Tracon controller reported becoming distracted and allowing an aircraft to be vectored below the MVA...

Narrative:

I was conducting training with all the low sectors combined which was normal for this time of day and traffic complexity. Aircraft X had been conducting multiple approaches when I took over training. Aircraft X made no indication that he would be doing another approach following the approach he was issued but he came off again and leveled at 2;100 ft. We had traffic inbound for the same airport that put that put each other in conflict so the trainee decided to vector aircraft X northwest of his current position that would put him into a higher MVA area. I was hoping he would recognize the situation he was putting himself into but we had a little time to make it work since it was a C172. Other aircraft called up and diverted my attention away from ensuring that he provided separation from the higher MVA. It was too late by the time I realized the aircraft was already below the MVA. We climbed the aircraft and turned it back on course. I reflected the A1 in his training report and told him I was going to file a report and suggested he fill out a report as well.tower restricting to climb any aircraft to an altitude lower than 2;600 ft. In that area would prevent subsequent MVA conflictions. Tower should have called us telling us the aircraft was IFR and on a missed approach.

Original NASA ASRS Text

Title: Tracon Controller reported becoming distracted and allowing an aircraft to be vectored below the MVA.

Narrative: I was conducting training with all the low sectors combined which was normal for this time of day and traffic complexity. Aircraft X had been conducting multiple approaches when I took over training. Aircraft X made no indication that he would be doing another approach following the approach he was issued but he came off again and leveled at 2;100 ft. We had traffic inbound for the same airport that put that put each other in conflict so the Trainee decided to vector Aircraft X northwest of his current position that would put him into a higher MVA area. I was hoping he would recognize the situation he was putting himself into but we had a little time to make it work since it was a C172. Other aircraft called up and diverted my attention away from ensuring that he provided separation from the higher MVA. It was too late by the time I realized the aircraft was already below the MVA. We climbed the aircraft and turned it back on course. I reflected the A1 in his training report and told him I was going to file a report and suggested he fill out a report as well.Tower restricting to climb any aircraft to an altitude lower than 2;600 ft. in that area would prevent subsequent MVA conflictions. Tower should have called us telling us the aircraft was IFR and on a missed approach.

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.

Attributes
ACN	1674715
Time
Date	201908
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	Initial Climb
Route In Use	Vectors
Flight Plan	IFR
Person 1
Function	Enroute
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 7
Person 2
Function	Enroute
Qualification	Air Traffic Control Developmental
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT