Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 6
Confusion; Training / Qualification; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued New Clearance
Procedure; Chart Or Publication; Airspace Structure; Company Policy
I was giving a 30-day skill check to radar trainee. Aircraft X called airborne; looking for an IFR clearance. They were given a squawk code; identified and reported an altitude of 11000 feet. At this point; they were leaving an area with a Minimum IFR Altitude of 14200 feet; moving into a Minimum IFR Altitude polygon of 15300 feet. They were given a clearance to '[destination] via [fix]; then as filed. Climb and maintain flight level two three zero.' The pilot was not asked if they could maintain terrain and obstruction clearance above the MIA altitudes. The developmental believes he was in compliance with 7110.65 4-2-8 d. and no violation took place with regard to terrain. I am uncertain how they could have known the aircraft could climb in VFR conditions; and I believe the clearance 'via [fix]' would shift the responsibility for terrain and obstacle clearance from the pilot to the FAA; as per 7110.65 4-2-8 (d.1. NOTE) An MOR (Mandatory Occurrence Report) has been entered for this incident; and I am requesting clarification as to the wording and rationale behind 7110.65 4-2-8 d. I would also like clarification as to the FAA's opinion about best practices with regard to VFR to IFR clearances.I feel 4-2-8 d. is unclear in its intent. It gives a course of action for a pilot who cannot climb in VFR conditions; but does not give a clear indication for how to determine this or what to do if a pilot can climb VMC. In addition; the additional NOTE is both broad and ambiguous in its ability to shift responsibility to the FAA. '...do not assign (or imply) specific course guidance that will (or could) be in effect below the MIA or MEA.' In terms of defining and following our 'best practices;' I would suggest dropping 4-2-8 d and providing clear guidance not to issue any IFR clearance until a pilot is either at or above the MIA/MEA or has indicated they can maintain their own terrain and obstruction clearance.
ZOA Supervisor reported a trainee issued an IFR clearance to an aircraft that was below the Minimum IFR Altitude.