Stratotanker 135
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 1
Communication Breakdown; Training / Qualification
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued New Clearance
Human Factors; Procedure
Aircraft X was a heavy aircraft that departed TYS with intentions to hold at 5000. He was holding at a fix East of TYS. He was instructed to hold SE of the fix (VXV130006) using 5 mile legs and left turns. The holding fix should have been enough to avoid a 6;800 foot MVA by a few miles.Aircraft X was nearing the MVA without showing signs of turning; so the Developmental advised he start his turn toward the northeast. No response was given. I then keyed the mic and instructed to give a heading with a left turn to a heading of 360; again with no response. I gave the instruction 1 more time and got a response.I believe the aircraft was already in a turn to the right when he read back the left turn; however; I had not yet observed that turn on the radar scope. After he started his turn to the left; he briefly entered the 6;800 MVA.This was a special event as these aircraft rarely do procedures like this in our airspace. Aircraft X was trying to set up the aircraft for a flyover for a college football game. I have never seen this holding request before.After noting the issue; the Dev re-issued the holding instructions; however issued 3 mile legs which kept the aircraft further away from the higher MVA. This approach worked.
Aircraft X departed TYS requesting 45 minutes of holding on the VXV130006 at 5000 MSL. I radar identified the flight and issued detailed holding instructions at the requested fix with 5 miles legs and left turns; again reiterating the 5000 altitude. Based on the position of the VXV130006 fix with the added millage of the 5 miles legs; it was under my judgment that the flight would be clear of the higher MVA's [Minimum Vectoring Altitude] to the south east. Once Aircraft X was observed past the point where I expected to see him turn; my trainer prompted me on the situation. At this time; I advised Aircraft X to make a turn to the NE to avoid higher MVA's. There was no response; so my trainer keyed up and told Aircraft X to turn left heading 360. Again; there was no response and again my trainer gave the left 360 instruction. At this point we observed Aircraft X in a right turn; taking him into the higher MVA's; before turning left and eventually out of the MVA's. I believe this event is not a common occurrence. Once Aircraft X was clear of the MVA's I reissued detailed holding instructions with 3 miles legs instead of 5 miles legs. This would be my only recommendation for preventing future occurrences; since the aircraft flew further than expected.
TRACON Instructor and Developmental reported a military aircraft that was issued holding instructions went past the turning point and entered an area of a higher MVA.