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ZSE controllers reported having to issue vectors to BE35 to avoid higher minimum vectoring altitude.
| Attributes | |
| ACN | 1554620 |
| Time | |
| Date | 201806 |
| Place | |
| Locale Reference | ZSE.ARTCC |
| State Reference | WA |
| Aircraft 1 | |
| Make Model Name | Bonanza 35 |
| Flight Phase | Cruise |
| Flight Plan | IFR |
| Person 1 | |
| Function | Enroute |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 4 |
| Person 2 | |
| Function | Enroute |
| Qualification | Air Traffic Control Fully Certified |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT |
Narrative:
I had just started my shift and was relieving the R05/R34 controller. During the briefing; I noticed that aircraft X was very close to mt. Jefferson at an unsafe altitude. Aircraft X was at 11;000 ft and the mt. Jefferson mia (minimum IFR altitude) is 12;600 ft. The aircraft's MSAW (minimum safe altitude warning) started to flash showing 12;600 ft. I stopped the briefing and ask the r-side; what was going on there. He then immediately turned the aircraft to a 070 heading. The aircraft responded by saying that he had all terrain in sight and didn't take the initial heading. R-side said it again to turn left immediately to a 070-H. Then to a 050-H. R-side did have a d-side and they both said they did discuss climbing aircraft X to 13;000 ft to miss the mia. I suggest that the d-side highlight the route; that the r-side highlight the datablock and or put j-ring on the aircraft or the aircraft should of left portland's airspace via the LOA and not direct to lkv. I'm not sure what was coordinated to sector 05/34 from portland approach. [The r-side controller] is only certified on half of the r-sides in the area and the d-side is only certified on D05/34. R-side has had a previous issue with the mia's in this sector. I recommend skill enhancement training.
Original NASA ASRS Text
Title: ZSE Controllers reported having to issue vectors to BE35 to avoid higher Minimum Vectoring Altitude.
Narrative: I had just started my shift and was relieving the R05/R34 controller. During the briefing; I noticed that Aircraft X was very close to Mt. Jefferson at an unsafe altitude. Aircraft X was at 11;000 ft and the Mt. Jefferson MIA (Minimum IFR Altitude) is 12;600 ft. The aircraft's MSAW (Minimum Safe Altitude Warning) started to flash showing 12;600 ft. I stopped the briefing and ask the R-side; what was going on there. He then immediately turned the aircraft to a 070 heading. The aircraft responded by saying that he had all terrain in sight and didn't take the initial heading. R-side said it again to turn left immediately to a 070-H. Then to a 050-H. R-side did have a D-side and they both said they did discuss climbing Aircraft X to 13;000 ft to miss the MIA. I suggest that the D-Side highlight the route; that the R-side highlight the datablock and or put J-Ring on the aircraft or the aircraft should of left Portland's airspace via the LOA and not direct to LKV. I'm not sure what was coordinated to sector 05/34 from Portland Approach. [The R-side Controller] is only certified on half of the R-sides in the area and the D-side is only certified on D05/34. R-side has had a previous issue with the MIA's in this sector. I recommend Skill Enhancement Training.
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.