Citation II S2/Bravo (C550)
Air Traffic Control Fully Certified
Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Weather; Human Factors
I was conducting OJT on the D-Side at Sector 46 (Aluto). There were a lot of weather deviations taking place due to the massive amounts of convective activity. Aircraft X had requested deviations and to the best that I can remember they were cleared to deviated to the left of course. The aircraft was headed to the northwest. Air Carrier Y was south of aircraft X climbing north-northwest-bound. I can't remember if Air Carrier Y was deviating; but most likely they were because pretty much everyone was deviating in that sector at that time. The R-Side requested a tracker about 3 minutes before the Operational Error occurred. The problem started when aircraft X deviated more than expected. The R-Side was aware of the situation; but I mentioned that I didn't think that it was going to work very soon. Right at that time; a tracker sat down which caused about a 15 second distraction to the sector. Almost immediately the tracker told the R-Side to 'descend him;' meaning Air Carrier Y. Unfortunately; the Air Carrier Y was already at FL192 and by telling the aircraft to descend it still climbed to FL198 before it started back down. Air Carrier Y also stated that they were responding to an RA. Air Carrier Y descended to FL190 and then separation was recovered again. By telling the aircraft to descend when it was already in a climb; it had to slow its climb then transition to a descent. If Air Carrier Y was told to climb with an immediate; the result might have been better. Also; the sector was beginning to get out of had and the Supervisor had just started looking at getting more en trail out the DTA's. The problem with this sector with weather deviations is that you have PBI; FLL; and MIA departures so the en trail needs to be proactive and not reactive. Also; I feel that the R-Side should have been relieved because following the situation the sector was not in full control for a while after because it seemed like they were a bit shaken up. During this time the supervisor was standing behind the sector.
As the RADAR Controller on Aluto Sector (R46) there was extreme precipitation from the LBV VOR to PHK VOR to PBI airport to north of VRB. Also there was moderate to extreme precipitation from the MIA Approach airspace to the West; East; South and North. I had all the aircraft coming out on a single track; all deviating from and going through the same opening of weather. I had advised my supervisor that the sector wasn't working well and that all arrivals; departures and overflights were going all through the same opening. No response. I also had a trainee on the D-Side on position; when it got to busy I asked for a tracker given I was watching a situation about to happen. Aircraft X; a C550 enroute at 20;000 FT; was northbound deviating from the precipitation. He was on vectors waiting to be re routed due to the fact that the main arrival had closed down because of the extreme precipitation. At the same time Air Carrier Y was also on vectors for the precipitation climbing from 17;500 to 23;000 FT. The sector got extremely busy and out of control; everybody wanted to go the same way. I saw the situation developing; both aircraft were going the same way and I amended the altitude of the B712 to maintain FL190 even if he needed it to go back down. The aircraft then said he had an 'RA' and need it to climb; and I said again to descend because of the C550 level at FL200 2 miles away. I called the traffic to both; I also climb the C550 to FL210. I had already lost separation; only altitude was the solution; no vectors due to the extreme precipitation. After this happen i stayed in position for another 45 min with the tracker; the sector continued to get busy and complex. Recommendation; sector should have been shut down from the beginning. There were other controllers giving multiple warnings to the supervisor in charge. No response. No TMU initiative; no in trail; training involved; extreme weather and multiple aircraft with deviations.
ZMA Controller providing OJT during a very busy and complex traffic period; complicated by multiple weather deviations; experienced a loss of separation event. Both controller and pilot reports provide excellent perspectives.