Narrative:

Severe and rapidly changing weather. Level 5 and 6 intensity returns widely scattered across entire scope. Winds above 1000 feet were reported by pilots from the south exceeding 50 knots. High volume of traffic with increased workload due to severe weather event due to frontal passage. Very few 'clean' areas to vector airplanes into or through to get to/from msy. I was working all msy arrivals in addition to all arrivals and departures from hum; hdc; ptn; gao; and 1l0; airports in addition to working all offshore helicopter activity. All airfields were IFR as were all aircraft using msy approach airspace.I was running a 10+ arrival sequence to msy runway 11; with a rapidly developing and unclear weather picture at the time. The cells and frontal activity changed continuously and rapidly causing planning and projecting to adapt quickly as well. Aircraft X was broken off of the ILS final by the local controller and sent back to me to be resequenced. Due to the volume and a medical emergency requiring priority to the airport; aircraft X was forced to fly a long downwind to rejoin the sequence on final approach. During this time; I inadvertently allowed aircraft X to come within 1.8 NM of a 1800 foot radio antenna. I failed in that I allowed tunnel vision and the complexity of the overall traffic and weather situation to lose a comprehensive and effective scan. Few other issues. The controllers made suggestions to the supervisor trying to mitigate risk/workload during this complex traffic situation. One controller requested to 'split off south' to open another sector to spread workload. The supervisor responded; 'you do what you do over there; and let me do what I do over here.' the entire shift was very complex with severe weather and complex and dense traffic. It was a challenging day for the pilots; and all controllers working approach. The bottom line; however is that I failed to scan effectively and allowed other issues with traffic and weather to distract me and not realize aircraft X's proximity to the antenna in a timelier manner. First loss I've ever experienced after 22 years of working airplanes. Sure didn't feel good. There is no coaching; training; or talk that could be given to make me understand where I did it wrong and how I could; and should have done it better. I got about a half-dozen 'great jobs' and 'good work' from the pro pilots during this session. That was made moot by aircraft X.the radar map depiction of the antenna is tied to map 'a' on the stars. Even at high intensity; the carrot is small and dim. Make the antenna depiction on the map larger and more prominent and easier to see more effectively. Promote safety culture by managing assets more effectively to promote safety and efficiency of operation. Divide the workload when needed or requested by the controllers.

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Original NASA ASRS Text

Title: MSY TRACON Controller working combined sectors during heavy traffic with weather deviations allowed an aircraft to fly less than the mandatory 3 miles from an obstruction displayed on their radar.

Narrative: Severe and rapidly changing weather. Level 5 and 6 intensity returns widely scattered across entire scope. Winds above 1000 feet were reported by pilots from the south exceeding 50 knots. High volume of traffic with increased workload due to severe weather event due to frontal passage. Very few 'clean' areas to vector airplanes into or through to get to/from MSY. I was working all MSY arrivals in addition to all arrivals and departures from HUM; HDC; PTN; GAO; and 1L0; airports in addition to working all offshore helicopter activity. All airfields were IFR as were all aircraft using MSY approach airspace.I was running a 10+ arrival sequence to MSY RWY 11; with a rapidly developing and unclear weather picture at the time. The cells and frontal activity changed continuously and rapidly causing planning and projecting to adapt quickly as well. Aircraft X was broken off of the ILS final by the Local controller and sent back to me to be resequenced. Due to the volume and a medical emergency requiring priority to the airport; Aircraft X was forced to fly a long downwind to rejoin the sequence on final approach. During this time; I inadvertently allowed Aircraft X to come within 1.8 NM of a 1800 foot radio antenna. I failed in that I allowed tunnel vision and the complexity of the overall traffic and weather situation to lose a comprehensive and effective scan. Few other issues. The controllers made suggestions to the Supervisor trying to mitigate risk/workload during this complex traffic situation. One controller requested to 'split off south' to open another sector to spread workload. The Supervisor responded; 'You do what you do over there; and let me do what I do over here.' The entire shift was very complex with severe weather and complex and dense traffic. It was a challenging day for the pilots; and all controllers working approach. The bottom line; however is that I failed to scan effectively and allowed other issues with traffic and weather to distract me and not realize Aircraft X's proximity to the antenna in a timelier manner. First loss I've ever experienced after 22 years of working airplanes. Sure didn't feel good. There is no coaching; training; or talk that could be given to make me understand where I did it wrong and how I could; and should have done it better. I got about a half-dozen 'great jobs' and 'good work' from the pro pilots during this session. That was made moot by Aircraft X.The radar map depiction of the antenna is tied to map 'A' on the STARS. Even at high intensity; the carrot is small and dim. Make the antenna depiction on the map larger and more prominent and easier to see more effectively. Promote safety culture by managing assets more effectively to promote safety and efficiency of operation. Divide the workload when needed or requested by the controllers.

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.