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Psp tower controllers reported allowing an aircraft to enter TRACON airspace without coordination and with incorrect departure instructions.
| Attributes | |
| ACN | 1479383 |
| Time | |
| Date | 201709 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | PSP.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Small Transport Low Wing 2 Turboprop Eng |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Final Approach |
| Route In Use | Other VOR B |
| Flight Plan | IFR |
| Person 1 | |
| Function | Instructor Ground |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 5 |
| Person 2 | |
| Function | Local |
| Qualification | Air Traffic Control Fully Certified |
| Events | |
| Anomaly | ATC Issue All Types Airspace Violation All Types Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
Aircraft X was inbound. Coordination was made through the scratch pad for the VOR B approach; missed approach; and then hand-off back to TRACON. TRACON did not coordinate any further. I informed local control they should call TRACON. As I understand; local control advised me that he tried to contact them; but there was no response. Local control cleared the aircraft to land. The pilot asked for the missed approach. Local control cleared the aircraft for the option with a 7 knot tailwind component. This was not at the pilot's request; not coordinated with TRACON; and not coordinated with ground control; as per local standard operating procedure.the aircraft was IFR. After the aircraft did a not-so-low approach; on the upwind; local control told the aircraft to fly the SID. The pilot reported that he didn't have it dialed in to his FMS because he hadn't been previously briefed or cleared or told by anyone what to expect. Local control issued an IFR clearance to the aircraft. The aircraft was at roughly 5000 feet when they were finally switched back to TRACON. The aircraft continued about 3 miles beyond procedural turn; and toward a 13000 foot MVA (minimum vectoring altitude) before the SID was dialed in and followed or before TRACON was able to communicate with and turn them.all above is what happened. What should have happened is; 1st transmission; 'aircraft X; psp tower; runway 13R continue; report going missed; circle to the north.' 2nd transmission; 'execute published missed approach procedure; contact socal departure.' without coordination; it's assumed TRACON will issue a new IFR clearance.as I've recommended in several reports previous to this one; the controller is the one that doesn't understand the job. He was not trained properly or efficiently and was signed off without merit; and against the recommendation from his trainers and the union. The controller needs to go through mass re-training; be de-certified; or at least massive amounts of s.e.t training. This controller on position is like a person driving down a street full of cars blind-folded. It's amazing he hasn't hit any of them; and it's only a matter of time until he does.
Original NASA ASRS Text
Title: PSP Tower controllers reported allowing an aircraft to enter TRACON airspace without coordination and with incorrect departure instructions.
Narrative: Aircraft X was inbound. Coordination was made through the scratch pad for the VOR B approach; missed approach; and then hand-off back to TRACON. TRACON did not coordinate any further. I informed local control they should call TRACON. As I understand; local control advised me that he tried to contact them; but there was no response. Local control cleared the aircraft to land. The pilot asked for the missed approach. Local control cleared the aircraft for the option with a 7 knot tailwind component. This was not at the pilot's request; not coordinated with TRACON; and not coordinated with ground control; as per local standard operating procedure.The aircraft was IFR. After the aircraft did a not-so-low approach; on the upwind; local control told the aircraft to fly the SID. The pilot reported that he didn't have it dialed in to his FMS because he hadn't been previously briefed or cleared or told by anyone what to expect. Local control issued an IFR clearance to the aircraft. The aircraft was at roughly 5000 feet when they were finally switched back to TRACON. The aircraft continued about 3 miles beyond procedural turn; and toward a 13000 foot MVA (Minimum Vectoring Altitude) before the SID was dialed in and followed or before TRACON was able to communicate with and turn them.All above is what happened. What should have happened is; 1st transmission; 'Aircraft X; PSP tower; Runway 13R continue; report going missed; circle to the north.' 2nd transmission; 'execute published missed approach procedure; contact SOCAL Departure.' without coordination; it's assumed TRACON will issue a new IFR clearance.As I've recommended in several reports previous to this one; the controller is the one that doesn't understand the job. He was not trained properly or efficiently and was signed off without merit; and against the recommendation from his trainers and the union. The controller needs to go through mass re-training; be de-certified; or at least massive amounts of s.e.t training. This controller on position is like a person driving down a street full of cars blind-folded. It's amazing he hasn't hit any of them; and it's only a matter of time until he does.
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.