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Sct controller reported they missed an aircraft reading back the wrong altitude and the aircraft flew below the minimum vectoring altitude.
| Attributes | |
| ACN | 1652395 |
| Time | |
| Date | 201906 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | SCT.TRACON |
| State Reference | CA |
| Aircraft 1 | |
| Make Model Name | Chancellor 414A / C414 |
| Flight Phase | Descent |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Approach |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 2.7 |
| Events | |
| Anomaly | ATC Issue All Types Inflight Event / Encounter CFTT / CFIT |
Narrative:
I assigned a vector to aircraft X to intercept the hhr localizer runway 25. Aircraft X was assigned 3000 feet from the last sector (pomr). After looking at the MVA I assigned aircraft X to 'descend and maintain 2600'. I made a few other transmissions and then looked back at aircraft X and saw that the altitude now showed 2400 in a 2600 MVA. I gave a low altitude alert (incorrectly though; call sign first; then low altitude alert); and advised aircraft X that the MVA was 2600. The pilot than said; 'I thought we were assigned 2000.' I told aircraft X to climb and maintain 2600 and expedite (should have said immediately).installing an actual arrival to hhr from the east that has the aircraft inbound descending via would help with workload at dynr and keep issues like this from arising. Also; slamming arrivals under the lax final to get in to hhr is becoming outdated and bound to be an issue as traffic increases at both lax and hhr. Procedures should be updated and reviewed accordingly. I also believe that having tmu put the hhr arrivals on the timeline and meter them with lax traffic would be a possible solution.
Original NASA ASRS Text
Title: SCT Controller reported they missed an aircraft reading back the wrong altitude and the aircraft flew below the Minimum Vectoring Altitude.
Narrative: I assigned a vector to Aircraft X to intercept the HHR localizer Runway 25. Aircraft X was assigned 3000 feet from the last sector (POMR). After looking at the MVA I assigned Aircraft X to 'descend and maintain 2600'. I made a few other transmissions and then looked back at Aircraft X and saw that the altitude now showed 2400 in a 2600 MVA. I gave a low altitude alert (incorrectly though; call sign first; then low altitude alert); and advised Aircraft X that the MVA was 2600. The pilot than said; 'I thought we were assigned 2000.' I told Aircraft X to climb and maintain 2600 and expedite (should have said immediately).Installing an actual arrival to HHR from the east that has the aircraft inbound descending via would help with workload at DYNR and keep issues like this from arising. Also; slamming arrivals under the LAX final to get in to HHR is becoming outdated and bound to be an issue as traffic increases at both LAX and HHR. Procedures should be updated and reviewed accordingly. I also believe that having TMU put the HHR arrivals on the timeline and meter them with LAX traffic would be a possible solution.
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.