Narrative:

I had been training my trainee on the r-side for a few hours and we had weather south of the border and along the boundary with sectors 90 and 80 for most of the evening. We had mutual weather deviations with a lot of the sectors around us and below us due to thunderstorms and overhangs. However; we did not formulate a plan with mzt center for the weather; we usually just call on each flight. They called to apreq aircraft X on a 330 heading south of the border; and told us he would be west of vylla. We asked for control on contact; as the sells MOA and atcaa were active. They approved control. At the time we were combined with sector 65; and had not told mzt to use 91's frequency 135.15. Sector 65's frequency (132.45) is known to have issues south of the border; and it's very likely that the aircraft could not hear on 132.45 until they were in the us airspace. Since mzt wasn't told to put aircraft X on 135.15 the aircraft called up on 132.45. Also; although we had been depicting weather south of vylla and to the west of vylla for a good two hours; at the time the aircraft X came over we weren't depicting anything. I had thought that the weather had dissipated and wasn't a factor. I had no idea what was out there and what the aircraft X was deviating around. When aircraft X checked in; my trainee radar identified him; and told him that due to active military airspace he could only be on that heading for about 30 miles and that he would have to fly heading of 010 to miss it. The aircraft actually had about 60 miles to fly until he would enter sells; but I've learned from past experiences to give them less. The pilot told us he could turn back within that distance. As the aircraft X got close we tried to start his turn. My trainee tried to turn him a little earlier than he said he would; and the pilot came back with just 2 more minutes; we need this heading for 2 more minutes. I got on the frequency and told him that was it; and that he had to turn to a 030 heading to avoid restricted airspace. I told him if you can't turn back you have to declare an emergency. Up until this point he was unable any heading to the east or northeast. I didn't think about turning him west or turning him around; because the whole time he kept telling me he could turn to avoid it. When the two minutes was up my trainee called him and turned him to a 030 heading. We got no response. I changed from mains to buecs on the frequencies hoping that would help and tried him again. No response. I keyed up one last time right before he entered and instructed him to fly a 090 heading. I was frustrated and upset; and so when I keyed up again that came out in my voice. He finally heard me; but it was too late; they entered the airspace. I keyed up on our guard frequency to warn the military flying in the airspace that there was an airplane at FL360 in the southeast corner. The aircraft X finally responded to my call; and the captain came over and harshly told me he wasn't going to fly his passengers into a thunderstorm. Although I agree with his decision making about a thunderstorm; I don't understand how flying them into an active restricted area is any safer. I asked then; so I guess you are declaring an emergency? He responded with yes; and finally took a turn out of the airspace. I would say he was in the airspace for about 5 minutes. Later when things calmed down I asked if he ever heard me calling him south of the border to turn him. Although I will never know for sure; he told me that he always answered when he heard us call him. This proves to me that the frequency 132.45 does not work properly south of the border; and that it contributed to the pilot flying into the restricted area. I recommend fixing the frequency 132.45 so pilots can hear the controller when they are south of the border. Create procedures with mzt for weather deviations and do not allow aircraft to fly west of vylla. If aircraft come over and want to deviate on a heading that brings theminto sells tell them unable and have them turn around until they can go east; or have them fly west in mzt's airspace until they are clear of all the restricted airspace. I should have put the aircraft on 135.15 as soon as he came over; but we've also had issues with that frequency so there is no guarantee he would've heard me on that one. There needs to be a plan or something in place; as this was 2 times in a week that we had someone fly through sells. From what I understand; when it happened earlier in the week the supervisor coordinated with luf operations to allow the aircraft to fly through. Since I didn't hear about the other incident until after mine; I didn't even think of that as an option. I knew to call on guard; but I didn't know I could have the aircraft fly west until getting approval. Of course; the pilot kept telling me he could turn back within the time and mileage; so I never thought I would need it anyway.

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Original NASA ASRS Text

Title: ZAB Controller provided a detailed account of an airspace incursion event during weather avoidance maneuvers by a flight crew. The Controller indicated better radio coverage in Mexican airspace could reduce similar events.

