ZAB Controller described failed communications event with traffic transitioning assigned airspace; Reporter noting new URET contact procedure is adding confusion; stress and distractions to an already complex environment.

Narrative

Because of recent events and possible terrorist threats we have a new requirement at ZAB that says you must put a check mark in the empty box next to the aircraft call sign in URET while working the R-side alone. I was working 20/63 combined with average traffic slowly building. Air Carrier X had entered my sector eastbound to DFW and I neglected to place a check mark next to the call sign. As I went back to URET to place a check mark in another aircraft call sign I noticed that Air Carrier X did not have the check mark and I was sure without doubt that Air Carrier X had indeed checked on the frequency and that I had responded. It turns out that Air Carrier X did not check on my frequency. When it came time to ship Air Carrier X to Fort Worth Center I did not receive a reply. After another attempt or two I notified my supervisor that I was not talking to Air Carrier X; as required; and didn't recall at this point if I had a D-side or not; but if I did; one of us promptly called sector 19 and requested they try shipping Air Carrier X to INK. Air Carrier X took the frequency change. Air Carrier X had flown through my airspace without being on my frequency for a period of 15 to 20 minutes. Once it was identified that Air Carrier X was not on my frequency the process to get Air Carrier X to the correct frequency was probably less than two minutes. I was briefed that terrorist action was expected in the near future and making sure the aircraft are on the appropriate frequency is more important now than ever. I understand the importance and I agreed. This has been a recurring problem for a long time. I also found out that the previous sector working Air Carrier X had training with a new R-side developmental with low traffic and no D-side. When that developmental shipped Air Carrier X to my frequency another sector called for coordination involving something else and 19 never received a reply from Air Carrier X. I know my level of awareness and it is higher than average and I was able to make that mistake. While working busy traffic alone in sector 87 the next day I was more aware and asked several aircraft that had already checked on my frequency weather or not they had indeed checked on my frequency because when I went to URET there was no check mark and I wasn't going to trust my memory. This made me even busier than I already was and it can become a distraction. What's worse were the many times I shipped aircraft that I knew 100% to be on my frequency to the next sector and got no reply on the first or even second attempt. It's adding unnecessary confusion and stress. One aircraft even commented; 'thanks for waking us up;' when I issued a standard traffic call. To top it off after another sector takes RADAR on an aircraft; the aircraft gray's out in URET; and drops off; so if you ship one of these aircraft and they don't reply you have no idea weather or not you had placed a check mark in the box next to the call sign in URET in the first place. This check mark system is becoming an ineffective distraction and that makes it a safety issue. We need a better system than a check mark on URET to ensure aircraft are on the correct frequency. I don't know what that system could be but I'm aware of our technology and I'm sure we can come up with a huge improvement over our current system which doesn't account for human error. I don't think manning D-sides in every position that has average traffic or more is a fix to this situation. It is too easy for qualified pilots and controllers to make mistakes leading to this type of error again and again; even more so when working busy traffic levels. It is important for aircraft safety and awareness of terrorist action that these mistakes are ended completely.