Narrative:

We were training on er combined with wr and fi. CE510 was on our frequency over moemo on the SHIFTY1 arrival landing apf. We had a point out aircraft at 9;000 approaching lbv southeast bound. CE560 was flashing handoff from lbv sector northeast of lbv landing fmy on the SHIFTY1 arrival. Lbv sector called on our shout line for an apreq; when we answered the line lbv apreq'd CE560 at 100 over lbv. My developmental asked what CE560 was descending to. I said unable due to traffic over moemo at 100 because CE560 was already approaching our airspace rapidly and we were training on er combined with wr and fi. CE510 was on our frequency over moemo on Shifty1 arrival landing apf. We had a point out aircraft at 9;000 approaching lbv southeast and descending below 110. My reply was met with silence. I then told ZMA lbv to put CE560 on a 180 heading and came off the line; my developmental turned CE510 to 190 heading to avoid. We were late taking the hand off from ZMA due to the resolving the situation quickly and keeping up with our other traffic. This is a known 'safety issue' and was addressed in the initial meetings for new airspace a few years ago with the flowcar program. According to our LOA with ZMA we can be fed arrivals on Shifty1 from lal and lbv at 10;000 on converging headings. The south airport arrivals should always be higher than the north airport arrivals as per our LOA with ZMA. I have been told that this is addressed in the ZMA SOP. We have had a few instances of his occurring the past few years. If ZMA would follow the LOA with us this would not be an issue. Because there have been a few instances of this occurring; we need to have lbv sector feed us arrivals over a different and much farther gate without converging; ideally over winco.

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Original NASA ASRS Text

Title: RSW Approach Controller providing OJT described a loss of separation event involving traffic inbound from ZMA; the Controller noted that if ZMA would have complied with the LOA this event would not have occurred.

Narrative: We were training on ER combined with WR and FI. CE510 was on our frequency over MOEMO on the SHIFTY1 Arrival landing APF. We had a Point Out aircraft at 9;000 approaching LBV SE Bound. CE560 was flashing handoff from LBV Sector NE of LBV landing FMY on the SHIFTY1 arrival. LBV Sector called on our shout line for an APREQ; when we answered the line LBV APREQ'D CE560 at 100 over LBV. My developmental asked what CE560 was descending to. I said unable due to traffic over MOEMO at 100 because CE560 was already approaching our airspace rapidly and we were training on ER combined with WR and FI. CE510 was on our frequency over MOEMO on Shifty1 Arrival landing APF. We had a Point Out aircraft at 9;000 approaching LBV SE and descending below 110. My reply was met with silence. I then told ZMA LBV to put CE560 on a 180 heading and came off the line; my developmental turned CE510 to 190 heading to avoid. We were late taking the hand off from ZMA due to the resolving the situation quickly and keeping up with our other traffic. This is a known 'safety issue' and was addressed in the initial meetings for new airspace a few years ago with the FLOWCAR program. According to our LOA with ZMA we can be fed arrivals on Shifty1 from LAL and LBV at 10;000 on converging headings. The South airport arrivals should always be higher than the North airport arrivals as per our LOA with ZMA. I have been told that this is addressed in the ZMA SOP. We have had a few instances of his occurring the past few years. If ZMA would follow the LOA with us this would not be an issue. Because there have been a few instances of this occurring; we need to have LBV Sector feed us arrivals over a different and much farther gate without converging; ideally over WINCO.

Data retrieved from NASA's ASRS site as of April 2012 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.