Narrative:

Aircraft X was landing sdm; routing when I took over the sector was mohak.sdm. He was descending out of FL400 for FL340. I got hand offs on two aircraft just west of mohak; one at FL370 and one at FL350. I was briefed that we were to follow the sheet provided for the status of restricted areas because our uret wasn't updating properly; the sheet was provided by out mos. I was also briefed at that time that R2307 was active FL230 and below. Once the briefing was over I cleared aircraft X direct ipl.sdm to keep him north of the traffic on J18. I then proceeded to start the hand off to LA31. When the aircraft was already in R2307 the controller at LA31 called asking what altitude we were showing R2307. I advised the controller that we were provided a sheet and that we were showing it active FL230 and below all day. The controller informed me that they were showing it active FL890 and below; upon which I told her that our mos had called the mos at ZLA and that we were given the sheet to follow because uret wasn't going to be accurate for at least an hour. The controller said they would check with the mos again and took the hand off. I shipped aircraft X and the aircraft was turned south out of the restricted area once the aircraft crossed our common boundary. I told my supervisor what had happened and they started the process of investigating what was going on; when it was discovered that the sheet that had been provided was the wrong one. Up until a few months ago we would receive a strip to be posted at the sector that depicted the status of the restricted areas. It was a very useful tool since ZLA actually has control of R2308; R2306; R2307; and R2301W; all of which are at least partially in ZAB 42/91/65 airspace. The strip was taken away due to eram; it was thought that it needed to happen so that once we transitioned to eram it would be one less adjustment for the controllers to get used to. However; we have now been without the strip for at least 8-10 months and eram is no closer to being implemented full time. There has been much confusion over the past several months as to what the restricted areas are active to. Our flm's have been proactive in trying to keep us updated; however; today's events clearly show that there is a flaw in the system. Controllers have to have accurate information in order to ensure airspace separation and safe operation of the aircraft in their airspace.

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Original NASA ASRS Text

Title: ZAB Controllers described a Restricted Airspace entry when the active status of the area was confused because of URET informational failure/s; the reporters indicating local procedures must be improved.

Narrative: AIRCRAFT X was landing SDM; routing when I took over the sector was MOHAK.SDM. He was descending out of FL400 for FL340. I got hand offs on two aircraft just West of MOHAK; one at FL370 and one at FL350. I was briefed that we were to follow the sheet provided for the status of restricted areas because our URET wasn't updating properly; the sheet was provided by out MOS. I was also briefed at that time that R2307 was active FL230 and below. Once the briefing was over I cleared AIRCRAFT X direct IPL.SDM to keep him north of the traffic on J18. I then proceeded to start the hand off to LA31. When the aircraft was already in R2307 the controller at LA31 called asking what altitude we were showing R2307. I advised the controller that we were provided a sheet and that we were showing it active FL230 and below all day. The controller informed me that they were showing it active FL890 and below; upon which I told her that our MOS had called the MOS at ZLA and that we were given the sheet to follow because URET wasn't going to be accurate for at least an hour. The controller said they would check with the MOS again and took the hand off. I shipped AIRCRAFT X and the aircraft was turned South out of the restricted area once the aircraft crossed our common boundary. I told my Supervisor what had happened and they started the process of investigating what was going on; when it was discovered that the sheet that had been provided was the wrong one. Up until a few months ago we would receive a strip to be posted at the sector that depicted the status of the restricted areas. It was a very useful tool since ZLA actually has control of R2308; R2306; R2307; and R2301W; all of which are at least partially in ZAB 42/91/65 airspace. The strip was taken away due to ERAM; it was thought that it needed to happen so that once we transitioned to ERAM it would be one less adjustment for the controllers to get used to. However; we have now been without the strip for at least 8-10 months and ERAM is no closer to being implemented full time. There has been much confusion over the past several months as to what the restricted areas are active to. Our FLM's have been proactive in trying to keep us updated; however; today's events clearly show that there is a flaw in the system. Controllers have to have accurate information in order to ensure airspace separation and safe operation of the aircraft in their airspace.

Data retrieved from NASA's ASRS site as of April 2012 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.