Narrative:

A C130 departed lrf filed IFR on a local flight plan that includes altitude restrs and fixes. After departure the controller working the aircraft saw the C130 was on the begee departure and only told aircraft radar contact. That is standard procedure when an aircraft is on the begee departure. Aircraft continued heading 250 degrees instead of turning at the 8 mi fix as required on the begee departure. When the controller noticed that aircraft didn't turn it was too late to avoid a 3200 ft MVA and aircraft entered the area at 3000 ft. The C130 said that lrf tower gave him runway heading. On the begee departure the aircraft are required to be on course by our LOA with lrf. After I talked to lrf tower they said there was trouble entering aircraft's flight plan at base operations. The begee departure is only supposed to be issued to aircraft remaining in lit airspace; but was used in this instance for an aircraft leaving our airspace. Aircraft leaving lit airspace are given runway heading by lrf tower by our LOA; so lrf tower gave aircraft runway heading. The strip the controller had only showed that the C130 was on the begee departure because we use half strips and it is normal for the last half to be torn off by flight data before placing the strip at the radar position. The begee goes to a fix north of lrf where the IFR flight plan is automatically canceled. In this case the FD controller tore off the end of the strip even though the flight plan didn't end at the begee intersection. This was classified as an oe for the lit radar controller. In my opinion the main cause of the problem was the lrf tower not following the LOA regarding flight plans. When lit sees a begee departure we know not to worry about the MVA. In this case the C130 was given runway heading contrary to our LOA regarding the begee. It was complicated by the FD controller at lit not noticing the non standard strip. You only have about 4 mi to notice the C130 has not turned and then do something about it before getting to the 3200 ft MVA. To keep this from happening again lrf must follow the LOA regarding flight plans and departure instructions. Lit needs to stop tearing off the end of the half strips and place the complete strip at the radar position. Even though I believe the main cause of this was lrf actions; over time lit has become complacent about flight strips. In this case it would have given the lit radar controller a better chance to notice the flight plan problem before the oe happened if the full flight plan had been at the radar position.

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Original NASA ASRS Text

Title: LIT SUPVR CTLR DESCRIBED OPERROR WHEN CTLR ASSUMED MIL DEP WAS CLRED AS NOTED ON STRIP; BUT FAILED TO TURN AS EXPECTED TO CLR HIGHER MVA.

Narrative: A C130 DEPARTED LRF FILED IFR ON A LCL FLT PLAN THAT INCLUDES ALT RESTRS AND FIXES. AFTER DEP THE CTLR WORKING THE ACFT SAW THE C130 WAS ON THE BEGEE DEP AND ONLY TOLD ACFT RADAR CONTACT. THAT IS STANDARD PROC WHEN AN ACFT IS ON THE BEGEE DEP. ACFT CONTINUED HDG 250 DEGS INSTEAD OF TURNING AT THE 8 MI FIX AS REQUIRED ON THE BEGEE DEP. WHEN THE CTLR NOTICED THAT ACFT DIDN'T TURN IT WAS TOO LATE TO AVOID A 3200 FT MVA AND ACFT ENTERED THE AREA AT 3000 FT. THE C130 SAID THAT LRF TWR GAVE HIM RWY HDG. ON THE BEGEE DEP THE ACFT ARE REQUIRED TO BE ON COURSE BY OUR LOA WITH LRF. AFTER I TALKED TO LRF TWR THEY SAID THERE WAS TROUBLE ENTERING ACFT'S FLT PLAN AT BASE OPS. THE BEGEE DEP IS ONLY SUPPOSED TO BE ISSUED TO ACFT REMAINING IN LIT AIRSPACE; BUT WAS USED IN THIS INSTANCE FOR AN ACFT LEAVING OUR AIRSPACE. ACFT LEAVING LIT AIRSPACE ARE GIVEN RWY HDG BY LRF TWR BY OUR LOA; SO LRF TWR GAVE ACFT RWY HDG. THE STRIP THE CTLR HAD ONLY SHOWED THAT THE C130 WAS ON THE BEGEE DEP BECAUSE WE USE HALF STRIPS AND IT IS NORMAL FOR THE LAST HALF TO BE TORN OFF BY FLT DATA BEFORE PLACING THE STRIP AT THE RADAR POS. THE BEGEE GOES TO A FIX N OF LRF WHERE THE IFR FLT PLAN IS AUTOMATICALLY CANCELED. IN THIS CASE THE FD CTLR TORE OFF THE END OF THE STRIP EVEN THOUGH THE FLT PLAN DIDN'T END AT THE BEGEE INTXN. THIS WAS CLASSIFIED AS AN OE FOR THE LIT RADAR CTLR. IN MY OPINION THE MAIN CAUSE OF THE PROB WAS THE LRF TWR NOT FOLLOWING THE LOA REGARDING FLT PLANS. WHEN LIT SEES A BEGEE DEP WE KNOW NOT TO WORRY ABOUT THE MVA. IN THIS CASE THE C130 WAS GIVEN RWY HDG CONTRARY TO OUR LOA REGARDING THE BEGEE. IT WAS COMPLICATED BY THE FD CTLR AT LIT NOT NOTICING THE NON STANDARD STRIP. YOU ONLY HAVE ABOUT 4 MI TO NOTICE THE C130 HAS NOT TURNED AND THEN DO SOMETHING ABOUT IT BEFORE GETTING TO THE 3200 FT MVA. TO KEEP THIS FROM HAPPENING AGAIN LRF MUST FOLLOW THE LOA REGARDING FLT PLANS AND DEP INSTRUCTIONS. LIT NEEDS TO STOP TEARING OFF THE END OF THE HALF STRIPS AND PLACE THE COMPLETE STRIP AT THE RADAR POS. EVEN THOUGH I BELIEVE THE MAIN CAUSE OF THIS WAS LRF ACTIONS; OVER TIME LIT HAS BECOME COMPLACENT ABOUT FLT STRIPS. IN THIS CASE IT WOULD HAVE GIVEN THE LIT RADAR CTLR A BETTER CHANCE TO NOTICE THE FLT PLAN PROB BEFORE THE OE HAPPENED IF THE FULL FLT PLAN HAD BEEN AT THE RADAR POS.

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.