Narrative:

I was working miami south feeder final combined at the 1S position for 25 minutes. During this time; the volume was average with slightly higher than that complexity due to language barrier issues; lots of crossing traffic to airports other than that of miami; while also trying to run my final with marginal weather conditions that day due to low ceilings. As I began to get busy with my finals and a string of 7 arrivals in a row; I notice a VFR (aircraft Y) pop up just west of the class bravo 10 miles west of mia and is southbound out of 600 ft and appears to be climbing. Because of inbound traffic; I'm trying to squeeze the first aircraft into a 10 mile final because of traffic to follow. Aircraft X is followed by 7 aircraft. Thinking it wouldn't be a factor and to just give 1014 a 'warm and fuzzy' I shoot him the traffic and he reports; 'looking.' as I turn aircraft X onto the final the VFR takes up station under the 10 mile fix right on the cusp of the bravo with an altitude fluctuating between 2000 and 2400 doing tight orbits (was reported by one of the final pilots it was most likely over a casino out there). As soon as all 7 of these aircraft hit gritt inbound on the ILS and began descending; they all reported 'TCAS alerts' and most likely did not call them ras because I had advised them of the traffic orbiting. The VFR was squawking 1200 and has every right to be there but as was reported by all 7 aircraft; the position was highly unsafe for all parties involved. Had any of my aircraft been heavies; that would have left a serious wake coming down onto a pilot of most likely a very small airplane and could have had devastating effects. As for the 7 airplanes with passengers on board; each of them had a potentially unstable approach in marginal conditions. The dimensions of the bravo only go up to the exact intercept height of the glideslope at 10 miles and need to be changed for the safety of all involved and lowered in many other spots for the safety of all using the national airspace system.I recommend there be a serious inquiry into the reshaping and enhancing of the size of miami's class-B airspace and the fll class-C airspace. Both are outdated and not adequate enough to provide the proper airspace sterilization and safety to two of the core 30 airports in the USA which both have an ever growing number of planes and passengers coming in and out these past years. This volume will only increase and situations will only become more unsafe. This issue needs to be addressed as soon as possible with regards to VFR pilots flying dangerously close to these two airports if not in the airspace without prior ATC coordination.

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Original NASA ASRS Text

Title: MIA TRACON Controller reported a VFR aircraft skirting just outside of the Class B airspace and below MIA arrivals was causing issues with the arrivals. The Controller recommended reshaping the Class B.

Narrative: I was working Miami south feeder final combined at the 1S position for 25 minutes. During this time; the volume was average with slightly higher than that complexity due to language barrier issues; lots of crossing traffic to airports other than that of Miami; while also trying to run my final with marginal weather conditions that day due to low ceilings. As I began to get busy with my finals and a string of 7 arrivals in a row; I notice a VFR (Aircraft Y) pop up just west of the class bravo 10 miles west of MIA and is southbound out of 600 ft and appears to be climbing. Because of inbound traffic; I'm trying to squeeze the first aircraft into a 10 mile final because of traffic to follow. Aircraft X is followed by 7 aircraft. Thinking it wouldn't be a factor and to just give 1014 a 'warm and fuzzy' I shoot him the traffic and he reports; 'looking.' As I turn Aircraft X onto the final the VFR takes up station under the 10 mile fix right on the cusp of the bravo with an altitude fluctuating between 2000 and 2400 doing tight orbits (was reported by one of the final pilots it was most likely over a casino out there). As soon as all 7 of these aircraft hit GRITT inbound on the ILS and began descending; they all reported 'TCAS alerts' and most likely did not call them RAs because I had advised them of the traffic orbiting. The VFR was squawking 1200 and has every right to be there but as was reported by all 7 aircraft; the position was highly unsafe for all parties involved. Had any of my aircraft been heavies; that would have left a serious wake coming down onto a pilot of most likely a very small airplane and could have had devastating effects. As for the 7 airplanes with passengers on board; each of them had a potentially unstable approach in marginal conditions. The dimensions of the bravo only go up to the exact intercept height of the glideslope at 10 miles and need to be changed for the safety of all involved and lowered in many other spots for the safety of all using the National Airspace System.I recommend there be a serious inquiry into the reshaping and enhancing of the size of Miami's class-B airspace and the FLL class-C airspace. Both are outdated and not adequate enough to provide the proper airspace sterilization and safety to two of the core 30 airports in the USA which both have an ever growing number of planes and passengers coming in and out these past years. This volume will only increase and situations will only become more unsafe. This issue needs to be addressed ASAP with regards to VFR pilots flying dangerously close to these two airports if not in the airspace without prior ATC coordination.

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.