Narrative:

I was working combined sectors and had a few arrivals that were deviating slightly east of course that I had pointed out to the patuxent restricted area; all in level flight. Aircraft X was at 35000 ft; on his way back on course from his deviation for weather. Patuxent advisories already said point out approved. Later; they called back for a point-out to me on an aircraft with beacon code XXXX; and the controller said he was at FL300; just east of pxt. I saw the code; and said he's at 30700 ft. Then the controller said 'I lost radar.' I said point-out approved for the spill-out; and begin to move my traffic out of the restricted area. I tried to move the one at 33000 ft out of the restricted area; since it appeared that the aircraft squawking XXXX was heading south and climbing out of 30700 ft. Next thing I know; aircraft X north east of the XXXX code said he was responding to an RA. I saw the limited data block in the patuxent restricted area at 34000 ft something and merging with aircraft X's target; as aircraft X climbed up to 35500 ft or more. It happened so fast I was not able to provide a traffic call or anything. We always have done point-outs with the patuxent restricted area when we need it. These were minor deviations; and the restricted was active 40000 ft and below. We had called to try to get some of the airspace back; but they would not release it. After reviewing the events; and with the patuxent controller saying 'I lost radar' I am not sure we should be doing point-outs to the patuxent restricted area if they cannot relay traffic information to the aircraft operating under military control; provide control instructions to them; or even know where aircraft is? I think we need to review these procedures and the patuxent restricted area letter of agreement and revise our procedures; for area 1 and area 4. In addition; if the restricted area is active; and there are miles in trail restrictions we need to look at tmu (traffic management unit) restrictions and routes to alleviate this situation when there is weather.

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Original NASA ASRS Text

Title: DC Center controller reported an aircraft approved to deviate for weather into a Restricted Area received an RA and took evasive action to avoid traffic in the restricted airspace.

Narrative: I was working combined sectors and had a few arrivals that were deviating slightly east of course that I had pointed out to the Patuxent Restricted Area; all in level flight. Aircraft X was at 35000 ft; on his way back on course from his deviation for weather. Patuxent Advisories already said point out approved. Later; they called back for a point-out to me on an aircraft with beacon code XXXX; and the controller said he was at FL300; just east of PXT. I saw the code; and said he's at 30700 ft. Then the controller said 'I lost radar.' I said point-out approved for the spill-out; and begin to move my traffic out of the restricted area. I tried to move the one at 33000 ft out of the restricted area; since it appeared that the aircraft squawking XXXX was heading south and climbing out of 30700 ft. Next thing I know; Aircraft X north east of the XXXX code said he was responding to an RA. I saw the limited data block in the Patuxent Restricted area at 34000 ft something and merging with Aircraft X's target; as Aircraft X climbed up to 35500 ft or more. It happened so fast I was not able to provide a traffic call or anything. We always have done point-outs with the Patuxent Restricted area when we need it. These were minor deviations; and the restricted was active 40000 ft and below. We had called to try to get some of the airspace back; but they would not release it. After reviewing the events; and with the Patuxent controller saying 'I lost radar' I am not sure we should be doing point-outs to the Patuxent restricted area if they cannot relay traffic information to the aircraft operating under military control; provide control instructions to them; or even know where aircraft is? I think we need to review these procedures and the Patuxent restricted area Letter of Agreement and revise our procedures; for Area 1 and Area 4. In addition; if the restricted area is active; and there are miles in trail restrictions we need to look at TMU (Traffic Management Unit) restrictions and routes to alleviate this situation when there is weather.

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.