very active warning area. I have seen aircraft go through both. It is time to change this procedure and come up with one that is safer; one that will address the possibility of aircraft not on frequency that will lead the aircraft away from the dangerous activities in that airspace.

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.