Narrative:

This was a simple clear cut error that occurred during a skill check on north radar. I was working local control. C182 was cleared for take off and assigned runway heading. North radar immediately turned C182 on course (approximately 290) and assigned FL100. When C182 crossed the 3 NM circle around an antenna farm his altitude indicated 1;300 ft-1;400 ft. The highest antenna is 1;549 ft. Even in the front pages of the approach plates; it instructs pilots not to turn west until leaving 1500 feet!!! The .65 clearly says; in the paragraph titled 'vectoring below the MVA' that we can discontinue lateral separation after the aircraft has reported or is observed at an altitude above the obstruction. C182 was turned right at the obstructions when he was below 500 ft. What led to this event and why it happened? The answer to that question is the reason why I am writing this report. There has been a disagreement on who is responsible for separating a ZZZ departure from obstructions. Is it the pilot or the controller? Over the years; when I attempted to address this issue with the management team; this is what I have been told: 1.)'do what's best for your career.' 2.)'we have a waiver from FSDO that allows us to do that.' a flm really did say that. 3.) 'we have a 'diverse vectoring area' that allows that. Of course I asked to see the LOA; lop; directive; or where ever it is documented and he could not find it. 4.)'it is the pilot's responsibility to miss the antenna' 5.)' it is just a technicality; why do you care?' 6.)'the chances of hitting one of those antenna is almost zero; 'the management team; some past and some present; really don't know the rules or don't care. I have seen and reported several aircraft that literally flew between the antennas. Sooner or later someone is going to hit one of those antennas if we don't get this straightened out. My recommendation is simple. Don't turn the aircraft until they are above the obstructions!

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Original NASA ASRS Text

Title: Controller voiced concern regarding currently utilized departure techniques with regard to MVA; diverse vectoring area and obstacle clearances; the reporter noting the confusion needs to be clarified.

Narrative: This was a simple clear cut error that occurred during a skill check on North RADAR. I was working Local Control. C182 was cleared for take off and assigned runway heading. North RADAR immediately turned C182 on course (approximately 290) and assigned FL100. When C182 crossed the 3 NM circle around an antenna farm his altitude indicated 1;300 FT-1;400 FT. The highest antenna is 1;549 FT. EVEN IN THE FRONT PAGES OF THE APPROACH PLATES; IT INSTRUCTS PILOTS NOT TO TURN WEST UNTIL LEAVING 1500 FEET!!! The .65 clearly says; in the paragraph titled 'vectoring below the MVA' that we can discontinue lateral separation AFTER the aircraft has reported or is observed at an altitude above the obstruction. C182 was turned right at the obstructions when he was below 500 FT. What led to this event and why it happened? The answer to that question is the reason why I am writing this report. There has been a disagreement on who is responsible for separating a ZZZ departure from obstructions. Is it the pilot or the Controller? Over the years; when I attempted to address this issue with the Management team; this is what I have been told: 1.)'Do what's best for your career.' 2.)'We have a waiver from FSDO that allows us to do that.' A FLM really did say that. 3.) 'We have a 'diverse vectoring area' that allows that. Of course I asked to see the LOA; LOP; Directive; or where ever it is documented and he could not find it. 4.)'It is the pilot's responsibility to miss the antenna' 5.)' It is just a technicality; why do you care?' 6.)'The chances of hitting one of those antenna is almost zero; 'The Management team; some past and some present; really don't know the rules or don't care. I have seen and REPORTED several aircraft that literally flew between the antennas. Sooner or later someone is going to hit one of those antennas if we don't get this straightened out. My recommendation is simple. DON'T TURN THE AIRCRAFT UNTIL THEY ARE ABOVE THE OBSTRUCTIONS!

Data retrieved from NASA's ASRS site as of July 2013 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.