Narrative:

A controller was working radar sectors combined. They had to split the position in a hurry; and I went to open the other sector. There was really no benefit to splitting it because it wasn't going to change the workload whatsoever. This was not a complex or overly busy session; and was an average workload. When I was taking the position; the other controller had an IFR tie between the two aircraft on instrument approaches. He didn't recognize the tie. Tower local control called and made us aware of the tie. The controller cancelled the approach clearance and turned the aircraft. I do not remember the altitude he assigned. When I officially took the position; tower local control called and brought to my attention that aircraft X was at 2000 feet in a 2600 foot minimum vectoring altitude(MVA). I immediately issued a climb to 3000 feet. At this time; aircraft X was close to or within adjacent TRACON airspace; but he had not been pointed out.the relief briefing was scattered and scrambled; and it took way longer than it should have to split the position. When he first began briefing me; he used the landline to call my position. Part way through the brief; he had to issue a control instruction and let go of the line. When he began briefing me again; he didn't hit the line; and I didn't even realize he was attempting to continue the briefing. I hit the brief button once I realized it; and took control of the position.I work with this controller regularly; and situations like this happen with him every single day. He does not remain calm on frequency or during a debrief. As exemplified by the tie he fails to make a successful plan; and it often results in an extremely inefficient operation. This particular session was not overly busy or complex; and normally would not warrant splitting the radar sectors. We regularly 'scramble' to split the sectors when he is working and then go back to combined operation after he is relieved. Briefing during this time only increases the workload for him; which degrades the operation even further. Splitting the positions sooner would not help in this situation as on a west flow operation; all of the traffic is on one position anyway. I genuinely believe he would benefit from remedial training through 'tape talks' of his communication with pilots and the position relief brief. Remaining calm and building a plan would go a long way. I personally do not believe he operates at a level expected of controllers; and he regularly struggles with standard traffic. However; he is already certified so every effort should be made by management to aid him in getting better and maintaining operational integrity.

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Original NASA ASRS Text

Title: TRACON controllers reported an aircraft was vectored below the Minimum Vectoring Altitude and close to another sector airspace without coordination.

Narrative: A Controller was working radar sectors combined. They had to split the position in a hurry; and I went to open the other sector. There was really no benefit to splitting it because it wasn't going to change the workload whatsoever. This was not a complex or overly busy session; and was an average workload. When I was taking the position; the other Controller had an IFR tie between the two aircraft on instrument approaches. He didn't recognize the tie. Tower Local Control called and made us aware of the tie. The Controller cancelled the approach clearance and turned the aircraft. I do not remember the altitude he assigned. When I officially took the position; Tower Local Control called and brought to my attention that Aircraft X was at 2000 feet in a 2600 foot Minimum Vectoring Altitude(MVA). I immediately issued a climb to 3000 feet. At this time; Aircraft X was close to or within adjacent TRACON airspace; but he had not been pointed out.The relief briefing was scattered and scrambled; and it took way longer than it should have to split the position. When he first began briefing me; he used the landline to call my position. Part way through the brief; he had to issue a control instruction and let go of the line. When he began briefing me again; he didn't hit the line; and I didn't even realize he was attempting to continue the briefing. I hit the brief button once I realized it; and took control of the position.I work with this Controller regularly; and situations like this happen with him every single day. He does not remain calm on frequency or during a debrief. As exemplified by the tie he fails to make a successful plan; and it often results in an extremely inefficient operation. This particular session was not overly busy or complex; and normally would not warrant splitting the radar sectors. We regularly 'scramble' to split the sectors when he is working and then go back to combined operation after he is relieved. Briefing during this time only increases the workload for him; which degrades the operation even further. Splitting the positions sooner would NOT help in this situation as on a West flow operation; all of the traffic is on one position anyway. I genuinely believe he would benefit from remedial training through 'tape talks' of his communication with pilots and the position relief brief. Remaining calm and building a plan would go a long way. I personally do not believe he operates at a level expected of Controllers; and he regularly struggles with standard traffic. However; he is already certified so every effort should be made by management to aid him in getting better and maintaining operational integrity.

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.