Narrative:

There was weather that extended from sjt to south dakota. There was a traffic management plan that routed aircraft from phl south that were landing ZLA ZAB ZSE (western airports) to ZHU. ZHU required 30 miles in trail for aircraft on each of these routes entering our airspace. We had called command center several times that we were monitoring the routes and aircraft in ZTL and departing atl were being rerouted on a different traffic management plan.after several calls we were told that the route had been approved by ZFW. ZHU expressed our concern that by the time these aircraft got to the line of weather that they would have to deviate south into ZHU and we needed aircraft on the routes with miles in trail to control our traffic in the jct sector. We were told repeatedly that ZFW would work the aircraft and they would not come to us. As they approached the weather they began deviating south and ZFW (ink/lee sectors) began handoffs on these aircraft. In addition they began handoffs on their west to east aircraft landing dfw/dal that could no longer stay in ZFW. We had put restrictions on ZFW that aircraft landing dfw/dal needed to be at or below 27000 feet entering ZHU; which would force them into our low altitude sector that did not have the volume of the high sectors. We called command center and told them we needed compliance on the 30 miles in trail from the east and at or below 27000 feet from the west. ZFW traffic management unit (tmu) said 'I don't know why you're calling here in a panic. We've been working these aircraft all night.' I specifically gave them call signs of 9 aircraft that were between dfw and abi and told them if they are coming into ZHU we need them on a route over jct and 30 miles in trail and the dfw landing traffic needed to be at or below 27000 feet. I was told that they were not coming into our airspace. 15-30 minutes later we had handoffs on all of those aircraft with no miles in trail. In addition to 3 aircraft landing dfw that were at 31000 and 33000 feet. At that point we called ZFW through and said 'now we have those aircraft and we don't have compliance'. Again they said that they were staying in ZFW when ZHU already had the handoffs. In addition to these overflight aircraft that had departed D10 were previously on routes to the south then west over ZHU with 30 miles in trail. D10 was backed up on departures so ZFW began routing aircraft west out of D10 with no miles in trail. These aircraft again got to the weather and began deviations to the south into ZHU with no miles in trail.the monitor alert parameter values for ZHU sector 97 are 21 we were substantially over those numbers with 31/33. We had capped ZHU departures westbound at or below 26000 feet and stopped west departures from aus and sat; but the volume in 97 was too high and unsafe! ZHU got no assistance or compliance from ZFW or command center in this situation. I'm not sure they even understood the issue. In their minds ZHU wasn't working the aircraft even though we had handoffs and they were in ZHU airspace. If ZHU had compliance from ZFW and command center! We got absolutely no assistance from either.aircraft off east coast airports should have been left on the tmu plan with the miles in trail that ZHU requested and called command center multiple times about the implications of routing them into ZFW. ZFW should have complied with the restriction to have dfw landing traffic at or below 27000 feet. ZFW should have left D10 departure traffic on the original route south over hoary instead of trying to cut them west. ZFW should have complied with the request to route aircraft that were west of dfw deviating on a route over llo/jct with 30 miles in trail instead of the last minute handoffs with no miles in trail.this is an event that happens repeatedly with these big lines of weather. I'm not sure ZFW or command center understands that unlike other centers ZHU has nowhere to offload aircraft to the south.

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Original NASA ASRS Text

Title: ZHU Center Traffic Management Unit Controller issued routes and restriction for traffic entering ZHU during a period of weather deviations. The surrounding facilities did not comply with the Controller's Traffic Management plans.

Narrative: There was weather that extended from SJT to South Dakota. There was a Traffic Management plan that routed aircraft from PHL south that were landing ZLA ZAB ZSE (western airports) to ZHU. ZHU required 30 miles in trail for aircraft on each of these routes entering our airspace. We had called Command Center several times that we were monitoring the routes and aircraft in ZTL and departing ATL were being rerouted on a different Traffic management plan.After several calls we were told that the route had been approved by ZFW. ZHU expressed our concern that by the time these aircraft got to the line of weather that they would have to deviate south into ZHU and we needed aircraft on the routes with Miles In Trail to control our traffic in the JCT Sector. We were told repeatedly that ZFW would work the aircraft and they would not come to us. As they approached the weather they began deviating south and ZFW (INK/LEE sectors) began handoffs on these aircraft. In addition they began handoffs on their west to east aircraft landing DFW/DAL that could no longer stay in ZFW. We had put restrictions on ZFW that aircraft landing DFW/DAL needed to be at or below 27000 feet entering ZHU; which would force them into our low altitude sector that did not have the volume of the high sectors. We called Command Center and told them we needed compliance on the 30 miles in trail from the east and at or below 27000 feet from the west. ZFW Traffic management Unit (TMU) said 'I don't know why you're calling here in a panic. We've been working these aircraft all night.' I specifically gave them call signs of 9 aircraft that were between DFW and ABI and told them if they are coming into ZHU we need them on a route over JCT and 30 miles in trail and the DFW landing traffic needed to be at or below 27000 feet. I was told that they were not coming into our airspace. 15-30 minutes later we had handoffs on ALL of those aircraft with no miles in trail. In addition to 3 aircraft landing DFW that were at 31000 and 33000 feet. At that point we called ZFW through and said 'now we have those aircraft and we don't have compliance'. Again they said that they were staying in ZFW when ZHU already had the handoffs. In addition to these overflight aircraft that had departed D10 were previously on routes to the south then west over ZHU with 30 miles in trail. D10 was backed up on departures so ZFW began routing aircraft west out of D10 with no miles in trail. These aircraft again got to the weather and began deviations to the south into ZHU with no miles in trail.The Monitor Alert Parameter values for ZHU Sector 97 are 21 we were substantially over those numbers with 31/33. We had capped ZHU departures westbound at or below 26000 feet and stopped west departures from AUS and SAT; but the volume in 97 was too high and UNSAFE! ZHU got no assistance or compliance from ZFW or Command Center in this situation. I'm not sure they even understood the issue. In their minds ZHU wasn't working the aircraft even though we had handoffs and they were in ZHU airspace. If ZHU had compliance from ZFW and Command Center! We got absolutely no assistance from either.Aircraft off East Coast airports should have been left on the TMU plan with the miles in trail that ZHU requested and called Command Center multiple times about the implications of routing them into ZFW. ZFW should have complied with the restriction to have DFW landing traffic at or below 27000 feet. ZFW should have left D10 departure traffic on the original route south over HOARY instead of trying to cut them west. ZFW should have complied with the request to route aircraft that were west of DFW deviating on a route over LLO/JCT with 30 miles in trail instead of the last minute handoffs with no miles in trail.This is an event that happens repeatedly with these big lines of weather. I'm not sure ZFW or Command Center understands that unlike other Centers ZHU has nowhere to offload aircraft to the south.

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.