Widebody Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 7
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors; Airspace Structure
Aircraft X and aircraft Y were coming out of ZLA; a radar/oceanic transition sector into Oakland Oceanic. Both aircraft were assigned Flight Level 300. Aircraft X was routed FICKY direct 28N130W. Aircraft Y was routed FICKY FOOTS FLITY. They had 8 minutes longitudinal (10 minutes minimum separation) and approximately 30 miles lateral (50 miles minimum separation). The aircraft were slightly diverging; but not enough for the 15 degree rule. I told the ZLA controller to route aircraft Y direct FLITY. This would take the aircraft north of FICKY/FOOTS and enter non radar airspace with 70 miles separation from aircraft X. The ZLA controller put the route in the machine; I approved the direct routing; and it cleared up the conflict on my screen.After coming back from break; my relieving controller advised me that aircraft Y reported over FOOTS which was no longer being probed by ATOP instead of direct FLITY on the route I had previously coordinated. After conforming the position report with aircraft Y; he immediately issued a clearance to gain another form of separation.It appears that the aircraft never received the reroute clearance that I had coordinated with the controller.Controllers need to follow through with clearances that are coordinated; keep the routing in the machine up to date; and follow SOPs. The aircraft could not have been in FLAT track before radar termination as he was off the route in the machine by about 40 miles.
In my brief the briefing controller told me that aircraft Y was direct to a fix so that he would have lateral with another aircraft departing aircraft X. Aircraft Y was in trail. I assumed responsibility for the sector and I received a report that was out of conformance. It gave a waypoint (FOOTS) time and estimate for fixes afterwards. I requested another position report to confirm that he had crossed over FOOTS. I then asked aircraft X when he was able FL310 since the location of the other aircraft was in question. Aircraft X said he was able higher so I climbed him to FL310 so that FL300 would be open. Around that time I received a message from aircraft Y that confirm the routing. I put in the route and submitted the position report so that it would show an accurate location. I then asked aircraft Y to confirm latitude and longitude and next way point as an extra measure to ensure his location. He did and I put in that information as well. The aircraft was not at the location that we had in the system originally. It never showed a conflict because the routing was different and by the time I put in the correct routing the conflicting aircraft was at a higher altitude. I am not sure if they would have or did lose separation.I was not around when this coordination happened. Not sure if this was a coordination issue or a deviation.
An Oceanic Controller coordinated a route change for an aircraft they were receiving in their sector. The transferring Controller failed to issue the new route.