Medium Transport
Air Traffic Control Fully Certified
Air Traffic Control Radar 28
Communication Breakdown
ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Separated Traffic; Air Traffic Control Issued Advisory / Alert
Airspace Structure; Procedure; Weather
I was on Center [sector] ZZZ. Aircraft X was handed off to me from ZLA [sector] ZZZ1 on the ARLIN3 arrival; assigned a 070 heading left of course for weather. When the aircraft checked on; I called the weather [and] told them I would need to vector them north of the weather but south of the GLADDEN MOA/ATCAA (Air Traffic Control Assigned Airspace) that was active. I turned them to a 085; trying to aim them towards the 2-mile gap between the north side of the weather and the 3 miles I needed to keep from GLADDEN. The last vector; I think a 100; I needed to clear GLADDEN by 3 miles; the aircraft refused and I ended up 2 miles from GLADDEN. On their refusal; they said they were in weather and the chop was pretty bad. The pilot was pretty willing to work with me on vectors as I was trying to front-load them with information on the military airspace and the need for expedited compliance on the vectors. I think I even mentioned the two-mile gap I had to play with.Prior to all of this and taking over Center [sector] ZZZ; I took over the area as CIC. As I took the area; the FLM told me that he needed to go to breakout briefly; but was going to stop by the northwest area to have them recall GLADDEN because the weather was building north of the R2306/8 restricted areas  which were hot FL800 and below and GLADDEN and YARNELL; and we were running out of room for the arrivals. Soon after; the Area X FLM at ZLA called me to ask about the weather and said they had one SDL and one PHX arrival heading our way. We still had room at the time to wedge them north of the weather and get into the terminal area without risk of hitting the 3-mile buffer of GLADDEN; but I was worried about weather building as the R-side on the sector at the time had told me that the weather had doubled in size in about ten minutes. Aircraft up as high as FL410 were also deviating. I told the Area X Supervisor that we still had room and that we could vector nort;  plus it was too late for them to move them as they were out of room.Soon after; the STMC (Supervisor Traffic Management Coordinator) called me to ask me about the weather and I mentioned that the FLM had tried to get the northwest area to recall GLADDEN; a recently changed local procedure about recall of airspace. The STMC said that they needed GLADDEN - I think that was what he mentioned - and that they would be shutting off the IZZZO/KEENS departure because of the weather and that they would also be turning off the HYDRR arrival. He asked about the FYRBD departure because of weather over MOHAK and the J2 corridor - a single corridor that goes between two restricted areas - and said that aircraft were getting through so long as they were above FL280.After that I took over Center [sector] ZZZ; and I alerted the FLMs. The swing Supervisor had just arrived; and the previous FLM had just shown up from breakout to a IWA on the IZZZO departure. ZZZ3 sector; south departure; called the D-side Trainee on the sector to ask about them since they said the IZZZO was shut off; and had asked about a 270 heading. Swing Supervisor said put them over IZZZO since; at the time; we still had some room to go north of the weather. I had a subsequent SDL aircraft in addition to an aircraft at 110; Aircraft Y I think was the callsign; that I had to vector in the same basic spot. Bottom line; someone; or multiple someones; missed at least three aircraft at higher altitude on these routes - seemed to be the satellite airports. Additionally; there were three aircraft; one Aircraft Z; on routes below 140 that were also missed. As I was leaving the sector; there was Aircraft A on the BLH arrival going to PHX; that was attempted to be handed off to me with a DL (Departure List) in the 4th line. I tried to call ZLA ZZZ2 about them twice; they didn't answer; and then I saw the aircraft turning north; so I believe they finally turned them north go to north of all the ATCAAs. When I left the sector; the entire gap between GLADDEN and R2306/8 was fully blocked with weather and was completely impassable.First; R2306/8 was hot FL800 and below for a solar powered UAV at FLXXX; operating in various altitudes. I'm not really sure why the restricted areas needed to be blocked off at such a large altitude for one aircraft. We could have deviated to the right into the restricted areas if ZLA was more dynamic in scheduling the restricted areas; something like FLZZZBDDD.Second; TMU at both Center and ZLA have been behind the power curve this year in being dynamic and proactive in trying the move aircraft for weather. Arguably; our monsoon weather this year has been particularly brutal; and our traffic is up at our highest levels; 10% above our norms according to our ATM. However; moving aircraft in a dynamic manner due to how fast our monsoon weather develops is vital; and it has been absolutely abysmal this year.Third; recall of military airspace and the ability to change military airspace in an unorthodox manner has been something of a disappointment this year. Our Safety Representative has been trying to effect change through a process that would better coalesce procedures for recall of airspace into one unified procedure and one point of contact per area.Fourth; moving aircraft is good for weather; but TMU missed all of the satellite airports - at least that is how it appeared - and all of the Category C aircraft. When ZLA [sector] ZZZ1 called about Aircraft X; the D-side OJTI told them that the arrival was shut off; and ZLA [sector] ZZZ1 said they hadn't even been told.
ATC Center Controller reported experiencing issues working traffic around weather and airspace constraints.