Narrative:

The WX was IFR and I was anticipating an arrival 'rush'. I had 8 or 9 IFR arrs due within a 15 min time span and was mentally preparing myself and developing a plan. About 2 mins before the first arrival appeared on my scope, a VFR air cargo operator called requesting an IFR clearance. He was level at 10000' MSL in an area where the MVA (minimum vectoring altitude) is 10600'. I assigned him a code and issued a clearance. After the aircraft was radar idented, I instructed him to climb to 10600' and expect lower in 5 mi. By this time, center was initiating two handoffs. After taking the handoffs, I instructed the IFR pop-up to descend to 7000' in an area where the MVA is 9000'. I observed the aircraft exiting the 9000' area at 7800' into a 6500' MVA area. The most aggravating part about this incident is that I distinctly recall reminding myself that I could 'take this guy down to 9000' in 5 mi' after I issued the clearance. The radar scope had an MVA map that can be displayed but I didn't have it on (it is not required). What have I learned? Listen to what I am saying. In 90 percent of our airspace, a clearance down to 7000' will take an aircraft at or above the various mvas. In my rush to plan an approach sequence, my mouth kicked into 'automatic-clearance' mode. Use all available tools to accomplish the task. Anytime I have aircraft inbound from the south (where the higher mvas are located) I turn on my MVA map.

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Original NASA ASRS Text

Title: CTLR ISSUED A CLRNC TO A PLT TO DESCEND TO AN ALT BELOW THE MINIMUM SAFE ALT FOR THE AREA.

Narrative: THE WX WAS IFR AND I WAS ANTICIPATING AN ARR 'RUSH'. I HAD 8 OR 9 IFR ARRS DUE WITHIN A 15 MIN TIME SPAN AND WAS MENTALLY PREPARING MYSELF AND DEVELOPING A PLAN. ABOUT 2 MINS BEFORE THE FIRST ARR APPEARED ON MY SCOPE, A VFR AIR CARGO OPERATOR CALLED REQUESTING AN IFR CLRNC. HE WAS LEVEL AT 10000' MSL IN AN AREA WHERE THE MVA (MINIMUM VECTORING ALT) IS 10600'. I ASSIGNED HIM A CODE AND ISSUED A CLRNC. AFTER THE ACFT WAS RADAR IDENTED, I INSTRUCTED HIM TO CLB TO 10600' AND EXPECT LOWER IN 5 MI. BY THIS TIME, CTR WAS INITIATING TWO HDOFS. AFTER TAKING THE HDOFS, I INSTRUCTED THE IFR POP-UP TO DSND TO 7000' IN AN AREA WHERE THE MVA IS 9000'. I OBSERVED THE ACFT EXITING THE 9000' AREA AT 7800' INTO A 6500' MVA AREA. THE MOST AGGRAVATING PART ABOUT THIS INCIDENT IS THAT I DISTINCTLY RECALL REMINDING MYSELF THAT I COULD 'TAKE THIS GUY DOWN TO 9000' IN 5 MI' AFTER I ISSUED THE CLRNC. THE RADAR SCOPE HAD AN MVA MAP THAT CAN BE DISPLAYED BUT I DIDN'T HAVE IT ON (IT IS NOT REQUIRED). WHAT HAVE I LEARNED? LISTEN TO WHAT I AM SAYING. IN 90 PERCENT OF OUR AIRSPACE, A CLRNC DOWN TO 7000' WILL TAKE AN ACFT AT OR ABOVE THE VARIOUS MVAS. IN MY RUSH TO PLAN AN APCH SEQUENCE, MY MOUTH KICKED INTO 'AUTO-CLRNC' MODE. USE ALL AVAILABLE TOOLS TO ACCOMPLISH THE TASK. ANYTIME I HAVE ACFT INBND FROM THE S (WHERE THE HIGHER MVAS ARE LOCATED) I TURN ON MY MVA MAP.

Data retrieved from NASA's ASRS site as of July 2007 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.