Narrative:

Weather was moderately impacting the sector. Every aircraft was on a weather deviation or avoidance reroute. Shortly before this even I was becoming inundated with traffic off loaded from an adjacent arrival into mco which had been closed due to the weather. In addition; the mco arrivals I was working had to be issued an additional reroute to a different transition of the CWRLD2 arrival. So each mco arrival I was receiving had just been issued bad routing which I then had to fix. I called for a d-side for assistance and was promptly given one. At this time; my frequency was failing. I was briefed that the sector was on buec's (back-up emergency communication) and that the main and standby frequencies were inoperative. This is a common problem at this sector during bad weather. An alternate frequency was made available. So in the midst of disseminating weather to the aircraft; issuing weather deviation clearances; issuing reroutes that had not been properly done by previous sectors; dealing with a failing frequency and switching all aircraft to a backup frequency and accounting for all of my aircraft; I was needless to say a little distracted. A B757 was at FL300 on routing direct hatma..grdon.CWRLD2.kmco the hatma intersection lies within the confines of the gunnex area which is operated by sealord and used for live-fire exercises. This area was hot sfc-FL300. Until this point all of my aircraft had transitioned on top of the gunnex area. The next sector noticed the B757 in hand off mode heading toward gunnex and asked me if sealord had gotten a point out; which they had not. The controller next to me initiated the point out as I issued climb to FL310. In the common event of severe weather impact; the center needs to be able to deactivate certain portions of the warning areas on a real time basis. In addition; there was a big communications failure between tmu and flm's to the surrounding sectors with regard to the routing's that the aircraft offloaded from the closed arrival needed to be on. Lastly; a procedure needs to be in effect so as a sector is never just on buec's with no reasonable expectation of the main transmitter returning to service.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZJX Controller described an military airspace incursion event while operating a sector impacted by weather; heavy traffic; re-routes and frequency problems; the reporter suggesting improved TMU/FLM coordination and back up communication equipment.

Narrative: Weather was moderately impacting the sector. Every aircraft was on a weather deviation or avoidance reroute. Shortly before this even I was becoming inundated with traffic off loaded from an adjacent arrival into MCO which had been closed due to the weather. In addition; the MCO arrivals I was working had to be issued an additional reroute to a different transition of the CWRLD2 arrival. So each MCO arrival I was receiving had just been issued bad routing which I then had to fix. I called for a D-Side for assistance and was promptly given one. At this time; my frequency was failing. I was briefed that the sector was on BUEC's (Back-Up Emergency Communication) and that the main and standby frequencies were inoperative. This is a common problem at this sector during bad weather. An alternate frequency was made available. So in the midst of disseminating weather to the aircraft; issuing weather deviation clearances; issuing reroutes that had not been properly done by previous sectors; dealing with a failing frequency and switching all aircraft to a backup frequency and accounting for all of my aircraft; I was needless to say a little distracted. A B757 was at FL300 on routing direct HATMA..GRDON.CWRLD2.KMCO the HATMA intersection lies within the confines of the GUNNEX area which is operated by Sealord and used for live-fire exercises. This area was hot SFC-FL300. Until this point all of my aircraft had transitioned on top of the GUNNEX area. The next sector noticed the B757 in hand off mode heading toward GUNNEX and asked me if Sealord had gotten a point out; which they had not. The Controller next to me initiated the point out as I issued climb to FL310. In the common event of severe weather impact; the Center needs to be able to deactivate certain portions of the warning areas on a real time basis. In addition; there was a big communications failure between TMU and FLM's to the surrounding sectors with regard to the routing's that the aircraft offloaded from the closed arrival needed to be on. Lastly; a procedure needs to be in effect so as a sector is never just on BUEC's with no reasonable expectation of the main transmitter returning to service.

Data retrieved from NASA's ASRS site as of July 2013 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.