Narrative:

Period of slow traffic in the sector. Aircraft X was an IFR in bound from the southwest. The aircraft was descended to 9;000 feet in an 8;700 foot MVA (minimum vectoring altitude). The aircraft was then given descent to 8;700 feet and gave a proper readback. The aircraft was not given any course guidance and was told to expect the visual approach to at mfr. I was assisting another controller with an aerobatic tfr. I had already full routed aircraft X strip; the aircraft did not appear to be direct mfr. The strip indicated that the pilot had filed direct ZZZ an airport 10 southeast of mfr. I inquired to the pilot if they wanted a vector for the straight in visual approach for mfr and at this time noticed the pilot had descended to 8;000 feet and was continuing to descend. I advised the pilot to climb and maintain 8;700 feet and the pilot canceled their IFR flight plan and went to ZZZ. I did not issue the low altitude warning. Approximately twenty minutes later when traffic had built slightly there was an IFR inbound from the northeast for the right down wind and a VFR departure followed by an IFR aircraft. The IFR aircraft was issued the RNAV departure; this takes the aircraft straight out. The VFR aircraft was given a turn to the northeast for the IFR departure and the IFR inbound was on a heading to ensure separation. Aircraft Y was issued the VFR traffic and I was advised by tower they had the VFR aircraft in sight. I had to stop the VFR departure for the IFR inbound at 7;000 feet. It appeared that aircraft Y was not on the RNAV departure and headed directly at the VFR aircraft. I asked the IFR aircraft to verify departure procedure and they verified RNAV. I advised the pilot that this procedure would take them directly to ZZZ1 and the pilot stated correcting and they had the VFR aircraft in sight. Upon reviewing the tape aircraft Y did not state altitude leaving and climbing to on initial check on and I did not catch this.I recommend the ability to provide oversight or assistance for the facility while not working position. Had I not been acting in a supervisory capacity at the time; I may have caught the descent quicker than I had. With the IFR aircraft this is a semi regular event with aircraft. Their sms will occasionally take them off the course for the RNAV even when the pilot has programmed the aircraft correctly. At the time of this report I have not had the opportunity to see if this was the case.

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Original NASA ASRS Text

Title: EUG TRACON Controller working a radar sector reported one aircraft descended below the Minimum Vectoring Altitude and another flew off course into confliction with a VFR aircraft.

Narrative: Period of slow traffic in the sector. Aircraft X was an IFR in bound from the southwest. The aircraft was descended to 9;000 feet in an 8;700 foot MVA (Minimum Vectoring Altitude). The aircraft was then given descent to 8;700 feet and gave a proper readback. The aircraft was not given any course guidance and was told to expect the Visual Approach to at MFR. I was assisting another Controller with an aerobatic TFR. I had already full routed Aircraft X strip; the aircraft did not appear to be direct MFR. The strip indicated that the pilot had filed direct ZZZ an airport 10 SE of MFR. I inquired to the pilot if they wanted a vector for the straight in Visual Approach for MFR and at this time noticed the pilot had descended to 8;000 feet and was continuing to descend. I advised the pilot to climb and maintain 8;700 feet and the pilot canceled their IFR flight plan and went to ZZZ. I did not issue the low altitude warning. Approximately twenty minutes later when traffic had built slightly there was an IFR inbound from the northeast for the right down wind and a VFR departure followed by an IFR aircraft. The IFR aircraft was issued the RNAV departure; this takes the aircraft straight out. The VFR aircraft was given a turn to the Northeast for the IFR departure and the IFR inbound was on a heading to ensure separation. Aircraft Y was issued the VFR traffic and I was advised by Tower they had the VFR aircraft in sight. I had to stop the VFR departure for the IFR inbound at 7;000 feet. It appeared that Aircraft Y was not on the RNAV departure and headed directly at the VFR aircraft. I asked the IFR aircraft to verify departure procedure and they verified RNAV. I advised the pilot that this procedure would take them directly to ZZZ1 and the pilot stated correcting and they had the VFR aircraft in sight. Upon reviewing the tape Aircraft Y did not state altitude leaving and climbing to on initial check on and I did not catch this.I recommend the ability to provide oversight or assistance for the facility while not working position. Had I not been acting in a supervisory capacity at the time; I may have caught the descent quicker than I had. With the IFR aircraft this is a semi regular event with aircraft. Their SMS will occasionally take them off the course for the RNAV even when the pilot has programmed the aircraft correctly. At the time of this report I have not had the opportunity to see if this was the case.

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.