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Mia TRACON controller reported an airborne conflict and a request to change the miami class bravo.
| Attributes | |
| ACN | 1576581 |
| Time | |
| Date | 201809 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | MIA.TRACON |
| State Reference | FL |
| Aircraft 1 | |
| Make Model Name | Cessna 340/340A |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Climb |
| Route In Use | None |
| Flight Plan | VFR |
| Aircraft 2 | |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Descent |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Approach |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 2.9 |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Clearance Deviation - Track / Heading All Types |
Narrative:
Miami feeder final had numerous inbounds to miami. Aircraft X; a VFR; climbs out of tmb under the bravo to the northwest up to 029 (even indicated 030 for 2 miles); 10w miami; with the bottom of the bravo at 030. The callsign was only obtained when a controller tagged the VFR ''watch'' and due to adsb got the numbers. The VFR proceeded to track north under the parallel finals; 1 ft under the glideslope at the 10 mi fixes where aircraft would descend. Feeder final had to turn aircraft Y into runway 12 tighter than necessary in the event the VFR decided to fly under runway 12 in a dangerous spot. Had there been any traffic on the parallels as well; it would have been a very unsafe situation.miami's bravo airspace was designed back in the day from it's original terminal control area. It has been inadequate for years in terms of it's size; protecting the finals at this airport; and protecting the VFR flying public from the abundance of large; heavy; and super wake turbulence into and out of this major international airport. Presently; all arrivals drop out of the bravo for about 1/8 mile to every runway at around 10mi around the field; and VFR's are allowed to fly there 1ft underneath all of these arrivals. That is extremely dangerous and unsafe and needs to change; before it's too late and lives are lost.
Original NASA ASRS Text
Title: MIA TRACON Controller reported an airborne conflict and a request to change the Miami Class Bravo.
Narrative: Miami feeder final had numerous inbounds to Miami. Aircraft X; a VFR; climbs out of TMB under the Bravo to the northwest up to 029 (even indicated 030 for 2 miles); 10w Miami; with the bottom of the Bravo at 030. The callsign was only obtained when a controller tagged the VFR ''watch'' and due to ADSB got the numbers. The VFR proceeded to track north under the parallel finals; 1 ft under the glideslope at the 10 mi fixes where aircraft would descend. Feeder final had to turn Aircraft Y into Runway 12 tighter than necessary in the event the VFR decided to fly under Runway 12 in a dangerous spot. Had there been any traffic on the parallels as well; it would have been a very unsafe situation.Miami's Bravo airspace was designed back in the day from it's original terminal control area. It has been inadequate for years in terms of it's size; protecting the finals at this airport; and protecting the VFR flying public from the abundance of large; heavy; and super wake turbulence into and out of this major international airport. Presently; all arrivals drop out of the Bravo for about 1/8 mile to every runway at around 10mi around the field; and VFR's are allowed to fly there 1ft underneath all of these arrivals. That is extremely dangerous and unsafe and needs to change; before it's too late and lives are lost.
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.