During a position briefing the relieving Controller failed to comprehend that a C210 on vectors at 3;000 FT was headed toward a higher MVA. The briefing Controller discovered the error 45 seconds later after the C210 has entered the higher MVA.
Synopsis
During a position briefing the relieving Controller failed to comprehend that a C210 on vectors at 3;000 FT was headed toward a higher MVA. The briefing Controller discovered the error 45 seconds later after the C210 has entered the higher MVA.
Narrative
A C210 was on a vector heading 120 degrees for the downwind on a GPS approach for Runway 30R at BFL. I gave a position briefing to my replacement; and in my briefing I specifically stated to the Controller relieving me; 'watch out for the MVA's on the C210' AND I turned on the MVA map as a favor for the Relieving Controller. At the time the briefing was over; the C210 was 5 miles from the MVA still on a vector of 120 degrees. The Controller accepted the position and then I adjusted his name appropriately on the CRU ART computer. As I came back to the position approximately 45 seconds later; the C210 was still heading 120 level at 3;000 FT MSL heading right into a 4;500 FT MVA. I immediately told the Controller who relieved me to turn and climb the aircraft. Shortly afterwards the aircraft exited the higher MVA. The aircraft was in the 4;500 FT MVA for approximately 3 minutes until he exited into a 2;500 FT MVA. I recommend making it procedure to not adjust the CRU-ART computer until your 2 minute overlap is complete.
Second reporter narrative
A C210 was on a vector for his third GPS approach to BFL. His request for extended downwinds allowed me to go on with my scan and work some inbound VFR aircraft requesting sequencing to the airport. While giving instructions to three VFR aircraft 20 miles west of the field to prevent them from getting too close to each other; the C210 proceeded into a 4500 FT MVA at 3000 FT in level flight. This was pointed out to me by the Relieved Controller who was still monitoring the position as part of his post-briefing; and I immediately turned and climbed the C210 to get him out of the MVA and prevent him from passing into another; higher MVA. I should have climbed the aircraft to comply with the higher altitude MVA before allowing him to continue on the downwind leg.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.