Fai flm working position to accommodate training and distracted by other duties; experienced a MVA s...

Narrative:

Fbk airport called for release of aircraft X; IFR to fyu. I released aircraft X with a restricted altitude of 3200 on departure; for two IFR aircraft overhead fbk on downwind for fai. Aircraft X departed fbk. Aircraft X was radar identified and turned on course. I never issued the climb to final altitude. I became busy with 5 IFR aircraft just north of fai who all needed turn to final. My scan was not sufficient to see that aircraft X; who was in east radar's airspace was not climbing. After turning two aircraft to final; my scan took me back to aircraft X. I immediately realized he was 3300 in a 3400 MVA; additionally the aircraft was 1 mile away from a 4000 MVA. I issued a climb to aircraft X; and turned him southeast bound away from the higher MVA. Recommendation; the major concern needing attention; is already being addressed by the FAA; additional staffing at fai. As a flm I was busy working position to accommodate training. I should have been working the flm/controller in charge position rather than working a sector. Additionally; the controller in charge working was combined with east radar. If a stand alone controller in charge would have been in the operations area I believe this would have been caught prior to the aircraft entering the 3400 MVA.

Original NASA ASRS Text

Title: FAI FLM working position to accommodate training and distracted by other duties; experienced a MVA separation event; indicating if the Supervisor/CIC position would have been staffed this event would not have occurred.

Narrative: FBK airport called for release of Aircraft X; IFR to FYU. I released Aircraft X with a restricted altitude of 3200 on departure; for two IFR aircraft overhead FBK on downwind for FAI. Aircraft X departed FBK. Aircraft X was RADAR identified and turned on course. I never issued the climb to final altitude. I became busy with 5 IFR aircraft just North of FAI who all needed turn to final. My scan was not sufficient to see that Aircraft X; who was in East RADAR's airspace was not climbing. After turning two aircraft to final; my scan took me back to Aircraft X. I immediately realized he was 3300 in a 3400 MVA; additionally the aircraft was 1 mile away from a 4000 MVA. I issued a climb to Aircraft X; and turned him Southeast bound away from the higher MVA. Recommendation; the major concern needing attention; is already being addressed by the FAA; additional staffing at FAI. As a FLM I was busy working position to accommodate training. I should have been working the FLM/CIC position rather than working a sector. Additionally; the CIC working was combined with East RADAR. If a stand alone CIC would have been in the operations area I believe this would have been caught prior to the aircraft entering the 3400 MVA.

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.

Attributes
ACN	898779
Time
Date	201007
Local Time Of Day	1801-2400
Place
Locale Reference	FAI.Airport
State Reference	AK
Aircraft 1
Make Model Name	Aero Commander 500 Series
Flight Phase	Climb
Route In Use	Vectors
Flight Plan	IFR
Person 1
Function	Approach Departure Handoff / Assist
Events
Anomaly	ATC Issue All Types Deviation - Procedural Published Material / Policy

Fai flm working position to accommodate training and distracted by other duties; experienced a MVA separation event; indicating if the supervisor/controller in charge position would have been staffed this event would not have occurred.