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Mem approach controller described incident when IFR aircraft was released without receiving IFR clearance; entering MVA below required altitude in VMC.
| Attributes | |
| ACN | 721836 |
| Time | |
| Date | 200612 |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : mem.tracon |
| State Reference | TN |
| Altitude | msl single value : 2000 |
| Environment | |
| Flight Conditions | VMC VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : mem.tracon |
| Operator | other |
| Make Model Name | Hercules (C-130) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : approach controller : handoff position |
| Qualification | controller : radar |
| Experience | controller military : 4 controller radar : 18 controller time certified in position1 : 1 |
| ASRS Report | 721836 |
| Person 2 | |
| Affiliation | government : military |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | non adherence : required legal separation non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | none taken : detected after the fact |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Ambiguous |
Narrative:
I was working the arrival east (are) sector during a south confign. Final east (arm) was combined with are; and final west (arf) was combined with arrival west (arw). Traffic was light. Millington tower (nqa) called and said that aircraft X; a C130; needed to depart immediately. At the time of this phone call; aircraft X was in the VFR traffic pattern at nqa. There was an IFR flight plan at my position; so I issued the clearance and then 'released' the aircraft on a 270 degree heading; maintain 2000 ft; with a departure frequency of 119.1 on arrival west (arw). All of this was accomplished after coordinating with the arw controller. Nqa tower subsequently called and said that the clearance had been issued to the C130 but that the readback had not been received. The aircraft was 5 mi northwest of nqa at this time; headed north towards a 2300 ft MVA with an inoperable transponder. The C130 finally called the arw controller 15 mi northwest of nqa at 2000 ft; in a 2300 ft MVA. The flight plan had 'timed out;' and we had to enter another flight plan from nqa to lrf. All of this was very distracting to nqa; arw and myself at are.
Original NASA ASRS Text
Title: MEM APCH CTLR DESCRIBED INCIDENT WHEN IFR ACFT WAS RELEASED WITHOUT RECEIVING IFR CLRNC; ENTERING MVA BELOW REQUIRED ALT IN VMC.
Narrative: I WAS WORKING THE ARR E (ARE) SECTOR DURING A S CONFIGN. FINAL E (ARM) WAS COMBINED WITH ARE; AND FINAL W (ARF) WAS COMBINED WITH ARR W (ARW). TFC WAS LIGHT. MILLINGTON TWR (NQA) CALLED AND SAID THAT ACFT X; A C130; NEEDED TO DEPART IMMEDIATELY. AT THE TIME OF THIS PHONE CALL; ACFT X WAS IN THE VFR TFC PATTERN AT NQA. THERE WAS AN IFR FLT PLAN AT MY POS; SO I ISSUED THE CLRNC AND THEN 'RELEASED' THE ACFT ON A 270 DEG HDG; MAINTAIN 2000 FT; WITH A DEP FREQ OF 119.1 ON ARR W (ARW). ALL OF THIS WAS ACCOMPLISHED AFTER COORDINATING WITH THE ARW CTLR. NQA TWR SUBSEQUENTLY CALLED AND SAID THAT THE CLRNC HAD BEEN ISSUED TO THE C130 BUT THAT THE READBACK HAD NOT BEEN RECEIVED. THE ACFT WAS 5 MI NW OF NQA AT THIS TIME; HEADED N TOWARDS A 2300 FT MVA WITH AN INOPERABLE XPONDER. THE C130 FINALLY CALLED THE ARW CTLR 15 MI NW OF NQA AT 2000 FT; IN A 2300 FT MVA. THE FLT PLAN HAD 'TIMED OUT;' AND WE HAD TO ENTER ANOTHER FLT PLAN FROM NQA TO LRF. ALL OF THIS WAS VERY DISTRACTING TO NQA; ARW AND MYSELF AT ARE.
Data retrieved from NASA's ASRS site as of January 2009 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.