Narrative:

I was working R57 st johns sector at ZJX ARTCC. The plka MOA's were hot from surface to FL240. The orca altrv was hot block altitude FL190-FL230. This is used to transit military aircraft from W158A to the plka MOA. I had climbed air carrier X to FL180 to transit under the altrv. The controller (next to me R58 sgj) a '4000' code (beacon for military) aircraft transiting under the altrv at FL180. I immediately descended air carrier X to 17000 ft to avoid traffic. The pilot questioned me as he wanted to climb to cruise. I reiterated 17000 ft. After passing the 4000 code intruder (should have been in the altrv between FL190-FL230); I climbed air carrier X back to FL180. Shortly afterwards; I notice 4000 codes spilling out of the plk MOA on the N3 side; they were around FL188. I called the supervisor over and told him I was very uncomfortable climbing mco departures to FL180 with all the spillouts going on. Shortly after this I had air carrier Y an mco departure. I only climbed him to 17000 ft. Good thing because as he approached the MOA and altrv more 4000 codes were spilling out of the southeast side of the MOA at FL186-FL188. I called the traffic to air carrier Y and he got a visual on them. This situation required extreme vigilance which detracted from my ability to manage the sector. I was pretty busy at the time. With the MOA's hot and the altrv hot; our usable airspace is severally limited. All departures (when mco is north a north operation) must east held down at FL180 for 40-50 mi to transit under the altrv. To compound this the lateral boundaries essentially shrink to 11 mi; to both climb departures and descend arrs. 2 streams in an 11 mi wide corridor? Plus trying to miss the MOA. I used visual separation to climb another flight through a jax lander. He offset to the west towards the MOA. Also at this time orl approach was trying to hand off an aircraft that had no flight plan in the system. I again called for the supervisor and asked for a d-side (radar associate). Because we were short staffed; one was not available. Ultimately he broke training to send someone over to help. Orl asked what to do with the aircraft; if he should hold him; I said yes. He misunderstood and held all of his departures. I believe he spun 4 aircraft. These type of events seem to be a daily occurrence at this sector with the orca altrv hot. I believe march to the wrong time to execute major military exercises in this particular area. March is probably our busiest month at ZJX ARTCC with spring break traffic; etc. Also with these MOA's and altrv hot just north of orl approach boundary; our ability to move this traffic is severely hampered. It certainly puts undo stress on the entire system. It's only made worse when the military aircraft do not remain contained within the designated airspace (as in this case). It would appear that scheduling the exercises during a slower traffic season would benefit all the users.

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Original NASA ASRS Text

Title: ZJX CTLR DESCRIBED POTENTIAL CONFLICTS WHEN VECTORING DEPS FROM MCO AND PROVIDING CLRNC FROM SEVERAL MIL ACFT THAT WERE SPILLOUTS FROM RESTR AIRSPACE.

Narrative: I WAS WORKING R57 ST JOHNS SECTOR AT ZJX ARTCC. THE PLKA MOA'S WERE HOT FROM SURFACE TO FL240. THE ORCA ALTRV WAS HOT BLOCK ALT FL190-FL230. THIS IS USED TO TRANSIT MIL ACFT FROM W158A TO THE PLKA MOA. I HAD CLBED ACR X TO FL180 TO TRANSIT UNDER THE ALTRV. THE CTLR (NEXT TO ME R58 SGJ) A '4000' CODE (BEACON FOR MIL) ACFT TRANSITING UNDER THE ALTRV AT FL180. I IMMEDIATELY DSNDED ACR X TO 17000 FT TO AVOID TFC. THE PLT QUESTIONED ME AS HE WANTED TO CLB TO CRUISE. I REITERATED 17000 FT. AFTER PASSING THE 4000 CODE INTRUDER (SHOULD HAVE BEEN IN THE ALTRV BTWN FL190-FL230); I CLBED ACR X BACK TO FL180. SHORTLY AFTERWARDS; I NOTICE 4000 CODES SPILLING OUT OF THE PLK MOA ON THE N3 SIDE; THEY WERE AROUND FL188. I CALLED THE SUPVR OVER AND TOLD HIM I WAS VERY UNCOMFORTABLE CLBING MCO DEPS TO FL180 WITH ALL THE SPILLOUTS GOING ON. SHORTLY AFTER THIS I HAD ACR Y AN MCO DEP. I ONLY CLBED HIM TO 17000 FT. GOOD THING BECAUSE AS HE APCHED THE MOA AND ALTRV MORE 4000 CODES WERE SPILLING OUT OF THE SE SIDE OF THE MOA AT FL186-FL188. I CALLED THE TFC TO ACR Y AND HE GOT A VISUAL ON THEM. THIS SIT REQUIRED EXTREME VIGILANCE WHICH DETRACTED FROM MY ABILITY TO MANAGE THE SECTOR. I WAS PRETTY BUSY AT THE TIME. WITH THE MOA'S HOT AND THE ALTRV HOT; OUR USABLE AIRSPACE IS SEVERALLY LIMITED. ALL DEPS (WHEN MCO IS N A N OP) MUST E HELD DOWN AT FL180 FOR 40-50 MI TO TRANSIT UNDER THE ALTRV. TO COMPOUND THIS THE LATERAL BOUNDARIES ESSENTIALLY SHRINK TO 11 MI; TO BOTH CLB DEPS AND DSND ARRS. 2 STREAMS IN AN 11 MI WIDE CORRIDOR? PLUS TRYING TO MISS THE MOA. I USED VISUAL SEPARATION TO CLB ANOTHER FLT THROUGH A JAX LANDER. HE OFFSET TO THE W TOWARDS THE MOA. ALSO AT THIS TIME ORL APCH WAS TRYING TO HAND OFF AN ACFT THAT HAD NO FLT PLAN IN THE SYS. I AGAIN CALLED FOR THE SUPVR AND ASKED FOR A D-SIDE (RADAR ASSOCIATE). BECAUSE WE WERE SHORT STAFFED; ONE WAS NOT AVAILABLE. ULTIMATELY HE BROKE TRAINING TO SEND SOMEONE OVER TO HELP. ORL ASKED WHAT TO DO WITH THE ACFT; IF HE SHOULD HOLD HIM; I SAID YES. HE MISUNDERSTOOD AND HELD ALL OF HIS DEPS. I BELIEVE HE SPUN 4 ACFT. THESE TYPE OF EVENTS SEEM TO BE A DAILY OCCURRENCE AT THIS SECTOR WITH THE ORCA ALTRV HOT. I BELIEVE MARCH TO THE WRONG TIME TO EXECUTE MAJOR MIL EXERCISES IN THIS PARTICULAR AREA. MARCH IS PROBABLY OUR BUSIEST MONTH AT ZJX ARTCC WITH SPRING BREAK TFC; ETC. ALSO WITH THESE MOA'S AND ALTRV HOT JUST N OF ORL APCH BOUNDARY; OUR ABILITY TO MOVE THIS TFC IS SEVERELY HAMPERED. IT CERTAINLY PUTS UNDO STRESS ON THE ENTIRE SYS. IT'S ONLY MADE WORSE WHEN THE MIL ACFT DO NOT REMAIN CONTAINED WITHIN THE DESIGNATED AIRSPACE (AS IN THIS CASE). IT WOULD APPEAR THAT SCHEDULING THE EXERCISES DURING A SLOWER TFC SEASON WOULD BENEFIT ALL THE USERS.

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.