Any Unknown or Unlisted Aircraft Manufacturer
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 19
Distraction; Situational Awareness; Confusion; Workload
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Procedure; Human Factors; Weather
I was working the R23 position with moderate to severe precipitation throughout the sector. Most of my traffic was deviating for weather. I also had several aircraft from an adjacent sector deviating into my sector. Due to the structure of the sector; I had several aircraft that came into my sector in conflict with other aircraft at the same altitude. The volume of traffic and complexity was well above normal due to thunderstorms in and around my airspace. I had a D-side in training initially; but the instructor 'took over' due to the complexity.Due to the numerous requests for deviations; I started to get 'behind' and made a request for a Tracker. I was not able to give any type of briefing to the Tracker. I had at least 3 situations that required expeditious descents to resolve conflicts. I also had one aircraft in my sector that was not on my frequency that was in conflict with another aircraft at the same altitude.One situation was brought to my attention by the R27 controller with one of his aircraft that had deviated into my sector requiring another altitude change to avoid an event. I was never aware that the sector was about to have a major increase in volume until the aircraft were on my boundary in hand off status.In my opinion; this situation placed the NAS in a very unsafe situation.I would recommend some type of increased spacing for traffic into my sector when the facility traffic monitor and weather indicated this situation was about to occur.I also believe the CLT arrivals should have been moved farther to the east; out of my sector to use an alternate arrival. This would have reduced the volume and complexity greatly.
ZTL Area 5 and several other areas airspace were covered in heavy precipitation and convective activity. We worked 30+ general aviation aircraft; some of which were on VFR flight plans. The weather was not VFR by any stretch of the imagination. I would like to share the highlights from this shift. This is just a small picture of what we deal with every time there is weather in ZTL airspace. We deal with pilots who have not checked the weather before they take off and then disregard our suggestions when we call the weather to them. The first was [a PA32] who took off VFR and later admitted that he was not IFR qualified. The controller continued to issue weather to the pilot. He chose to continue on into known convective activity instead of reversing course and landing. The next was [a C550] who departed CSG to despite the solid line of heavy to extreme precipitation. He was on an IFR plan. He was advised that the one hole through that line of thunderstorms had closed up and that he should reverse course and land. The pilot opted not to do this; he continued on to [destination].These are 2 examples of the chances that general aviation pilots take when there is weather present. This was a [weekend] evening and none of them were life flights. 'Get there itis' has taken the place of critical logical thinking. If flight schools still have safety briefings please emphasize the importance of checking the weather before they take off. Also remind them that there are no old; bold pilots.
ZTL Controllers reported an unsafe scenario due to weather in the sectors; VFR aircraft not flying in VFR weather and an overabundance of traffic deviating for weather.