Narrative:

Like so many other reports; I was working 46. Again. I had three jumps up at eloy; one at area 51 (7 miles east of eloy); and three intermittently up at coolidge. I had a string of arrivals on the arrival into phx. I probably had 18 aircraft; but I didn't even remotely have time to count. You guys have seen enough reports to know how much of a problem the phx arrivals going between these two busy jump zones is (plus area 51; plus sawtooth; plus cgz; plus mzj in the sector). I was pretty busy with a ton of vfrs and all the other operations the sector has. One of the jumps (aircraft X I think) circled pretty far northeast bound; basically right into the arrival. He was definitely out of the jump zone and the climb box. I had another jump just previous to aircraft X who had done the same thing at 150; necessitating me stopping two arrivals at 160 above him. It was at 120; then went to 130; then 135. I had an arrival at 140 on the pinng that was already descending via (hadn't started down yet) that I then climbed to 150 for aircraft X. The crj [aircraft Y] questioned the clearance and I told him it was for traffic. I instructed aircraft X to maintain VFR at or below 13;500 for traffic. I can't remember if I called the traffic. At this point I was hanging on for dear life and all I wanted to do was avoid having them hit.incidentally; [two days before] I had [another aircraft] doing the same thing; climbing into the arrival with two crjs on the pinng. One of the pilots questioned the sanity of the jump operation on the arrival. Literally; he said it was insane.then; of course; there is our atrocious staffing. We only have 28 cpcs in the area. By my calculation; we should have a minimum of 38; especially when you consider the ecv [external compliance verification] we had earlier this year and how critical they were of us not staffing D sides and going down the toilet constantly. Realistically; we need more than 38. Our facility staffing number is 180; but it should be closer to 210. [A coworker] and I wrote a letter asking for the number to be raised based on our D side needs and our traffic climbing; but no ever got back to us. That was nearly a year ago.I give permission to share this report with all relevant parties.I don't know what to say. Sure the 49 ultra low will help with workload; but the bottom line of the problem is a major arrival into a major hub airport going between two of the busiest jump airports in the world. Procedurally I think we need a better handle on part 105 operations. From a system standpoint; 46 obviously exceeds controller workload consistently; although the tsd [traffic situation display] would lead you to believe the sector is sedate. We absolutely need to count vfrs on the tsd. Maybe 46 would be constantly red (which; believe it or not; I've actually heard as a reason not to lower map [monitor alert parameters] numbers); but I really don't care. The sector needs to be handled better; by everyone (operations manager; front line managers; controllers; traffic management unit).

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Original NASA ASRS Text

Title: Albuquerque Center Controller reported of parachute operations that were being conducted within the arrival routes and the confusion surrounding the operations.

Narrative: Like so many other reports; I was working 46. Again. I had three jumps up at Eloy; one at Area 51 (7 miles east of Eloy); and three intermittently up at Coolidge. I had a string of arrivals on the arrival into PHX. I probably had 18 aircraft; but I didn't even remotely have time to count. You guys have seen enough reports to know how much of a problem the PHX arrivals going between these two busy jump zones is (plus Area 51; plus Sawtooth; plus CGZ; plus MZJ in the sector). I was pretty busy with a ton of VFRs and all the other operations the sector has. One of the jumps (Aircraft X I think) circled pretty far northeast bound; basically right into the arrival. He was definitely out of the jump zone and the climb box. I had another jump just previous to Aircraft X who had done the same thing at 150; necessitating me stopping two arrivals at 160 above him. It was at 120; then went to 130; then 135. I had an arrival at 140 on the PINNG that was already descending via (hadn't started down yet) that I then climbed to 150 for Aircraft X. The CRJ [Aircraft Y] questioned the clearance and I told him it was for traffic. I instructed Aircraft X to maintain VFR at or below 13;500 for traffic. I can't remember if I called the traffic. At this point I was hanging on for dear life and all I wanted to do was avoid having them hit.Incidentally; [two days before] I had [another aircraft] doing the same thing; climbing into the arrival with two CRJs on the PINNG. One of the pilots questioned the sanity of the jump operation on the arrival. Literally; he said it was insane.Then; of course; there is our atrocious staffing. We only have 28 CPCs in the area. By my calculation; we should have a minimum of 38; especially when you consider the ECV [External Compliance Verification] we had earlier this year and how critical they were of us not staffing D sides and going down the toilet constantly. Realistically; we need more than 38. Our facility staffing number is 180; but it should be closer to 210. [A coworker] and I wrote a letter asking for the number to be raised based on our D side needs and our traffic climbing; but no ever got back to us. That was nearly a year ago.I give permission to share this report with all relevant parties.I don't know what to say. Sure the 49 ultra low will help with workload; but the bottom line of the problem is a major arrival into a major hub airport going between two of the busiest jump airports in the world. Procedurally I think we need a better handle on Part 105 operations. From a system standpoint; 46 obviously exceeds controller workload consistently; although the TSD [Traffic Situation Display] would lead you to believe the sector is sedate. We absolutely need to count VFRs on the TSD. Maybe 46 would be constantly red (which; believe it or not; I've actually heard as a reason not to lower MAP [Monitor Alert Parameters] numbers); but I really don't care. The sector needs to be handled better; by everyone (Operations Manager; Front Line Managers; controllers; Traffic Management Unit).

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.