Narrative:

Aircraft X was the only aircraft being worked. Just before or during the briefing the pilot had expressed concern about radar vectors to the ILS Z runway 12 approach that they would be too short for his autopilot to take. It struck me as strange because he was still on the downwind with approximately 15-20 miles to fly before base turn. The pilot requested to start the approach from emibe; an IAF; which was behind him. The supervisor issued a vector 020 and told the aircraft to expect direct emibe once the intercept was less than 90 degrees. I took the position; and was evaluating whether 020 would be enough of a turn. Then the supervisor keyed up the briefing button and briefed me on osr (controller in charge) position. I turned aircraft X to H050; thinking the turn back to emibe from the 020 would be too tight. By this point the aircraft had increased speed 50-60 kts. I called ZLC sector 19 with a point out since I knew he would be close to the airpsace boundary turning to emibe and cleared aircraft X direct emibe; cross emibe at 10;000; cleared ILS Z runway 12 approach. The supervisor and I watched as the aircraft got close to a 11;000 MVA; but it was obvious the aircraft would turn inside of it; and the supervisor made a comment to that fact. At this point the supervisor left since their position overlap was complete. After emibe; the pilot flew direct negoe instead of flying the DME arc on the approach. I advised him of the course deviation; and said I could vector him outside of negoe or back to emibe; and he opted for vectors to final outside of negoe. I cancelled their approach clearance and vectored them to final. On their base to final turn aircraft X gained approximately 80 kts of ground speed; and went through final; I gave them vectors to join from the other side.after getting off position I wanted to review the falcon replay because the aircraft got closer to the 11;000 MVA than I expected; and I wanted to review the situation. During this time; I realized I had an error and the aircraft had entered a 10;600 MVA at 10;000; and flew in that MVA for several miles. This happened before the aircraft neared the 110 MVA. For some reason I did not consider that MVA; or recognize that aircraft X would or had lost separation with terrain there.I recall at the time feeling that something [wasn't] right; but I attributed it to the pilot's request and concern about vectors to final. It is unusual to vector an aircraft to emibe; and I may have cleared 5 or so aircraft at emibe in the last year. The MVA immediately south of the 10;600 MVA is 8;000 feet; and immediately west is 8;600 feet. The MVA map shows 10;600 at the far north of the map and far northeast; and I think I overlooked it as being part of the 8;600 MVA. I distinctly remembered thinking he would be fine at 10;000 when I took the position; and my only concern was for the 11;000 MVA at the time.I would like to recommend that the MVA map (fusion 3 mile map) be updated to add a 106 note just below the 110 MVA; which is at the southwest corner of the 106 MVA (the maps are abbreviated altitudes). Most MVA altitudes on the map are near where the aircraft are being vectored; and I understand they are sparse to reduce clutter. However; I think that might have helped me avoid this loss.since learning of this error; I have spent some time looking at the terrain in detail (including google maps terrain); and realizing how close this aircraft was to terrain; and it has shocked me. I wondered if the pilot was receiving any terrain warnings; but did not say anything. I deeply regret that this happened and am glad that the pilot is ok.

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Original NASA ASRS Text

Title: GEG TRACON Controller reported having to turn an aircraft on to final and realizing later that the aircraft was below the MVA.

Narrative: Aircraft X was the only aircraft being worked. Just before or during the briefing the pilot had expressed concern about radar vectors to the ILS Z Runway 12 approach that they would be too short for his autopilot to take. It struck me as strange because he was still on the downwind with approximately 15-20 miles to fly before base turn. The pilot requested to start the approach from EMIBE; an IAF; which was behind him. The Supervisor issued a vector 020 and told the aircraft to expect direct EMIBE once the intercept was less than 90 degrees. I took the position; and was evaluating whether 020 would be enough of a turn. Then the Supervisor keyed up the briefing button and briefed me on OSR (CIC) position. I turned Aircraft X to H050; thinking the turn back to EMIBE from the 020 would be too tight. By this point the aircraft had increased speed 50-60 kts. I called ZLC Sector 19 with a point out since I knew he would be close to the airpsace boundary turning to EMIBE and cleared Aircraft X direct EMIBE; cross EMIBE at 10;000; cleared ILS Z Runway 12 approach. The Supervisor and I watched as the aircraft got close to a 11;000 MVA; but it was obvious the aircraft would turn inside of it; and the Supervisor made a comment to that fact. At this point the Supervisor left since their position overlap was complete. After EMIBE; the pilot flew direct NEGOE instead of flying the DME arc on the approach. I advised him of the course deviation; and said I could vector him outside of NEGOE or back to EMIBE; and he opted for vectors to final outside of NEGOE. I cancelled their approach clearance and vectored them to final. On their base to final turn Aircraft X gained approximately 80 kts of ground speed; and went through final; I gave them vectors to join from the other side.After getting off position I wanted to review the falcon replay because the aircraft got closer to the 11;000 MVA than I expected; and I wanted to review the situation. During this time; I realized I had an error and the aircraft had entered a 10;600 MVA at 10;000; and flew in that MVA for several miles. This happened before the aircraft neared the 110 MVA. For some reason I did not consider that MVA; or recognize that Aircraft X would or had lost separation with terrain there.I recall at the time feeling that something [wasn't] right; but I attributed it to the pilot's request and concern about vectors to final. It is unusual to vector an aircraft to EMIBE; and I may have cleared 5 or so aircraft at EMIBE in the last year. The MVA immediately south of the 10;600 MVA is 8;000 feet; and immediately west is 8;600 feet. The MVA map shows 10;600 at the far north of the map and far northeast; and I think I overlooked it as being part of the 8;600 MVA. I distinctly remembered thinking he would be fine at 10;000 when I took the position; and my only concern was for the 11;000 MVA at the time.I would like to recommend that the MVA map (Fusion 3 mile map) be updated to add a 106 note just below the 110 MVA; which is at the southwest corner of the 106 MVA (the maps are abbreviated altitudes). Most MVA altitudes on the map are near where the aircraft are being vectored; and I understand they are sparse to reduce clutter. However; I think that might have helped me avoid this loss.Since learning of this error; I have spent some time looking at the terrain in detail (including google maps terrain); and realizing how close this aircraft was to terrain; and it has shocked me. I wondered if the pilot was receiving any terrain warnings; but did not say anything. I deeply regret that this happened and am glad that the pilot is ok.

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.