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D10 TRACON instructor advised trainee to descend an aircraft below the MVA.
| Attributes | |
| ACN | 1698493 |
| Time | |
| Date | 201911 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | D10.TRACON |
| State Reference | TX |
| Aircraft 1 | |
| Make Model Name | A319 |
| Operating Under FAR Part | Part 119 |
| Flight Phase | Final Approach |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Approach Instructor |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 5.8 |
| Events | |
| Anomaly | ATC Issue All Types Aircraft Equipment Problem Less Severe Conflict Ground Conflict Less Severe Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT |
Narrative:
We were training combined with dual ILS approaches with monitors. Runway 36L was being inspected so we were using runway 35C and runway 35L. Aircraft X checked on and had reported avionics issues and wanted a long final and notified us that if the aircraft didn't capture they would need to go around. Because of this I instructed the trainee to descend aircraft X to 3;000 feet. At the time I did not realize the 3;500 feet MVA was on the final on the projected flight path but I wanted aircraft X to be at a lower altitude in case they did not capture the localizer and went through as there was going to be an aircraft on the parallel final. By having those at a lower altitude there would be more time to turn aircraft X away from the higher descending aircraft on runway 35R. Aircraft X did go through the localizer and we turned them to rejoin. We did realize aircraft X was going to enter the MVA prior to entering the MVA however with the possible complexities of the avionics issue I chose to not climb the aircraft to 3;500 feet to avoid it as it's flight path was going to be north of the antennas and would be 500 feet above any obstacle. I decided this would be a safer operation than adding a climb to an aircraft with avionics issues. I would've stayed at 3;500 feet instead of 3;000 feet.
Original NASA ASRS Text
Title: D10 TRACON instructor advised trainee to descend an aircraft below the MVA.
Narrative: We were training combined with dual ILS approaches with monitors. Runway 36L was being inspected so we were using Runway 35C and Runway 35L. Aircraft X checked on and had reported avionics issues and wanted a long final and notified us that if the aircraft didn't capture they would need to go around. Because of this I instructed the trainee to descend Aircraft X to 3;000 feet. At the time I did not realize the 3;500 feet MVA was on the final on the projected flight path but I wanted Aircraft X to be at a lower altitude in case they did not capture the localizer and went through as there was going to be an aircraft on the parallel final. By having those at a lower altitude there would be more time to turn Aircraft X away from the higher descending aircraft on Runway 35R. Aircraft X did go through the localizer and we turned them to rejoin. We did realize Aircraft X was going to enter the MVA prior to entering the MVA however with the possible complexities of the avionics issue I chose to not climb the aircraft to 3;500 feet to avoid it as it's flight path was going to be north of the antennas and would be 500 feet above any obstacle. I decided this would be a safer operation than adding a climb to an aircraft with avionics issues. I would've stayed at 3;500 feet instead of 3;000 feet.
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.