Medium Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 14.5
Human-Machine Interface; Confusion; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Airspace Structure; Procedure; Chart Or Publication
While working traffic; I noticed Aircraft X turn northbound. As I did a route readout to see where aircraft was supposed to be going and realized where he was going; Approach called asking where Aircraft X was going. I said 'I don't know; I'll ask when he checks in'. As I was talking to Approach Aircraft X checks in; but I never heard what he said. I got off the line with Approach and told Aircraft X to amend altitude and maintain 10000 feet. He said he was already level at 10000 feet. I turned Aircraft X to a 240 heading to get him out of Approach's airspace. I asked Aircraft X what his clearance and routing from Tower was and he said he was issued the [SID] departure. We showed he was on a different SID which should have been a 250 heading into ZLA's airspace. I asked if he responded to an RA and Aircraft X said affirmative; that's why he stopped at 10000 feet before I even told him to maintain 10000 feet. I called Approach after and asked if they knew the call sign of their aircraft they were working but they weren't sure. A few minutes had passed since it happened. She said she thinks it was an air carrier and that their aircraft responded to an RA and descended. Aircraft X was on noise abatement procedures and not the normal SID. Noise abatement procedures start at XA:00 local and this even happened at roughly XA:45 local. He was issued the normal SID from the tower but with noise abatement procedures on; he was supposed to be on the noise abatement SID. Throughout this event; I don't recall conflict alert ever going off; even when I was talking to Aircraft X and told him to maintain 10000 feet and saw a limited data block pass off his right side at 9800 feet. Approach and Tower need to be more conscientious on noise abatement departing aircraft to verify their routes.
During our climb on the departure out of we crossed the fix and were level at 5;000 feet. Departure Control then gave us a climb to 12;000 feet. The Captain queried Approach and asked 'Are we cleared unrestricted to 12;000?' in which Approach responded 'Yes; climb and maintain 12;000 feet. As we continued our climb approaching the next waypoint on the departure we saw traffic on our TCAS scope at our 11 o'clock and descending towards us. We received a 'traffic; traffic' announcement from the TCAS and identified it. I asked Approach about the traffic and just as I did we received an RA telling us to maintain altitude; then to descend. At the same time Approach responded with 'level at 10000.' After we descended a couple hundred feet we were clear of traffic. Approach then gave us a vector and an altitude of 10;000 feet again. They eventually vectored us around and back onto our flight plan. They did ask us about the clearance given to us by Tower. We told them; and they gave us a phone number to call once we got on the ground. After we landed and got settled the Captain called Approach with me there. They told us Tower had issued us a departure procedure that they were not expecting and that it was an ATC issue.
ZLA Center controller reported they received an aircraft from Approach on the wrong SID which had just responded to an RA in Approach's airspace.