Narrative:

The FA50/G aircraft was descended from a high altitude sector to FL350. I instructed the controller above me (FL350-FL999) to descend the FA50 to FL310 and turn him 30 degrees right for in-trail spacing to rsw. The aircraft did not descend as quickly as planned and came into conflict with the MD82. The MD82 was turned 30 degrees right to assist in maintaining separation. When the FA50 was at FL310; the aircraft was reclred back on course. This event was a combination of unsafe airspace configuration and repressive in-trail restrs into ZMA airspace. The sector I was working owns FL270-FL349. Therefore; my ceiling altitude was FL330. By LOA; I must deliver rsw and fmy arrs over pie at FL270; which means that they must also be in-trail with each other. The sector above me owns FL350-FL999 and they descend rsw and fmy arrs to FL350 and handoff to me. A lot of times you don't know that the aircraft is there until the last min; which causes you to have to vector the overflts and in-trail with each other. The sector I was working (mayo #16) used to be combined with the ultra high sector. This made preplanning arrs and dscnts much easier; and less stressful. Another contributing factor is the daily in-trail requirements to all ZMA airports; usually 15 mi in trail and on occasion 20 mi in trail per airport regardless of altitude. This diverts attention away from those aircraft climbing and descending into this sector.

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Original NASA ASRS Text

Title: ZJX CTLR EXPERIENCED OPERROR AT FL330 AS HE ATTEMPTED TO VECTOR CLR OF OTHER TFC AND COMPLY WITH IN TRAIL RESTRS TO THE ADJACENT CTR.

Narrative: THE FA50/G ACFT WAS DSNDED FROM A HIGH ALT SECTOR TO FL350. I INSTRUCTED THE CTLR ABOVE ME (FL350-FL999) TO DSND THE FA50 TO FL310 AND TURN HIM 30 DEGS R FOR IN-TRAIL SPACING TO RSW. THE ACFT DID NOT DSND AS QUICKLY AS PLANNED AND CAME INTO CONFLICT WITH THE MD82. THE MD82 WAS TURNED 30 DEGS R TO ASSIST IN MAINTAINING SEPARATION. WHEN THE FA50 WAS AT FL310; THE ACFT WAS RECLRED BACK ON COURSE. THIS EVENT WAS A COMBINATION OF UNSAFE AIRSPACE CONFIG AND REPRESSIVE IN-TRAIL RESTRS INTO ZMA AIRSPACE. THE SECTOR I WAS WORKING OWNS FL270-FL349. THEREFORE; MY CEILING ALT WAS FL330. BY LOA; I MUST DELIVER RSW AND FMY ARRS OVER PIE AT FL270; WHICH MEANS THAT THEY MUST ALSO BE IN-TRAIL WITH EACH OTHER. THE SECTOR ABOVE ME OWNS FL350-FL999 AND THEY DSND RSW AND FMY ARRS TO FL350 AND HDOF TO ME. A LOT OF TIMES YOU DON'T KNOW THAT THE ACFT IS THERE UNTIL THE LAST MIN; WHICH CAUSES YOU TO HAVE TO VECTOR THE OVERFLTS AND IN-TRAIL WITH EACH OTHER. THE SECTOR I WAS WORKING (MAYO #16) USED TO BE COMBINED WITH THE ULTRA HIGH SECTOR. THIS MADE PREPLANNING ARRS AND DSCNTS MUCH EASIER; AND LESS STRESSFUL. ANOTHER CONTRIBUTING FACTOR IS THE DAILY IN-TRAIL REQUIREMENTS TO ALL ZMA ARPTS; USUALLY 15 MI IN TRAIL AND ON OCCASION 20 MI IN TRAIL PER ARPT REGARDLESS OF ALT. THIS DIVERTS ATTN AWAY FROM THOSE ACFT CLBING AND DSNDING INTO THIS SECTOR.

Data retrieved from NASA's ASRS site as of January 2009 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.