Narrative:

I was working a radar sector). The supervisor had just combined controller in charge (controller in charge) to me. There was a missing aircraft at the other radar sector. The aircraft had flown an instrument approach to one of the satellite airports and hadn't cancelled yet; it had been 20 minutes. Just before 30 minutes; I called the center operations manager to start an alnot (alert notice). I had no aircraft on frequency at my radar sector and no inbounds. While on the phone with center; the tower controller called to request an IFR release. I asked the other radar controller who also had no aircraft at the time to answer the line and release the aircraft because I couldn't do both. The other controller is certified on my sector. Controller released the aircraft; and I completed the phone call to start the alnot and returned to my scope. Aircraft X departed and I was not receiving their mode-c. I reached out to the aircraft but they weren't on frequency. I asked the other controller how was he released; they replied 'I think they requested as filed.' after reaching out to the pilot a second time they replied. I asked them to say altitude and squawk altitude. They replied leaving 8160 ft. For 10000 ft. They were northwest bound at this point over the airport. Aircraft X continued on roughly a 340 heading; and climbed through their filed altitude of 10700 ft. But filed at 10000. I asked the pilot if they wanted a higher altitude; and they requested 14000 ft. I assigned them 14000 ft. And amended the flight plan. However the pilot continued on the 340 heading until I questioned them about their on course heading. They indicated they were still on the SID. I asked what SID they were on. I then realized that the pilot had not flown the SID correctly since almost immediately after departing. At the time when they departed I thought they were going as filed; providing their own terrain avoidance since that's what the controller told me.I then cleared aircraft X direct to a fix. The brasher warning was given at this time; and I advised the pilot that it was concerning the SID. I feel this is an example of the swiss cheese model in action. The supervisor leaves just before an alnot is called; I delegated release authority to another controller who didn't provide an accurate description of the traffic; then I didn't' have the information I needed to keep the pilot safe by issuing a low altitude alert and questioning their intentions as soon as they turned off the SID. I thought what could go wrong it's just a release. Now I know. I understand that people need a break and that the supervisor cannot be in the operation for 8 hours straight. After acknowledging that; leaving five minutes before starting an alnot was not helpful. All the phone calls (there were several) were answered by me including one I made to start the alnot. I know that I should not have asked another controller to release the aircraft for me; and I won't do that again. In the future I will say something like can you wait until this is resolved to leave? Or call someone else back into the operation to take the phone calls.

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Original NASA ASRS Text

Title: GEG TRACON Controller working a Radar sector and Controller in Charge(CIC) was distracted performing CIC duties and did not realize an aircraft was off course and flying below the Minimum Vectoring Altitude.

Narrative: I was working a radar sector). The Supervisor had just combined CIC (controller in charge) to me. There was a missing aircraft at the other radar sector. The aircraft had flown an instrument approach to one of the satellite airports and hadn't cancelled yet; it had been 20 minutes. Just before 30 minutes; I called the center operations manager to start an ALNOT (Alert Notice). I had no aircraft on frequency at my radar sector and no inbounds. While on the phone with Center; the Tower Controller called to request an IFR release. I asked the other radar Controller who also had no aircraft at the time to answer the line and release the aircraft because I couldn't do both. The other Controller is certified on my sector. Controller released the aircraft; and I completed the phone call to start the ALNOT and returned to my scope. Aircraft X departed and I was not receiving their mode-c. I reached out to the aircraft but they weren't on frequency. I asked the other controller how was he released; they replied 'I think they requested as filed.' After reaching out to the pilot a second time they replied. I asked them to say altitude and squawk altitude. They replied leaving 8160 ft. for 10000 ft. They were northwest bound at this point over the airport. Aircraft X continued on roughly a 340 heading; and climbed through their filed altitude of 10700 ft. but filed at 10000. I asked the pilot if they wanted a higher altitude; and they requested 14000 ft. I assigned them 14000 ft. and amended the flight plan. However the pilot continued on the 340 heading until I questioned them about their on course heading. They indicated they were still on the SID. I asked what SID they were on. I then realized that the pilot had not flown the SID correctly since almost immediately after departing. At the time when they departed I thought they were going as filed; providing their own terrain avoidance since that's what the controller told me.I then cleared Aircraft X direct to a fix. The brasher warning was given at this time; and I advised the pilot that it was concerning the SID. I feel this is an example of the Swiss cheese model in action. The supervisor leaves just before an ALNOT is called; I delegated release authority to another controller who didn't provide an accurate description of the traffic; then I didn't' have the information I needed to keep the pilot safe by issuing a low altitude alert and questioning their intentions as soon as they turned off the SID. I thought what could go wrong it's just a release. Now I know. I understand that people need a break and that the supervisor cannot be in the operation for 8 hours straight. After acknowledging that; leaving five minutes before starting an ALNOT was not helpful. All the phone calls (there were several) were answered by me including one I made to start the ALNOT. I know that I should not have asked another Controller to release the aircraft for me; and I won't do that again. In the future I will say something like can you wait until this is resolved to leave? Or call someone else back into the operation to take the phone calls.

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.