Narrative:

Event occurred sector 16 in atlanta ARTCC center. Due to atlanta arrival traffic at 14000 deviating for weather; the atlanta departure controller coordinated with sector 16 all departures climbing to 13000 on a vector toward a hole in the weather and not our control for climb or turns. Routinely; these aircraft are climbing to 14000 (atlanta approach A80 top altitude); and we climb aircraft above their airspace upon handoff acceptance. The first aircraft we worked was aircraft X who stated he encountered moderate turbulence; heavy rain and hole was closing fast. The pilot also said if he could have climbed; he would have gotten above the worst of the weather. We relayed the PIREP to the approach controller and requested aircraft on a different routing so we could climb them above the weather. When that was denied; we asked that departures be stopped for safety reasons. The traffic management supervisor refused to do so. The second aircraft we worked was aircraft Y. While still in class B airspace; but on our frequency; this aircraft took a lightning strike. It is also important to note the aircraft was vectored toward the known weather by the approach controller vs. The heading initially coordinated with us. Again; via our supervisor; we asked for the departures to be stopped for safety reasons. Again the traffic management unit supervisor declined to do so. It is absolutely absurd to send aircraft through known hazardous weather for efficiency's sake. Supposedly we live in a safety culture within the FAA to issue weather; and assist aircraft via every means possible to avoid known weather.

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Original NASA ASRS Text

Title: ZTL Controller described an event when weather factors indicated that aircraft should be re-routed over/around weather; but Traffic Management elected not to adhere to the recommended alternative procedures.

Narrative: Event occurred sector 16 in Atlanta ARTCC Center. Due to Atlanta arrival traffic at 14000 deviating for weather; the Atlanta Departure Controller coordinated with Sector 16 all departures climbing to 13000 on a vector toward a hole in the weather and not our control for climb or turns. Routinely; these aircraft are climbing to 14000 (Atlanta Approach A80 top altitude); and we climb aircraft above their airspace upon handoff acceptance. The first aircraft we worked was Aircraft X who stated he encountered moderate turbulence; heavy rain and hole was closing fast. The pilot also said if he could have climbed; he would have gotten above the worst of the weather. We relayed the PIREP to the Approach Controller and requested aircraft on a different routing so we could climb them above the weather. When that was denied; we asked that departures be stopped for safety reasons. The Traffic Management Supervisor refused to do so. The second aircraft we worked was Aircraft Y. While still in Class B airspace; but on our frequency; this aircraft took a lightning strike. It is also important to note the aircraft was vectored toward the known weather by the Approach Controller vs. the heading initially coordinated with us. Again; via our Supervisor; we asked for the departures to be stopped for safety reasons. Again the Traffic Management Unit Supervisor declined to do so. It is absolutely absurd to send aircraft through known hazardous weather for efficiency's sake. Supposedly we live in a safety culture within the FAA to issue weather; and assist aircraft via every means possible to avoid known weather.

Data retrieved from NASA's ASRS site as of April 2012 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.