Narrative: I had been training my trainee on the R-Side for a few hours and we had weather South of the border and along the boundary with Sectors 90 and 80 for most of the evening. We had mutual weather deviations with a lot of the sectors around us and below us due to thunderstorms and overhangs. However; we did not formulate a plan with MZT Center for the weather; we usually just call on each flight. They called to APREQ Aircraft X on a 330 heading South of the border; and told us he would be West of VYLLA. We asked for control on contact; as the SELLS MOA and ATCAA were active. They approved control. At the time we were combined with Sector 65; and had not told MZT to use 91's frequency 135.15. Sector 65's frequency (132.45) is known to have issues South of the border; and it's very likely that the aircraft could not hear on 132.45 until they were in the US airspace. Since MZT wasn't told to put Aircraft X on 135.15 the aircraft called up on 132.45. Also; although we had been depicting weather South of VYLLA and to the West of VYLLA for a good two hours; at the time the Aircraft X came over we weren't depicting anything. I had thought that the weather had dissipated and wasn't a factor. I had no idea what was out there and what the Aircraft X was deviating around. When Aircraft X checked in; my trainee RADAR identified him; and told him that due to active military airspace he could only be on that heading for about 30 miles and that he would have to fly heading of 010 to miss it. The aircraft actually had about 60 miles to fly until he would enter SELLS; but I've learned from past experiences to give them less. The pilot told us he could turn back within that distance. As the Aircraft X got close we tried to start his turn. My trainee tried to turn him a little earlier than he said he would; and the pilot came back with just 2 more minutes; we need this heading for 2 more minutes. I got on the frequency and told him that was it; and that he had to turn to a 030 heading to avoid restricted airspace. I told him if you can't turn back you have to declare an emergency. Up until this point he was unable any heading to the East or NE. I didn't think about turning him West or turning him around; because the whole time he kept telling me he could turn to avoid it. When the two minutes was up my trainee called him and turned him to a 030 heading. We got no response. I changed from mains to BUECS on the frequencies hoping that would help and tried him again. No response. I keyed up one last time right before he entered and instructed him to fly a 090 heading. I was frustrated and upset; and so when I keyed up again that came out in my voice. He finally heard me; but it was too late; they entered the airspace. I keyed up on our Guard frequency to warn the military flying in the airspace that there was an airplane at FL360 in the Southeast corner. The Aircraft X finally responded to my call; and the Captain came over and harshly told me he wasn't going to fly his passengers into a thunderstorm. Although I agree with his decision making about a thunderstorm; I don't understand how flying them into an active restricted area is any safer. I asked then; so I guess you are declaring an emergency? He responded with yes; and finally took a turn out of the airspace. I would say he was in the airspace for about 5 minutes. Later when things calmed down I asked if he ever heard me calling him South of the border to turn him. Although I will never know for sure; he told me that he always answered when he heard us call him. This proves to me that the frequency 132.45 does not work properly South of the border; and that it contributed to the pilot flying into the restricted area. I recommend fixing the frequency 132.45 so pilots can hear the controller when they are South of the border. Create procedures with MZT for weather deviations and do not allow aircraft to fly West of VYLLA. If aircraft come over and want to deviate on a heading that brings theminto SELLS tell them unable and have them turn around until they can go East; or have them fly West in MZT's airspace until they are clear of all the restricted airspace. I should have put the aircraft on 135.15 as soon as he came over; but we've also had issues with that frequency so there is no guarantee he would've heard me on that one. There needs to be a plan or something in place; as this was 2 times in a week that we had someone fly through SELLS. From what I understand; when it happened earlier in the week the supervisor coordinated with LUF operations to allow the aircraft to fly through. Since I didn't hear about the other incident until after mine; I didn't even think of that as an option. I knew to call on Guard; but I didn't know I could have the aircraft fly West until getting approval. Of course; the pilot kept telling me he could turn back within the time and mileage; so I never thought I would need it anyway.

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.