|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||atc facility : nrr|
|Altitude||msl bound lower : 4600|
msl bound upper : 5000
|Controlling Facilities||artcc : mjzs|
|Make Model Name||Light Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||descent : approach|
|Route In Use||arrival other|
|Affiliation||government : faa|
|Function||controller : radar|
|Qualification||controller : radar|
|Affiliation||government : military|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : military|
|Anomaly||conflict : airborne less severe|
conflict : nmac
|Independent Detector||other controllera|
other flight crewa
|Resolutory Action||controller : issued new clearance|
|Miss Distance||horizontal : 9600|
vertical : 600
|Primary Problem||ATC Human Performance|
|Air Traffic Incident||Operational Error|
Light transport was handed off at 5000', heading esebound. On initial contact the aircraft was descended to 4000'. From the map over head, the aircraft appeared to be in a 3000' MVA. Handoff procedures were started with roosevelt roads. Roosevelt roads stated the aircraft was in a 5600' MVA. I said standby. Went back to check aircraft position with overhead map and observed aircraft on the next radar scope to my left, which was using the sju radar site (different one than the one being used at my position with different MVA's and more clearly presented ones). Light transport appeared to be in the 4500' MVA area on this chart. Light transport was then seen leaving 4700', and was advised to maintain 4600', which he complied with. This gave time to check his past and future track. The aircraft appeared to be in good condition to pass a 5000' MVA area. I went back to work and later complaints were received from the pilot that that he was too close to the antennas in the 5000' area. It ended up being 1.6 mi and 600 or 700'. The map overhead position was the wrong map, I was later told, and the correct map was to the right. The mapping on the radar was very poor and hard to read.
Original NASA ASRS Text
Title: LTT WAS DESCENDED BELOW THE MVA AND CAME CLOSE TO AN ANTENNA.
Narrative: LTT WAS HANDED OFF AT 5000', HDG ESEBOUND. ON INITIAL CONTACT THE ACFT WAS DSNDED TO 4000'. FROM THE MAP OVER HEAD, THE ACFT APPEARED TO BE IN A 3000' MVA. HDOF PROCS WERE STARTED WITH ROOSEVELT ROADS. ROOSEVELT ROADS STATED THE ACFT WAS IN A 5600' MVA. I SAID STANDBY. WENT BACK TO CHK ACFT POS WITH OVERHEAD MAP AND OBSERVED ACFT ON THE NEXT RADAR SCOPE TO MY LEFT, WHICH WAS USING THE SJU RADAR SITE (DIFFERENT ONE THAN THE ONE BEING USED AT MY POS WITH DIFFERENT MVA'S AND MORE CLEARLY PRESENTED ONES). LTT APPEARED TO BE IN THE 4500' MVA AREA ON THIS CHART. LTT WAS THEN SEEN LEAVING 4700', AND WAS ADVISED TO MAINTAIN 4600', WHICH HE COMPLIED WITH. THIS GAVE TIME TO CHK HIS PAST AND FUTURE TRACK. THE ACFT APPEARED TO BE IN GOOD CONDITION TO PASS A 5000' MVA AREA. I WENT BACK TO WORK AND LATER COMPLAINTS WERE RECEIVED FROM THE PLT THAT THAT HE WAS TOO CLOSE TO THE ANTENNAS IN THE 5000' AREA. IT ENDED UP BEING 1.6 MI AND 600 OR 700'. THE MAP OVERHEAD POS WAS THE WRONG MAP, I WAS LATER TOLD, AND THE CORRECT MAP WAS TO THE RIGHT. THE MAPPING ON THE RADAR WAS VERY POOR AND HARD TO READ.
Data retrieved from NASA's ASRS site as of August 2007 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.