Narrative:

We pushed late for a late evening flight to avl. I was the pilot flying and the flight was normal until the descent into avl was initiated. ATC issued a descent to 9;000 ft MSL. I descended to 9;000 ft MSL and did not receive a further clearance for lower. We queried ATC and were handed off to another controller; while still at 9;000 ft; flying through the localizer; and less than 20 miles from the field. The second controller cleared us down to 7;000 ft and gave a vector back to the localizer at approximately 15 miles from the field. I rejoined the localizer and had the runway in sight when we were cleared for the visual approach to runway 34 in asheville; still outside the marker. I was in the center of the localizer but well above GS when we decided to execute a go-around. Upon execution of the go-around; the center controller who cleared us for the approach informed us that the MVA in the area was 7;000 ft and that he could not vector us for the approach. He cleared us to the OM; broad river NDB; for the full approach. We completed the procedure turn; and were at the appropriate altitude to continue and complete the approach to a landing. This occurred because ATC coverage and communication were poor; at best. If the first controller knew that he would not be providing ATC services to the flight all the way until the landing; he should have coordinated with the second controller prior to handing us off. The first controller handed us off extremely high and extremely close to the airport. We could not complete the approach from the position that we were handed off from. In clear VMC; calm wind conditions; this resulted in a missed approach. In more challenging conditions; this could easily have contributed to an accident. There should be sort of a plan and realistic expectations when the ZTL controllers are working a late night into avl when the avl tower and approach control are closed. Though it is possible that the flight was handled in accordance with applicable regulations; the reality of events shows that safety was clearly degraded.

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Original NASA ASRS Text

Title: CRJ flight crew executes go-around when they are unable to execute a stabilized approach from the MVA where the Radar Controller discontinued services.

Narrative: We pushed late for a late evening flight to AVL. I was the pilot flying and the flight was normal until the descent into AVL was initiated. ATC issued a descent to 9;000 FT MSL. I descended to 9;000 FT MSL and did not receive a further clearance for lower. We queried ATC and were handed off to another controller; while still at 9;000 FT; flying through the LOC; and less than 20 miles from the field. The second controller cleared us down to 7;000 FT and gave a vector back to the LOC at approximately 15 miles from the field. I rejoined the LOC and had the runway in sight when we were cleared for the visual approach to Runway 34 in Asheville; still outside the marker. I was in the center of the LOC but well above GS when we decided to execute a go-around. Upon execution of the go-around; the Center Controller who cleared us for the approach informed us that the MVA in the area was 7;000 FT and that he could not vector us for the approach. He cleared us to the OM; Broad River NDB; for the full approach. We completed the procedure turn; and were at the appropriate altitude to continue and complete the approach to a landing. This occurred because ATC coverage and communication were poor; at best. If the first Controller knew that he would not be providing ATC services to the flight all the way until the landing; he should have coordinated with the second Controller prior to handing us off. The first Controller handed us off extremely high and extremely close to the airport. We could not complete the approach from the position that we were handed off from. In clear VMC; calm wind conditions; this resulted in a missed approach. In more challenging conditions; this could easily have contributed to an accident. There should be sort of a plan and realistic expectations when the ZTL controllers are working a late night into AVL when the AVL Tower and Approach Control are closed. Though it is possible that the flight was handled in accordance with applicable regulations; the reality of events shows that safety was clearly degraded.

Data retrieved from NASA's ASRS site as of April 2012 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.