Narrative:

Aircraft X was on a visual approach to runway 28R. There was a haze layer starting to move in on the final; aircraft on the left runway were on the ILS and aircraft on the right runway were getting visual approaches and following. Aircraft X lost sight of preceding traffic and was instructed by the controller to go around. The tag was handed off to departure control. They decided to hand off aircraft X to me and vector him south to come right back around for another approach. I think I recall seeing aircraft X climbing out of 3;300 feet at some point; maybe not; but I for some reason assumed he was climbing to 4;000 feet and heading 180. Final sector was more complex than usual as I was trying to descend my ILS arrivals to 2;500 feet and join the localizer and not clear them until the other controller's aircraft had my aircraft in sight. They were having a hard time getting the sightings and we were talking about switching to a different procedure and working out the sequence when aircraft X checked on. I issued the new ATIS and what approach to expect and eventually even turned aircraft X to a 090 heading. I was too focused on what was happening on final and I didn't realize aircraft X was at 3;000 feet. A low altitude alert sounded and I told aircraft X to expedite climb to 4;000 feet. I then realized they were in a 3;600 feet minimum vectoring altitude (MVA). As the final controller I should have done a better job coordinating what I needed from other sectors. I should not have assumed that aircraft X was climbing to 4;000 feet. I also should not have been too focused in on what was happening on final that I didn't notice the altitude of aircraft X.

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Original NASA ASRS Text

Title: NCT TRACON Controller reported a go-around was vectored below the Minimum Vectoring Altitude.

Narrative: Aircraft X was on a visual approach to runway 28R. There was a haze layer starting to move in on the final; Aircraft on the left runway were on the ILS and aircraft on the right runway were getting visual approaches and following. Aircraft X lost sight of preceding traffic and was instructed by the controller to go around. The tag was handed off to Departure Control. They decided to hand off Aircraft X to me and vector him south to come right back around for another approach. I think I recall seeing Aircraft X climbing out of 3;300 feet at some point; maybe not; but I for some reason assumed he was climbing to 4;000 feet and heading 180. Final sector was more complex than usual as I was trying to descend my ILS arrivals to 2;500 feet and join the localizer and not clear them until the other controller's aircraft had my aircraft in sight. They were having a hard time getting the sightings and we were talking about switching to a different procedure and working out the sequence when Aircraft X checked on. I issued the new ATIS and what approach to expect and eventually even turned Aircraft X to a 090 heading. I was too focused on what was happening on final and I didn't realize Aircraft X was at 3;000 feet. A low altitude alert sounded and I told Aircraft X to expedite climb to 4;000 feet. I then realized they were in a 3;600 feet Minimum Vectoring Altitude (MVA). As the final controller I should have done a better job coordinating what I needed from other sectors. I should not have assumed that Aircraft X was climbing to 4;000 feet. I also should not have been too focused in on what was happening on final that I didn't notice the altitude of Aircraft X.

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.