Narrative:

Severe weather (thunderstorms) over key west caused numerous aircraft many miles of deviations for weather. W174C was active so all aircraft were deviating north of canoa and maxim. The supervisor advised us that all of W174 was going to be active surface to FL500. I advised the supervisor that all my traffic was deviating north and would be in the warning area W174B and east. He advised he did not have a choice. The B646 corridor was blocked by severe weather tops to FL420 and all the traffic was deviating into W174B and east. I advised the supervisor that there was a 'car' that required tmu to have telcons and reroute traffic away from the weather and active warning areas. I suggested to the supervisor that traffic could be rerouted thru ZHU airspace over minow and be clear of weather and away from the warning areas. The supervisor advised me he would tell tmu. Later I still had not been advised of any action by the supervisor or tmu. At that time; I called havana center and advised them that due to weather deviations and upcoming active warning areas I could no longer accept traffic over maxim/canoa and the B646 corridor. I then asked havana center to reroute all traffic over tadpo and the G448 corridor with east deviations since W465A and B were cold. This worked for about 20 minutes until W465 also went active. Numerous arrivals and departures were deviating for weather and spilling into the active warning areas. The supervisor then left and assigned the area to a controller in charge. This operation upset many people and was unsafe. The tmu should have been proactive and reroute inbound traffic over ZHU via minow and away from the weather and active warning areas. The tmu should have ground stopped all departures filed over tadpo; maxim; canoa until the weather moved out or the warning areas went cold.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZMA Controller described possible airspace incursions due to weather deviations and the Supervisor/TMU failures to coordinate and provide re-routes prior to the incidents.

Narrative: Severe weather (thunderstorms) over Key West caused numerous aircraft many miles of deviations for weather. W174C was active so all aircraft were deviating north of CANOA and MAXIM. The Supervisor advised us that all of W174 was going to be active surface to FL500. I advised the Supervisor that all my traffic was deviating north and would be in the Warning Area W174B and E. He advised he did not have a choice. The B646 corridor was blocked by severe weather tops to FL420 and all the traffic was deviating into W174B and E. I advised the Supervisor that there was a 'CAR' that required TMU to have Telcons and reroute traffic away from the weather and Active Warning Areas. I suggested to the Supervisor that traffic could be rerouted thru ZHU airspace over MINOW and be clear of weather and away from the Warning Areas. The Supervisor advised me he would tell TMU. Later I still had not been advised of any action by the Supervisor or TMU. At that time; I called Havana Center and advised them that due to weather deviations and upcoming Active Warning Areas I could no longer accept traffic over MAXIM/CANOA and the B646 corridor. I then asked Havana Center to reroute all traffic over TADPO and the G448 corridor with east deviations since W465A and B were cold. This worked for about 20 minutes until W465 also went Active. Numerous arrivals and departures were deviating for weather and spilling into the Active Warning Areas. The Supervisor then left and assigned the Area to a CIC. This operation upset many people and was unsafe. The TMU should have been proactive and reroute inbound traffic over ZHU via MINOW and away from the weather and Active Warning Areas. The TMU should have ground stopped all departures filed over TADPO; MAXIM; CANOA until the weather moved out or the Warning Areas went cold.

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.