Narrative:

An SF340A was inbound to bhb. The ILS system is OTS for replacement; and the SF340A was unable to perform a RNAV approach. Aircraft was being vectored for approach. Topic of cruise clearance and possible use were being discussed. I was making ids entries and heard the developmental terminate radar service with the SF340A and frequency change aircraft. At that time; the SF340A was 2;800 ft north of bhb. Approximately 6 minutes later a citation X was being vectored for visual approach and assigned 3;000 ft. The aircraft requested the visual approach but the SF340A had not yet canceled. The citation X was vectored over bhb at 3;000 ft while efforts to contact the SF340A via telephone were being initiated by supervisor. If the SF340A was issued a cruise clearance; it would appear that the last assigned altitude; 3;000 ft; is the altitude that needs to be protected. If aircraft was on a visual approach; it would seem imprudent to vector the citation X over airport at the SF340A last assigned altitude. Radar coverage at bhb is poor below 2;500 due to radar antenna being located at bgr with a small ridge of hills between the radar and bhb. Bhb is basically a non-radar operation for IFR operations. Recommendation; a reiteration of the correct procedures to be used with multiple arrivals on visual approaches or cruise clearances at bhb. When the SF340A was not assigned an altitude below 3;000; is that altitude available to subsequent arrivals over the airport prior to the SF340A canceling IFR?

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Original NASA ASRS Text

Title: BGR Controller voiced concern regarding the procedures used by another controller working arrivals to BHB; the reporter alleging facility training regarding this subject is needed.

Narrative: An SF340A was inbound to BHB. The ILS system is OTS for replacement; and the SF340A was unable to perform a RNAV approach. Aircraft was being vectored for approach. Topic of cruise clearance and possible use were being discussed. I was making IDS entries and heard the Developmental terminate RADAR service with the SF340A and frequency change aircraft. At that time; the SF340A was 2;800 FT north of BHB. Approximately 6 minutes later a Citation X was being vectored for visual approach and assigned 3;000 FT. The aircraft requested the visual approach but the SF340A had not yet canceled. The Citation X was vectored over BHB at 3;000 FT while efforts to contact the SF340A via telephone were being initiated by Supervisor. If the SF340A was issued a cruise clearance; it would appear that the last assigned altitude; 3;000 FT; is the altitude that needs to be protected. If aircraft was on a visual approach; it would seem imprudent to vector the Citation X over airport at the SF340A last assigned altitude. RADAR coverage at BHB is poor below 2;500 due to RADAR antenna being located at BGR with a small ridge of hills between the RADAR and BHB. BHB is basically a Non-RADAR operation for IFR operations. Recommendation; a reiteration of the correct procedures to be used with multiple arrivals on visual approaches or cruise clearances at BHB. When the SF340A was not assigned an altitude below 3;000; is that altitude available to subsequent arrivals over the airport prior to the SF340A canceling IFR?

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.