Narrative:

Late point out to the adjacent sector; 65. Issued aircraft X published holding (left turns) instructions at trv; where I already had 4 other aircraft in holding. Aircraft X was northeast of trv so I expected them to fly over trv; make left turn north and then head back to trv to establish the turn. Which is what the aircraft ahead did; there is also another report with this aircraft.what the crew did was fly over trv; make a right turn to the northwest and after approximately 20 miles make a right turn to trv and then enter the published hold. D-side called with the point out when the aircraft was about 3-5 miles from the boundary but the aircraft did not do what was coordinated. Factors leading to this event: - holding mia traffic for vip movement; holding indefinite and high workload with holding aircraft trying to calculate fuel without an adequate efc time. - A couple of holding aircraft decided to divert due to fuel which required a lot of vectors around the holding stack for descent. - Fll arrival; fisel; closed for weather and had to reroute via stoop; pbi; fll; which requires spelling of fix to all aircraft and expediting descent to get them below holding stack; and become a conflict with pbi arrivals increasing the need for vectors to descend the pbi arrivals. - Weather to the east of our sector (in sector 01) forced pbi departures to be handed off to us. - Zappa/vally dtas [departure transition area] (dtas to the east of fll) closed for weather; adjacent sector (whom we violated) working them via hedly/arkes dta which means they parallel the sector boundary; hand off to us climbing and we have control for turn to the east; almost impossible due to holding stack; a few aircraft were at orl before I could turn them to a heading of 090 to get them to the atlantic routes (ar). This is a common scenario for the hobee sector (02). Whether we're holding for vip or weather. More awareness by the supervisor and traffic management unit (tmu) to prevent the sector from getting chaotic. Instead of forcing the planes back over the ars; reroute eligible aircraft over land via omn [or] crg and keep them out of hobee and ensure there is in trail for them out the dtas. Pbi arrivals over omn should be forced to FL300 or below; LOA stated they will be at FL360 or below but FL360 is owned by the ultra-high sector above hobee; apolo (17) so often there is a delay in hand off/frequency change making it difficult to descend them though the holding stack and sequencing with the fll reroute.

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Original NASA ASRS Text

Title: ZMA Center Controller reported a track heading deviation involving an aircraft holding incorrectly and had to be pointed out to an adjacent sector.

Narrative: Late point out to the adjacent sector; 65. Issued Aircraft X published holding (left turns) instructions at TRV; where I already had 4 other aircraft in holding. Aircraft X was northeast of TRV so I expected them to fly over TRV; make left turn north and then head back to TRV to establish the turn. Which is what the aircraft ahead did; there is also another report with this aircraft.What the crew did was fly over TRV; make a right turn to the northwest and after approximately 20 miles make a right turn to TRV and then enter the published hold. D-side called with the point out when the aircraft was about 3-5 miles from the boundary but the aircraft did not do what was coordinated. Factors leading to this event: - Holding MIA traffic for VIP movement; holding indefinite and high workload with holding aircraft trying to calculate fuel without an adequate EFC time. - A couple of holding aircraft decided to divert due to fuel which required a lot of vectors around the holding stack for descent. - FLL arrival; FISEL; closed for weather and had to reroute via STOOP; PBI; FLL; which requires spelling of fix to all aircraft and expediting descent to get them below holding stack; and become a conflict with PBI arrivals increasing the need for vectors to descend the PBI arrivals. - Weather to the east of our sector (in sector 01) forced PBI departures to be handed off to us. - ZAPPA/VALLY DTAs [Departure Transition Area] (DTAs to the east of FLL) closed for weather; adjacent sector (whom we violated) working them via HEDLY/ARKES DTA which means they parallel the sector boundary; hand off to us climbing and we have control for turn to the east; almost impossible due to holding stack; a few aircraft were at ORL before I could turn them to a heading of 090 to get them to the Atlantic Routes (AR). This is a common scenario for the HOBEE sector (02). Whether we're holding for VIP or weather. More awareness by the supervisor and Traffic Management Unit (TMU) to prevent the sector from getting chaotic. Instead of forcing the planes back over the ARs; reroute eligible aircraft over land via OMN [or] CRG and keep them out of HOBEE and ensure there is in trail for them out the DTAs. PBI arrivals over OMN should be forced to FL300 or below; LOA stated they will be at FL360 or below but FL360 is owned by the ultra-high sector above HOBEE; APOLO (17) so often there is a delay in hand off/frequency change making it difficult to descend them though the holding stack and sequencing with the FLL reroute.

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.