Narrative:

Aircraft X was landing trm but currently stuck above aircraft Y overflight to nzy. When I took the sector aircraft Y additionally was at 11;000; an atypical altitude for his flight direction. Aircraft Y was outrunning aircraft X and soon we would be able to descend aircraft X for landing at trm and then get aircraft Y down to his requested altitude of 10;000. Aircraft X planned to cancel if he could descend lower on the visual approach so I asked my d-side to point him out to springs sector; the sct sector that owned airspace above trm airport. He completed this coordination but advised that springs sector wanted to take radar. Aircraft X was cleared for the visual approach and then shipped to springs sector. Apparently the sct controller had traffic and although he accepted the coordination (my d-side restated the clearance to him to be sure) he didn't realize what [conflict] he had created. He never gave us an alternate control instruction but later complained that our coordination was improper. In fact he disregarded or misunderstood the entire exchange. His unusual response to take radar made my d-side wary enough to restate the clearance and the sct controller still said nothing about it.I was not party to the d-side/sct coordination and only got to hear it after the fact via falcon but; as my d-side suspected; it appears the sct controller did not understand our intentions. If I had heard his response I may have instead returned to the LOA procedures so as not to confuse the apparently busy sct controller.

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Original NASA ASRS Text

Title: ZLA Controllers describe a situation where communication between hand off and another facility Controller could have been better.

Narrative: Aircraft X was landing TRM but currently stuck above Aircraft Y overflight to NZY. When I took the sector Aircraft Y additionally was at 11;000; an atypical altitude for his flight direction. Aircraft Y was outrunning Aircraft X and soon we would be able to descend Aircraft X for landing at TRM and then get Aircraft Y down to his requested altitude of 10;000. Aircraft X planned to cancel if he could descend lower on the visual approach so I asked my D-side to point him out to Springs Sector; the SCT sector that owned airspace above TRM airport. He completed this coordination but advised that Springs Sector wanted to take radar. Aircraft X was cleared for the visual approach and then shipped to Springs Sector. Apparently the SCT Controller had traffic and although he accepted the coordination (my D-side restated the clearance to him to be sure) he didn't realize what [conflict] he had created. He never gave us an alternate control instruction but later complained that our coordination was improper. In fact he disregarded or misunderstood the entire exchange. His unusual response to take radar made my D-side wary enough to restate the clearance and the SCT Controller still said nothing about it.I was not party to the D-side/SCT coordination and only got to hear it after the fact via FALCON but; as my D-side suspected; it appears the SCT Controller did not understand our intentions. If I had heard his response I may have instead returned to the LOA procedures so as not to confuse the apparently busy SCT Controller.

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.