Narrative:

I was working sector R35. The outgoing controller briefed me that north and south bound aircraft were deviating west up to and in to W139B/C/D. He told me that if they deviated east; they went right up to the non-radar boundary of ZNY and threatened to leave our airspace there. Sealord [military controller] had taken point outs on several aircraft that had encroached their airspace. He advised me that the supervisor had been informed. Aircraft X had been pointed out to sealord according to the previous controller. Within five minutes of assuming the position aircraft X continued getting closer to the warning area. At the same time; I observed four aircraft in the warning area about 20 miles abreast flying east. These four aircraft were indicating that they were at 33000; 32000; 30000; and 29000 feet. They were pointed straight at where aircraft X was pointed; in particular the one at the same altitude as aircraft X was on a converging course. I called sealord and told them that they needed to move their aircraft because they had taken a point out for my aircraft X. The sealord controller said there wasn't anything he could do. I got on the radio immediately and began calling traffic to aircraft X. He had opposite direction airline traffic in front of him 20 miles at 34000 feet; who had opposite direction airline traffic in front of him at 35000 feet. Climbing all three of them wasn't a timely option. Aircraft X was also in close proximity to the fighter indicating 32000 feet. In my judgment descending the aircraft X wasn't a good option. The weather that aircraft were deviating for was not being depicted on the scope due to a nexrad outage at jax. I called traffic until I saw the fighter bank hard to the southwest. When the fighter did this; his radar target symbol went away and they displayed a primary target only. I was relatively certain that it was him turning away; just barely within the warning area. At that time; aircraft X called to indicate that he was executing a TCAS climb. I replied; 'roger;' and called traffic as it pulled away. Aircraft X climbed to 33300 feet; and then returned to 33000 feet. When asked later by the next controller at the supervisor's request; aircraft X said that he came within two or three miles; and 200 feet of the other aircraft.sealord airspace should have been capped. Even with the limited weather information; aircraft should've been rerouted earlier. The previous controller had explained to management that it was an untenable situation.

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Original NASA ASRS Text

Title: ZJX Center Controller worked an aircraft that deviated for weather into a Warning Area. The Controller responsible for the Warning Area accepted a point out on the aircraft. There was traffic in the Warning Area that the deviating aircraft received a TCAS RA for.

Narrative: I was working Sector R35. The outgoing controller briefed me that north and south bound aircraft were deviating west up to and in to W139B/C/D. He told me that if they deviated east; they went right up to the non-radar boundary of ZNY and threatened to leave our airspace there. Sealord [military controller] had taken point outs on several aircraft that had encroached their airspace. He advised me that the supervisor had been informed. Aircraft X had been pointed out to Sealord according to the previous controller. Within five minutes of assuming the position Aircraft X continued getting closer to the warning area. At the same time; I observed four aircraft in the warning area about 20 miles abreast flying east. These four aircraft were indicating that they were at 33000; 32000; 30000; and 29000 feet. They were pointed straight at where Aircraft X was pointed; in particular the one at the same altitude as Aircraft X was on a converging course. I called Sealord and told them that they needed to move their aircraft because they had taken a point out for my Aircraft X. The Sealord controller said there wasn't anything he could do. I got on the radio immediately and began calling traffic to Aircraft X. He had opposite direction airline traffic in front of him 20 miles at 34000 feet; who had opposite direction airline traffic in front of him at 35000 feet. Climbing all three of them wasn't a timely option. Aircraft X was also in close proximity to the fighter indicating 32000 feet. In my judgment descending the Aircraft X wasn't a good option. The weather that aircraft were deviating for was not being depicted on the scope due to a NEXRAD outage at JAX. I called traffic until I saw the fighter bank hard to the southwest. When the fighter did this; his radar target symbol went away and they displayed a primary target only. I was relatively certain that it was him turning away; just barely within the warning area. At that time; Aircraft X called to indicate that he was executing a TCAS climb. I replied; 'Roger;' and called traffic as it pulled away. Aircraft X climbed to 33300 feet; and then returned to 33000 feet. When asked later by the next controller at the supervisor's request; Aircraft X said that he came within two or three miles; and 200 feet of the other aircraft.Sealord airspace should have been capped. Even with the limited weather information; aircraft should've been rerouted earlier. The previous controller had explained to management that it was an untenable situation.

Data retrieved from NASA's ASRS site 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.