SR22
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 7
Situational Awareness; Distraction
ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Provided Assistance
Human Factors
I was working the Operations Supervisor position at ZZZ and working Clearance Delivery until I could get all of my personnel in place. Aircraft X called for clearance and was given his clearance. When I coordinated the climbout with the Departure Controller; I asked Departure South if I could proceed direct ZZZZZ and climb to 2;000 with a ZZZ1 departure. Then answer was in the affirmative and I released the aircraft. A position relief briefing occurred on Departure South. Aircraft X checked on Departure South frequency climbing to 2;000 and proceeding direct ZZZZZ. The Departure South Controller tried to identify the aircraft; but the aircraft could not hear the controller. The controller called me over and made me aware of the situation the Aircraft X could not hear him and was pointed at some antennas where the MVA was 3;000 feet. I advised the Departure South Controller to relay the climb clearance through an airborne aircraft and he did. Aircraft X climbed but had penetrated the 3 mile MVA ring. The Departure South Controller issued a safety alert through the airborne aircraft and Aircraft X responded that he had the antennas in sight. This was a complete lapse on my part. I know about the antennas even though I am not certified nor do I maintain any currency on that side of the airspace. In fact; it didn't even dawn on me about the antennas until the Departure South Controller made me aware of the issue. I am aware of the antennas but I honestly completely lapsed and forgot about them when I asked for the release. I led the controller down an inappropriate path. I am working on about 3 hours of sleep due to some external influences and considered taking sick leave this morning; but didn't. I had difficulty staying awake on the drive in this morning and had multiple times when I dozed off or entered microsleep and caught myself straying from my lane. This was a lapse on my behalf; I will remember this issue.
I was relieving the Controller working the east side. I was told he released a GA aircraft off of the ZZZ1 airport (which is in West's airspace) after coordination with the West Controller; on course to ZZZZZ intersection climbing to 2;000 MSL and our frequency. I sat down; signed on; pulled up my map prefs; and made the comment to the outgoing controller that the aircraft was aimed right at the antennas where there was a 3;000 FT MVA and only climbing to 2;000. I took the position knowing that there was nothing that could be done until radios were established with the aircraft; as he called on the phone for the release. The aircraft auto-acquired as I waited for him to call. I waited a minute and then reached out to see if he was there...nothing. I called him a couple more times as he was approaching 2;000 and the antennas where the MVA was 3;000. I keyed up guard frequency ready to alert him and he called me. I responded for him to climb to 3;000 immediately and ident. No reply. I gave him the instruction again and still no reply. I realized he could not hear me so I asked a [Air Carrier] on that frequency to see if he could hear him. I heard him reply to [Air Carrier] and asked [Air Carrier] to tell him to climb to 3;000 immediately. He did and I heard Aircraft X acknowledge. Then I asked the [Air Carrier] to give Aircraft X a low altitude alert...he did. I then established communication with Aircraft X and he was climbing through 2100. Don't release an aircraft into an obstruction at an altitude below the obstruction...pretty simple. It sucks I was dragged into this bad decision.
Controller and Supervisor reported that the Supervisor released an aircraft in an unsafe manner due to the Minimum Vectoring Altitude.