Narrative:

The weather was hazy and visual approaches weren't really working. However there were no finals monitors in place at the time of the event. The other finals sector and I were coordinating our arrivals and which aircraft could see each other to get visual separation knowing we were losing the airport visually. We had 3 aircraft on final where visual separation needed to be applied.my aircraft couldn't see anyone and neither could theirs. We had altitude separation and I pulled my aircraft off the final for a new sequence and we asked for finals monitors to be put in place so as to permit simultaneous approaches. While this was happening aircraft X came over on a downwind vector for an approach in to hhr. I advised stadium sector that I will get aircraft X on the visual or be at 1;600 feet to stay away from stadium's final for our simultaneous procedures. My arrival was restricted above aircraft X. I was trying to figure out where to put my arrival due to the 5 miles in trail restriction and a steady final from feeder. Stadium sector looked over and asked if I saw aircraft X. As I looked down; aircraft X was in a 2;000 foot MVA at 1;600 feet.I advised aircraft X to climb immediately and issued a 300 heading to avoid the 'carrot' in the 2;000 foot minimum vectoring altitude. I believe that traffic complexity; weather; simultaneous operations; the in-trail restrictions; an arrival rate above coordinated for simultaneous ILS approaches; and a lack of monitors in place with marginal weather conditions played a factor.I need to be aware of my tunnel vision with the final reference aircraft X. I also believe that the supervisor should be more aware of the weather conditions and have monitors staffed when the weather is very marginal (airport not in sight until 7 mile final or less).

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Original NASA ASRS Text

Title: SCT Controller reported descending an aircraft below the Minimum Vectoring Altitude.

Narrative: The weather was hazy and visual approaches weren't really working. However there were no Finals Monitors in place at the time of the event. The other finals sector and I were coordinating our arrivals and which aircraft could see each other to get visual separation knowing we were losing the airport visually. We had 3 aircraft on final where visual separation needed to be applied.My aircraft couldn't see anyone and neither could theirs. We had altitude separation and I pulled my aircraft off the final for a new sequence and we asked for Finals Monitors to be put in place so as to permit simultaneous approaches. While this was happening aircraft X came over on a downwind vector for an approach in to HHR. I advised Stadium Sector that I will get aircraft X on the visual or be at 1;600 feet to stay away from Stadium's final for our simultaneous procedures. My arrival was restricted above aircraft X. I was trying to figure out where to put my arrival due to the 5 miles in trail restriction and a steady final from Feeder. Stadium Sector looked over and asked if I saw aircraft X. As I looked down; aircraft X was in a 2;000 foot MVA at 1;600 feet.I advised aircraft X to climb immediately and issued a 300 heading to avoid the 'carrot' in the 2;000 foot Minimum Vectoring Altitude. I believe that traffic complexity; weather; simultaneous operations; the in-trail restrictions; an arrival rate above coordinated for simultaneous ILS approaches; and a lack of monitors in place with marginal weather conditions played a factor.I need to be aware of my tunnel vision with the final reference aircraft X. I also believe that the supervisor should be more aware of the weather conditions and have monitors staffed when the weather is very marginal (airport not in sight until 7 mile final or less).

Data retrieved from NASA's ASRS site 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.