Narrative:

I was giving a briefing to my developmental on arrival east/arrival west; and about to start the training session when the aircraft checked in at 9;000. The aircraft came from the southwest; we own airspace from the surface up to 10;000; but his arrival airport (mgw) is in the northern section of my airspace; we only own from the surface up to 8;000. I amended the aircraft altitude to 5;000 so I could get the arrival strip for him; and so the aircraft would not flash to ZOB. After I finished giving the briefing to the developmental; the training session started and we were informed that another aircraft was unable to flash to us and that he would be checking on with us momentarily arriving into ekn; when the aircraft checked in he requesting RNAV approach starting at dokay. My developmental was flustered by the request and started looking through the approach plates to identify which RNAV approach had the fix dokay in it. At this point pit approach called us with flight plan information on an aircraft that was flashing to us; another aircraft was flashing from the north from ZOB inbound to ckb; and a VFR military aircraft holding in one of our training areas was requesting IFR vectors back to ckb for an ILS. When I noticed my developmental searching the plates I asked him why he didn't just ask the pilot which RNAV approach he wanted into ekn since there are several. I also alerted him to the 2 aircraft from pit and ZOB that were flashing at him. He then answered the pit line and then gave the IFR vector to the military aircraft. Then he asked the previous aircraft which approach he wanted. The pilot answered him and he then cleared the aircraft to dokay. I then told him he needed to point out that aircraft with ZDC since dokay was in their airspace. While he was doing that the aircraft from pit checked on as did a citation from ZOB. He answered both aircraft and descended the citation. I asked him what altitude the first aircraft needed to be at for dokay; he answered and gave the aircraft 6;000. Mgw tower called for another departure and another aircraft checked in off of ckb at this point; after answering him I told the developmental that his multiple transmissions to the RNAV approach aircraft could have been done in 1 transmission saving him time. He cleared the aircraft for the RNAV approach. I then noticed that the aircraft arrival still needed a radar vector for our ILS. The developmental turned him but then gave him another bad vector. I took over the position to get the aircraft situated on a good heading for the ILS and answered the departures. Now one aircraft wouldn't respond to us and was heading towards a MVA which he was already below. After several calls we finally got him back in communications. I cleared him for the ILS and then cleared the military aircraft for the ILS. I then let the developmental continue the session. That's when I noticed the original mgw inbound still at 9;000 and 10 miles into ZOB's airspace. I immediately called ZOB and got control of the aircraft for turns so I could descend him for mgw and keep him out of the way of the departure that was level at 8;000 southwest bound. Remember to give the control instruction; which was intended; to the aircraft before I give a briefing; preventing becoming side tracked with a sudden influx of traffic. Also; the airspace for our north half of the airspace is 2;000 ft lower than the southern half. So if an aircraft enters our airspace from the south at 9;000-10;000 you must pay special attention to them to ensure they don't violate ZOB's airspace. The 8;000 shelf was created years ago to prevent the pit arrivals from needing to be pointed out; however the 8;000 ceiling for us is causing extra coordination for us for both departure and arrivals.

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Original NASA ASRS Text

Title: CKB Controller providing OJT described a probable MVA infraction as well as am airspace deviation when failing to take over the position in a timely manner.

Narrative: I was giving a briefing to my Developmental on Arrival East/Arrival West; and about to start the training session when the aircraft checked in at 9;000. The aircraft came from the southwest; we own airspace from the surface up to 10;000; but his arrival airport (MGW) is in the northern section of my airspace; we only own from the surface up to 8;000. I amended the aircraft altitude to 5;000 so I could get the arrival strip for him; and so the aircraft would not flash to ZOB. After I finished giving the briefing to the Developmental; the training session started and we were informed that another aircraft was unable to flash to us and that he would be checking on with us momentarily arriving into EKN; when the aircraft checked in he requesting RNAV approach starting at DOKAY. My Developmental was flustered by the request and started looking through the approach plates to identify which RNAV approach had the fix DOKAY in it. At this point PIT Approach called us with flight plan information on an aircraft that was flashing to us; another aircraft was flashing from the north from ZOB inbound to CKB; and a VFR military aircraft holding in one of our training areas was requesting IFR vectors back to CKB for an ILS. When I noticed my Developmental searching the plates I asked him why he didn't just ask the pilot which RNAV approach he wanted into EKN since there are several. I also alerted him to the 2 aircraft from PIT and ZOB that were flashing at him. He then answered the PIT line and then gave the IFR vector to the military aircraft. Then he asked the previous aircraft which approach he wanted. The pilot answered him and he then cleared the aircraft to DOKAY. I then told him he needed to point out that aircraft with ZDC since DOKAY was in their airspace. While he was doing that the aircraft from PIT checked on as did a Citation from ZOB. He answered both aircraft and descended the Citation. I asked him what altitude the first aircraft needed to be at for DOKAY; he answered and gave the aircraft 6;000. MGW Tower called for another departure and another aircraft checked in off of CKB at this point; after answering him I told the Developmental that his multiple transmissions to the RNAV approach aircraft could have been done in 1 transmission saving him time. He cleared the aircraft for the RNAV approach. I then noticed that the aircraft arrival still needed a RADAR Vector for our ILS. The Developmental turned him but then gave him another bad vector. I took over the position to get the aircraft situated on a good heading for the ILS and answered the departures. Now one aircraft wouldn't respond to us and was heading towards a MVA which he was already below. After several calls we finally got him back in communications. I cleared him for the ILS and then cleared the military aircraft for the ILS. I then let the Developmental continue the session. That's when I noticed the original MGW inbound still at 9;000 and 10 miles into ZOB's airspace. I immediately called ZOB and got control of the aircraft for turns so I could descend him for MGW and keep him out of the way of the departure that was level at 8;000 southwest bound. Remember to give the control instruction; which was intended; to the aircraft before I give a briefing; preventing becoming side tracked with a sudden influx of traffic. Also; the airspace for our north half of the airspace is 2;000 FT lower than the southern half. So if an aircraft enters our airspace from the south at 9;000-10;000 you must pay special attention to them to ensure they don't violate ZOB's airspace. The 8;000 shelf was created years ago to prevent the PIT arrivals from needing to be pointed out; however the 8;000 ceiling for us is causing extra coordination for us for both departure and arrivals.

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.