Narrative:

I was working d-side at greencove sector. We noticed that the weather deviations and volume from overflights and departures was becoming too much; so I told the supervisor that something needed to be done because it was possibly going to get uncontrollable. He said that we are changing to single stream instead of dual stream departures. But that was not enough relief; it would need to be 50 miles in trail to have adequate safety or moving more airplanes out of the sector. Later; as things deteriorated and even getting a tracker position added; aircraft X was at FL260 and was climbed to FL310 by the radar controller. Aircraft Y was level at FL270. These 2 aircraft were within the 5 mile hoop and aircraft X climbed initially and then the radar controller amended his altitude to FL260. However; aircraft X did climb 200 feet within the hoop of aircraft Y at FL270.also; I possibly missed 2 point outs to a few airplanes who were deviating.the callsigns were: [three aircraft call signs deleted.]all of these had to be pointed out to 3 different sectors; so 9 phone calls had to be made. They clipped sector 15; 16; and 78.sector 16 definitely got a late point out and we violated their airspace. I am not sure if sector 15 had been pointed out by the st. Johns sector or not and I may have missed seeing the airplane hit their airspace or they actually topped their airspace stratum. There was just not enough time to call all the sectors and keep track on the radar and listen to clearances. Workload; every airplane was deviating; frequency congestion; and pilot requests all contributed to missing the point outs and the possible loss of standard separation.this is a safety event the whole 45 minute session I was on the d-side. I reiterate I notified the supervisor something needed to be done before things started to get bad with more and more weather deviations!traffic management must stop departures from mco or require 50 miles in trail or reroute overflights or cap departures at lower altitudes to reduce traffic volume within 5 minutes of us notifying the supervisor. If more notice is needed then the tmu needs to do something to be more aware of these situations.

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Original NASA ASRS Text

Title: ZJX controller reports of weather deviations and advises Front Line Manager that the sector was going to become unmanageable if something wasn't done to spread out the traffic. Reporter told of aircraft deviations and possible losses of separation due to deviations. Controller requested fifty miles in trail.

Narrative: I was working D-side at Greencove sector. We noticed that the weather deviations and volume from overflights and departures was becoming too much; so I told the supervisor that something needed to be done because it was possibly going to get uncontrollable. He said that we are changing to single stream instead of dual stream departures. But that was not enough relief; it would need to be 50 miles in trail to have adequate safety or moving more airplanes out of the sector. Later; as things deteriorated and even getting a tracker position added; Aircraft X was at FL260 and was climbed to FL310 by the radar controller. Aircraft Y was level at FL270. These 2 aircraft were within the 5 mile hoop and Aircraft X climbed initially and then the radar controller amended his altitude to FL260. However; Aircraft X did climb 200 feet within the hoop of Aircraft Y at FL270.Also; I possibly missed 2 point outs to a few airplanes who were deviating.The callsigns were: [Three aircraft call signs deleted.]All of these had to be pointed out to 3 different sectors; so 9 phone calls had to be made. They clipped sector 15; 16; and 78.Sector 16 definitely got a late point out and we violated their airspace. I am not sure if sector 15 had been pointed out by the St. Johns sector or not and I may have missed seeing the airplane hit their airspace or they actually topped their airspace stratum. There was just not enough time to call all the sectors and keep track on the radar and listen to clearances. Workload; every airplane was deviating; frequency congestion; and pilot requests all contributed to missing the point outs and the possible loss of standard separation.This is a safety event the whole 45 minute session I was on the D-side. I reiterate I notified the supervisor something needed to be done before things started to get bad with more and more weather deviations!Traffic management must stop departures from MCO or require 50 miles in trail or reroute overflights or cap departures at lower altitudes to reduce traffic volume within 5 minutes of us notifying the supervisor. If more notice is needed then the TMU needs to do something to be more aware of these situations.

Data retrieved from NASA's ASRS site 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.