Narrative:

I had just taken control of the sector and issued a vector for spacing to aircraft X flight for spacing. We were currently providing 20 miles in trail (mit) to ord and the ultra-high sector had a faster aircraft I was going to follow. I issued aircraft X a 20 degree left turn. We started with 0 mit trying to get to 20 mit. I was watching an aircraft descend out of sector 31 from 37000 feet to 33000 feet. I had taken another aircraft from sector 30 heading southeast bound at 35000 feet. Sector 31 was going to miss my traffic at 35000 feet and aircraft X at 36000 feet. I then noticed close to my boundary aircraft Y at 36000 feet in conflict with aircraft X I had on a vector for spacing. I took the hand off and placed a heading of 180 in the data block. I called sector 94 to coordinate a turn to a heading of 180 for aircraft Y. The controller at sector 94 was speaking over my coordination at first advising me to descend my aircraft X aircraft to 35000 feet. I advised sector 94 I was unable due to traffic at 35000 feet and to place aircraft Y on a heading of 180. The sector 94 controller said ok. They asked me why I had aircraft X on a vector and was it for spacing. I advised yes. He told me to not worry about the spacing and told me to place aircraft X flight on a 360 heading and descend to 35000 feet; that he had traffic at 36000 feet for aircraft X. I advised ok.I could not safely issue the vector or descent until aircraft Y was turned to the 180 heading. Aircraft Y was still not on my frequency and still no turn. The aircraft were still on unsafe headings and still about to lose separation. I issued a heading to aircraft X to a heading of 270 to prevent a near collision. Still no aircraft Y turn or communication. Finally aircraft Y checked on. No turn was noticed and I asked him if he was on an assigned heading. Aircraft Y advised no; so I issued an immediate left turn to heading 180 and aircraft Y complied. The action kept both aircraft out of conflict. I then entered FL350 into aircraft X's data block which gave me a conflict alert with the aircraft southeast bound at 35000 feet. Once aircraft X was clear of aircraft Y; I issued the 360 heading to aircraft X and then waited for him to be clear of my 35000 foot traffic and descended aircraft X to 35000 feet as coordinated.I never coordinated aircraft Y not going on a 180 heading; but can understand the miscommunication with the controller at sector 94. After a few controllers heard the situation they knew right away that rivers controllers think their coordination overrides anything coordinated. I would like to have the rivers controllers aware of this situation and communicate clearer; and to follow coordinated instructions.

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Original NASA ASRS Text

Title: ZKC Center Controller instructed an adjacent sector to place an aircraft on a heading for separation in their sector. The adjacent sector did not issue the heading.

Narrative: I had just taken control of the sector and issued a vector for spacing to Aircraft X flight for spacing. We were currently providing 20 miles in trail (MIT) to ORD and the ultra-high sector had a faster aircraft I was going to follow. I issued Aircraft X a 20 degree left turn. We started with 0 MIT trying to get to 20 MIT. I was watching an aircraft descend out of sector 31 from 37000 feet to 33000 feet. I had taken another aircraft from sector 30 heading southeast bound at 35000 feet. Sector 31 was going to miss my traffic at 35000 feet and Aircraft X at 36000 feet. I then noticed close to my boundary Aircraft Y at 36000 feet in conflict with Aircraft X I had on a vector for spacing. I took the hand off and placed a heading of 180 in the data block. I called sector 94 to coordinate a turn to a heading of 180 for Aircraft Y. The controller at sector 94 was speaking over my coordination at first advising me to descend my Aircraft X aircraft to 35000 feet. I advised Sector 94 I was unable due to traffic at 35000 feet and to place Aircraft Y on a heading of 180. The Sector 94 controller said OK. They asked me why I had Aircraft X on a vector and was it for spacing. I advised yes. He told me to not worry about the spacing and told me to place Aircraft X flight on a 360 heading and descend to 35000 feet; that he had traffic at 36000 feet for Aircraft X. I advised OK.I could not safely issue the vector or descent until Aircraft Y was turned to the 180 heading. Aircraft Y was still not on my frequency and still no turn. The aircraft were still on unsafe headings and still about to lose separation. I issued a heading to Aircraft X to a heading of 270 to prevent a near collision. Still no Aircraft Y turn or communication. Finally Aircraft Y checked on. No turn was noticed and I asked him if he was on an assigned heading. Aircraft Y advised no; so I issued an immediate left turn to heading 180 and Aircraft Y complied. The action kept both aircraft out of conflict. I then entered FL350 into Aircraft X's data block which gave me a conflict alert with the aircraft southeast bound at 35000 feet. Once Aircraft X was clear of Aircraft Y; I issued the 360 heading to Aircraft X and then waited for him to be clear of my 35000 foot traffic and descended Aircraft X to 35000 feet as coordinated.I never coordinated Aircraft Y not going on a 180 heading; but can understand the miscommunication with the controller at sector 94. After a few controllers heard the situation they knew right away that Rivers Controllers think their coordination overrides anything coordinated. I would like to have the Rivers Controllers aware of this situation and communicate clearer; and to follow coordinated instructions.

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.