Narrative:

Aircraft X was originally a DYAMD3 arrival into sfo. Sector 33 was told to put the aircraft on the YOSEM3 arrival and that meant the aircraft would go to 28L. Once sector 34 accepted the hand off there was discussion of the 5 metering number on the aircraft. The number was ignored as the operation board showing sfo DYAMD3 (tbm) or metering and the YOSEM3 (off). Since the board we follow showed yosem as off (in the past we ignore the meter number as the computer thinks the aircraft is on the DYAMD3 we did not slow or turn aircraft X to bleed the number to a 1 or 0. As the aircraft approached the point for the descend via; the controller in charge advised that the flow control unit called and said the '5' is real and we need to bleed it. I immediately called cedar sector at norcal and explained the situation and asking if she could take the aircraft at 250 knots and work accordingly. She agreed and the right controller followed the controller in charge persistence to spin the aircraft and aircraft X did a 360 at FL340. Fortunately; the sector was not too busy and it worked out but for crying out loud this was a major gaff and we need some direction in the future and not 'last second.' number one; if I coordinate with the sector (cedar at norcal) that should be good and the controller in charge not question me and believing me to ignore their instructions or flow. Secondly; the supervisor needed to pass onto the controller in charge or the sector 33 controller to bleed the 5 off and turn the overhead board on to show yosem (tbm)! Finally; flow control in our center knows that sector 33 takes care of all the spacing and should have made a more timely call to the controller in charge when sector 34 took the hand off and not so late that the aircraft was getting ready for final descent into sfo. We never ever wait that long to bleed a 5!

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Original NASA ASRS Text

Title: ZOA Center Controller reported confusion relating to an aircraft on a non-metered route that had a 5 minute loss time.

Narrative: Aircraft X was originally a DYAMD3 arrival into SFO. Sector 33 was told to put the aircraft on the YOSEM3 arrival and that meant the aircraft would go to 28L. Once Sector 34 accepted the hand off there was discussion of the 5 metering number on the aircraft. The number was ignored as the operation board showing SFO DYAMD3 (TBM) or metering and the YOSEM3 (Off). Since the Board we follow showed YOSEM as off (in the past we ignore the meter number as the computer thinks the aircraft is on the DYAMD3 we did not slow or turn Aircraft X to bleed the number to a 1 or 0. As the aircraft approached the point for the descend via; the CIC advised that the flow control unit called and said the '5' is real and we need to bleed it. I immediately called Cedar sector at NorCal and explained the situation and asking if she could take the aircraft at 250 knots and work accordingly. She agreed and the R controller followed the CIC persistence to spin the aircraft and Aircraft X did a 360 at FL340. Fortunately; the sector was not too busy and it worked out but for crying out loud this was a major gaff and we need some direction in the future and not 'last second.' Number one; if I coordinate with the sector (Cedar at NorCal) that should be good and the CIC not question me and believing me to ignore their instructions or flow. Secondly; the Supervisor needed to pass onto the CIC or the Sector 33 controller to bleed the 5 off and turn the overhead board on to show YOSEM (TBM)! Finally; flow control in our center knows that sector 33 takes care of all the spacing and should have made a more timely call to the CIC when sector 34 took the Hand off and not so late that the aircraft was getting ready for final descent into SFO. We never ever wait that long to bleed a 5!

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.