ZJX CTLR EXPERIENCED OPERROR AT FL330 AS HE ATTEMPTED TO VECTOR CLR OF OTHER TFC AND COMPLY WITH IN TRAIL RESTRS TO THE ADJACENT CTR.

Narrative

THE FA50/G ACFT WAS DSNDED FROM A HIGH ALT SECTOR TO FL350. I INSTRUCTED THE CTLR ABOVE ME (FL350-FL999) TO DSND THE FA50 TO FL310 AND TURN HIM 30 DEGS R FOR IN-TRAIL SPACING TO RSW. THE ACFT DID NOT DSND AS QUICKLY AS PLANNED AND CAME INTO CONFLICT WITH THE MD82. THE MD82 WAS TURNED 30 DEGS R TO ASSIST IN MAINTAINING SEPARATION. WHEN THE FA50 WAS AT FL310; THE ACFT WAS RECLRED BACK ON COURSE. THIS EVENT WAS A COMBINATION OF UNSAFE AIRSPACE CONFIG AND REPRESSIVE IN-TRAIL RESTRS INTO ZMA AIRSPACE. THE SECTOR I WAS WORKING OWNS FL270-FL349. THEREFORE; MY CEILING ALT WAS FL330. BY LOA; I MUST DELIVER RSW AND FMY ARRS OVER PIE AT FL270; WHICH MEANS THAT THEY MUST ALSO BE IN-TRAIL WITH EACH OTHER. THE SECTOR ABOVE ME OWNS FL350-FL999 AND THEY DSND RSW AND FMY ARRS TO FL350 AND HDOF TO ME. A LOT OF TIMES YOU DON'T KNOW THAT THE ACFT IS THERE UNTIL THE LAST MIN; WHICH CAUSES YOU TO HAVE TO VECTOR THE OVERFLTS AND IN-TRAIL WITH EACH OTHER. THE SECTOR I WAS WORKING (MAYO #16) USED TO BE COMBINED WITH THE ULTRA HIGH SECTOR. THIS MADE PREPLANNING ARRS AND DSCNTS MUCH EASIER; AND LESS STRESSFUL. ANOTHER CONTRIBUTING FACTOR IS THE DAILY IN-TRAIL REQUIREMENTS TO ALL ZMA ARPTS; USUALLY 15 MI IN TRAIL AND ON OCCASION 20 MI IN TRAIL PER ARPT REGARDLESS OF ALT. THIS DIVERTS ATTN AWAY FROM THOSE ACFT CLBING AND DSNDING INTO THIS SECTOR.