Narrative:

The R37 sector in ZDC was given 5 pit arrs within approximately 12 mi. These aircraft must all be descended at or below FL290 and spaced 12-15 mi apart. Because of the short north/south distance of the sector, 40 mi, and the amount of vectors and speed reductions required to complete this controller workload is increased significantly. Keep in mind there were at least 6 other aircraft in the sector at the time. The fourth aircraft in the group of pit (an medium large transport) arrs had to be held up high to cross over traffic at FL290. He was then expedited from FL330 to FL290. The received radar sector turned traffic at FL310 heading westbound to accommodate this descent. The medium large transport was turned from 020 degree to 300 degree heading until reporting level, then turned back on course. The medium large transport's late descent and turns were accomplished on R37 and R03 sector boundary. Although the medium large transport was flashed in a handoff status to R03 15 mi prior to his boundary, the handoff was not accepted by R03 until the aircraft was in R03's airspace, thus an airspace violation. I think if flow control would provide en route flow restrictions and space out the pit aircraft prior to the R37 sector. Then pilot workload, speed reductions, aircraft vectors, late dscnts and controller workload would be decreased. This would also increase safety.

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Original NASA ASRS Text

Title: RADAR HANDOFF TO ADJACENT SECTOR ON MLG NOT ACCEPTED UNTIL THE ACFT WAS INSIDE THAT SECTOR'S AIRSPACE, THUS A SYSTEM DEVIATION OCCURRED.

Narrative: THE R37 SECTOR IN ZDC WAS GIVEN 5 PIT ARRS WITHIN APPROX 12 MI. THESE ACFT MUST ALL BE DSNDED AT OR BELOW FL290 AND SPACED 12-15 MI APART. BECAUSE OF THE SHORT N/S DISTANCE OF THE SECTOR, 40 MI, AND THE AMOUNT OF VECTORS AND SPD REDUCTIONS REQUIRED TO COMPLETE THIS CTLR WORKLOAD IS INCREASED SIGNIFICANTLY. KEEP IN MIND THERE WERE AT LEAST 6 OTHER ACFT IN THE SECTOR AT THE TIME. THE FOURTH ACFT IN THE GROUP OF PIT (AN MLG) ARRS HAD TO BE HELD UP HIGH TO CROSS OVER TFC AT FL290. HE WAS THEN EXPEDITED FROM FL330 TO FL290. THE RECEIVED RADAR SECTOR TURNED TFC AT FL310 HDG WBND TO ACCOMMODATE THIS DSNT. THE MLG WAS TURNED FROM 020 DEG TO 300 DEG HDG UNTIL RPTING LEVEL, THEN TURNED BACK ON COURSE. THE MLG'S LATE DSNT AND TURNS WERE ACCOMPLISHED ON R37 AND R03 SECTOR BOUNDARY. ALTHOUGH THE MLG WAS FLASHED IN A HDOF STATUS TO R03 15 MI PRIOR TO HIS BOUNDARY, THE HDOF WAS NOT ACCEPTED BY R03 UNTIL THE ACFT WAS IN R03'S AIRSPACE, THUS AN AIRSPACE VIOLATION. I THINK IF FLOW CTL WOULD PROVIDE ENRTE FLOW RESTRICTIONS AND SPACE OUT THE PIT ACFT PRIOR TO THE R37 SECTOR. THEN PLT WORKLOAD, SPD REDUCTIONS, ACFT VECTORS, LATE DSCNTS AND CTLR WORKLOAD WOULD BE DECREASED. THIS WOULD ALSO INCREASE SAFETY.

Data retrieved from NASA's ASRS site as of July 2007 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.