Narrative:

I was working controller in charge on the mid shift. An A319 was handed off from ZSE to P80 via other-than-coordinated routing and altitude. I became aware of the unusual event when the hood controller said the A319 was level at 13;000 ft in a 13;400 ft MVA. Hood verified the aircraft's assigned altitude and the pilot confirmed they were assigned 13;000 ft and cleared direct bonvl; which is a fix on the BONVL6 STAR. The A319; by the ZSE/P80 LOA; should have been cleared via the BONVL6 arrival landing west which involves crossing bonvl at 10;000 ft at 250 KIAS. The routing assigned by the center controller appeared to not be on the arrival routing but rather a radar vector. Once the hood controller verified the A319's altitude he asked the pilot to maintain separation from terrain and obstructions; and the pilot concurred. Once the aircraft was over the next lowest MVA; 6;200 ft; the hood controller vectored and descended the A319 for a visual approach at pdx. I called ZSE several minutes later to inquire about the A319's clearance. The controller responded with direct bonvl and assigned 13;200 ft. I told them the A319 had descended to 13;000 ft and that our MVA was 13;400 ft. I am not sure of what the center actually gave the A319 for altitude or routing; all I know is he was going direct bonvl off the arrival and descended below our MVA. Without pointing fingers this appears to be a case of 'mid rules' where the center has a common practice of clearing arrival aircraft; especially those landing pdx; via other than LOA routing without coordination. Most of the time this is not a problem; but in this case even if the A319 had been issued 13;200 ft; they would still be below P80's MVA and on other than expected routing. This put the hood controller in a stressful and uncertain situation and the aircraft in unsafe proximity to terrain. My recommendation is for ZSE to follow the LOA regardless of what time of day it is; and if aircraft are routed otherwise to coordinate it; because we almost never unable their requests. Appreq's are fine with me all the time but aircraft below MVA's is not.

Related reports:

Google
 

Original NASA ASRS Text

Title: P80 Controller described a below MVA event during late night operations involving an arrival routed via an non-standard clearance. The reporter suggested all routing be pre-approved if other than LOA standards.

Narrative: I was working CIC on the mid shift. An A319 was handed off from ZSE to P80 via other-than-coordinated routing and altitude. I became aware of the unusual event when the Hood Controller said the A319 was level at 13;000 FT in a 13;400 FT MVA. Hood verified the aircraft's assigned altitude and the pilot confirmed they were assigned 13;000 FT and cleared direct BONVL; which is a fix on the BONVL6 STAR. The A319; by the ZSE/P80 LOA; should have been cleared via the BONVL6 arrival landing west which involves crossing BONVL at 10;000 FT at 250 KIAS. The routing assigned by the Center Controller appeared to not be on the arrival routing but rather a RADAR vector. Once the Hood Controller verified the A319's altitude he asked the pilot to maintain separation from terrain and obstructions; and the pilot concurred. Once the aircraft was over the next lowest MVA; 6;200 FT; the Hood Controller vectored and descended the A319 for a visual approach at PDX. I called ZSE several minutes later to inquire about the A319's clearance. The Controller responded with direct BONVL and assigned 13;200 FT. I told them the A319 had descended to 13;000 FT and that our MVA was 13;400 FT. I am not sure of what the Center actually gave the A319 for altitude or routing; all I know is he was going direct BONVL off the arrival and descended below our MVA. Without pointing fingers this appears to be a case of 'Mid Rules' where the Center has a common practice of clearing arrival aircraft; especially those landing PDX; via other than LOA routing without coordination. Most of the time this is not a problem; but in this case even if the A319 had been issued 13;200 FT; they would still be below P80's MVA and on other than expected routing. This put the Hood Controller in a stressful and uncertain situation and the aircraft in unsafe proximity to terrain. My recommendation is for ZSE to follow the LOA regardless of what time of day it is; and if aircraft are routed otherwise to coordinate it; because we almost NEVER unable their requests. APPREQ's are fine with me all the time but aircraft below MVA's is not.

Data retrieved from NASA's ASRS site as of July 2013 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.