Medium Large Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2
Troubleshooting; Situational Awareness; Distraction; Confusion
Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Airspace Structure; Aircraft; Human Factors; Procedure
I was working the radar side and d side of sector 66/67. I observed two sets of MODE C intruders departing the Tampa terminal area. Both aircraft were rapidly maneuvering and changing altitude between 8;000 and 10;000 feet. I issued traffic to several aircraft and amended several aircraft altitude clearances to keep aircraft separated from the MODE C intruders. After issuing numerous traffic advisories on the MODE C intruder and asking for visual identification of the traffic; one aircraft stated that the MODE C intruder in question was a flight of two aircraft with one aircraft squawking off/standby. I watched the MODE C intruder complete numerous hard turns in every direction and change altitude rapidly. Due to this I opted to keep any aircraft in conflict with the MODE C intruder at a safe altitude above the intruder. After finding out that the intruder was a flight of two; I amended Aircraft X's altitude clearance to 12;000 and told him to expect MOEMO at 10;000. At the this point the MODE C intruder had showed a history of rapid climbs and descents between 8;000 and 10;000. I then started a position relief briefing. Shortly into the briefing I issued traffic to Aircraft X who was passing through 15;800 with the mode intruder at '1;100 rapidly maneuvering and reported as a flight of two'. I then corrected the traffic's altitude to Aircraft X to 11;100 which the pilot responded 'roger'. At this time there was almost 5000 feet of separation between the two aircraft with an altitude clearance that would have stopped the only aircraft I was talking to (Aircraft X) approximately 1000 feet above the MODE C intruder's current altitude. I continued with the relief briefing and shortly after we heard a pilot report something about 'seeing an aircraft pass by'. I stopped the briefing and observed Aircraft X passing through 15;100 feet and the MODE C intruder was at 11;100 still. However the next update occurred almost simultaneously and the MODE C intruder's changed from 11;100 to 15;200 within close proximity of Aircraft X descending through 15;000. I asked Aircraft X if he had the traffic in sight and received an explicit response with no traffic information. Shortly afterwards the pilot reported that the two aircraft had passed above and behind him and stated that they were jets. The pilot did not state whether he responded to an RA (resolution advisory) but did veer west of course. When the traffic was clear I reissued the route clearance and crossing restriction. Throughout this entire session with the MODE C intruder I was unaware of the type aircraft. I suspected that it was a P-51 Mustang that we regularly observe as a MODE C intruder. I knew that the aircraft were relatively quick; they rapidly change direction and stayed more or less within a block altitude of 8;000-10;000 feet. On two occasions I observed the aircraft seemingly change its direction rapidly to 'intercept' the aircraft that I was issuing traffic calls to. Upon being relieved from the sector the relieving controller elected to vector another aircraft in conflict with MODE C intruder. Shortly after issuing the vector we observed the MODE C intruder turn in the same direction. The relieving controller then put the aircraft back on course and issued traffic while maintain altitude clearance from the MODE C intruder. We then observed the MODE C intruder return to the Tampa terminal area where our management identified the aircraft as Aircraft Y and Aircraft Z. High performing jet aircraft; especially military in formation operating in a high volume area should be in direct contact with air traffic control. I am confident that I had been in communication with Aircraft Y and Aircraft Z this whole situation could have been avoided.
While in non-maneuvering level flight with a 2 ship of Aircraft Y and Z type at an altitude of 11;500 at 200 knots; I witnessed an Aircraft X pass off my right side about 3000 feet laterally in a 10 degree right bank. I was in Class G airspace within the confines of the Lake Placid West MOA. I was not in contact with Miami Center at the time.
ZMA Controller reports of airborne conflict between commercial traffic and unknown traffic at the time.  Pilot of unknown aircraft reports that he was in the confines of a MOA when he saw a commercial aircraft off his right side in a 10 degree bank.