Date: 201705
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: I'm not sure if I had standard separation from other aircraft and restricted areas. Aircraft Y checked on assigned 270 knots and I climbed him to 27;000 feet. I told him the rides were better higher and further east; and even though I didn't have radar on aircraft Z; I saw his flight plan at 32;000 feet so I told aircraft Y I could give him 31;000 feet if he wanted it. He said he did; so I climbed him to 31;000 feet with normal speed out of 27;000 feet.Aircraft X checked on climbing very poorly. Aircraft Y had resumed normal speed with a 75 knot overtake. I turned aircraft X 15 degrees left and aircraft Y 5 degrees right and I was going to parallel their routes until aircraft X was above aircraft Y then issue a turn to MOHAK. Aircraft Y got to 31;000 feet and didn't like the ride. I told aircraft X to climb and maintain 35;000 feet hoping to keep the same plan; but with different altitudes. Aircraft X read it back; and didn't object so I climbed aircraft Y to 33;000 feet and issued direct to HOGGZ. I turned aircraft X on a 080 heading. At this time aircraft Z and aircraft A were being handed off to me. I accepted a radar hand off on both; changed aircraft A's code and issued a speed. Additionally restricted areas were active to 39;000 feet; as well as an ATCAA 40;000 feet and below and another restricted area 50;000 feet and below.I kept watching it realizing I had worked myself into a pickle and I was banking on aircraft X making it to 35;000 feet over aircraft Z; aircraft Y; and aircraft A. Aircraft X left 33;000 feet so I turned him to a 095 heading to avoid restricted airspace and it gave me a little more room to get above aircraft A. When it was all said and done I saw it was going to be close between aircraft X and aircraft A. I tried to descend aircraft Y; only to realize that aircraft Z was in the way. I tried to turn aircraft A; only to realize the restricted airspace was hot. So I had to wait until the last possible second; and turned aircraft X a 100 heading; aircraft A to a 280 heading. I issued traffic; told aircraft A that aircraft X was level at 35;000 feet even though he was out of 34;600 feet. I called traffic for aircraft X on aircraft A. I'm not certain that I had 5 miles and a thousand feet between both aircraft; nor am I certain that I kept aircraft A 3 miles from the restricted airspace. It was very scary for me; my hands were tied by my own doing and all I was trying to avoid at that point was a NMAC; or an actual collision. It feels very bad.One thing that could be improved upon is the San Diego arrivals coming from ZAB should be left at altitude. If aircraft A was at 36;000 or 38;000 feet and not forced down unnecessarily; it could have made all the difference in that particular situation; as well as many others like that when we have to parallel aircraft and miss the restricted airspace active both left and right of course.




Synopsis: ZLA Center Controller reported an airborne conflict between enroute aircraft and aircraft in restricted airspace.