Single Engine Turboprop Undifferentiated
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 3.5
Situational Awareness; Human-Machine Interface; Distraction; Workload; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Staffing; Procedure; Airport; Airspace Structure; Human Factors; Company Policy
I was working the Departure position; with satellite sectors combined to it. I estimate there were 12 to 14 aircraft I was responsible for spread between 5 different frequencies. Aircraft X had entered a published hold after executing the approach. I released a departure. The published hold has a potential to conflict with these departures.The controller that was attempting to relieve me pointed out the potential conflict; so I vectored Aircraft X to the northeast to deconflict from the departure. He was still at 2000 feet the published altitude of the hold.At this time; I was working numerous positions that required me to move my attention to multiple areas of the scope; as well as manage numerous frequencies. As aircraft continued to check in; I became task saturated as I was attempting to identify what each aircraft needed. As I was scanning; I noticed Aircraft X was approaching an obstruction that was depicted on my map. I did not have my MVA(Minimum Vectoring Altitude) map displayed; but I was aware that the MVA in the area of that obstruction was 3000 feet. I climbed Aircraft X to 3000 feet. Just after I did so; the LA(Low Altitude) alert sounded. I issued a turn away from the obstruction; but did not issue a low altitude alert as I had already climbed him and given a turn away from the obstruction. Aircraft X completed his climb and turn and was issued vectors for another approach. The satellite encompasses a large amount of airspace. When working it combined with other positions; there is a large amount of airspace to monitor. The scaling also makes it difficult to accurately estimate speed and distance. I had asked for the sector to be split when I first assumed the position; due to the traffic volume in that sector. It was split for a time; but I was asked to take the position back in to accommodate position rotation. I voiced my concerns about taking the position back in; but the CIC (Controller in Charge) disregarded my concerns and instructed me to combine the position.Even though the departure portion of the sector was fairly quiet; the large amount of airspace that I was monitoring made it difficult to effectively work the aircraft in the sector. I should have been more forceful in asking that the sector stay split off. My task saturation with working such a large block of airspace was the cause of this event. Had the position remained split; I do not believe the incident would have occurred. I will also be running with my MVA map up on my pref sets to remind me of the MVAs for our area.
A Controller working combined sectors reported they requested the sectors be split due to workload but they were not and did not notice an aircraft on an assigned heading was flying below the Minimum Vectoring Altitude.