Narrative:

Aircraft X departed gjt southeast bound at 170; but was climbing slowly. Denver TRACON (D01) called when the aircraft was at 8;000 and asking if he could fly his present heading. The aircraft was 4000 feet below my minimum IFR altitude (mia); so I asked if he was on a VFR climb; which D01 often does in these situations. They informed me he was not. I told them what my mia's were in that area; they advised their mia/MVA's were only 8;000 feet - but this aircraft would not be in their airspace for much longer; perhaps 8 miles. I advised them I couldn't approve that; at this point the aircraft was approaching my 11;000 feet mia. They kept him on their frequency until he was at our mia - which was not only beyond my boundary with D01 but into the next ZDV sector over (12).the D01 controller clearly was not aware of our much higher mia's; which ranged from 11;000 to 12;000 on aircraft X's course; and 13;000 just a few miles north of him - all of these mia's extend into D01's airspace. This continues a pattern of D01 trying to get ZDV to accept or institute unsafe actions - whether it be telling us to turn aircraft into areas of known thunderstorms or situations like the one described above. It's clear from their actions and words; they care little (and possibly know less) about the airspace beyond their own boundaries. I guess recurrent training would be the only thing that might prevent a re-occurrence of events like this - or somebody actually doing something about this problem facility before they cause a serious incident or accident. It will happen sooner or later; and through these reports no one can say they weren't warned.another concept worth considering is removing airspace from D01's authority. This particular grand junction approach control airspace was trimmed down recently (more given back to ZDV) due to D01's inability to see aircraft on radar on the west and south side of that airspace. From all accounts D01 is overstretched and understaffed; so perhaps ZDV should take back all of grand junction approach control's airspace - which was once the case.side note; which you can consider or not: [reports]; over the years; has been looked at as a 'get out of jail free' card; and when abused has caused zero accountability with some controllers and facilities. The going opinion of denver TRACON is they are not held accountable for anything they do incorrectly - which is a near daily occurrence - and nothing will ever change or improve as they are the tail that wags the dog in this area. They basically can violate ZDV; safety; or anything else with impunity. The culture between ZDV and D01 is toxic; and that is no exaggeration. The controller ranks feel that our own ZDV management is complicit in this as nothing is seen to be done about D01's transgressions; or worse; blame is shifted back to the ZDV controller and D01 is never held accountable. I know I've only been doing this job for 31 years; but this is by far the worst situation I've seen in my career; and I did work at D01 at one time and have had to deal with them directly for the last 21 years.

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Original NASA ASRS Text

Title: Denver ARTCC Controller reported an unsafe situation with Denver TRACON having an aircraft below the Minimum IFR Altitude and attempting to hand it off to him. Center Controller could not accept the aircraft until it was 3;000 feet higher; which ended up being in another Denver Center Controller's airspace.

Narrative: Aircraft X departed GJT southeast bound at 170; but was climbing slowly. Denver TRACON (D01) called when the aircraft was at 8;000 and asking if he could fly his present heading. The aircraft was 4000 feet below my Minimum IFR Altitude (MIA); so I asked if he was on a VFR climb; which D01 often does in these situations. They informed me he was not. I told them what my MIA's were in that area; they advised their MIA/MVA's were only 8;000 feet - but this aircraft would not be in their airspace for much longer; perhaps 8 miles. I advised them I couldn't approve that; at this point the aircraft was approaching my 11;000 feet MIA. They kept him on their frequency until he was at our MIA - which was not only beyond my boundary with D01 but into the next ZDV sector over (12).The D01 controller clearly was not aware of our much higher MIA's; which ranged from 11;000 to 12;000 on Aircraft X's course; and 13;000 just a few miles north of him - all of these MIA's extend into D01's airspace. This continues a pattern of D01 trying to get ZDV to accept or institute unsafe actions - whether it be telling us to turn aircraft into areas of known thunderstorms or situations like the one described above. It's clear from their actions and words; they care little (and possibly know less) about the airspace beyond their own boundaries. I guess recurrent training would be the only thing that might prevent a re-occurrence of events like this - or somebody actually doing something about this problem facility before they cause a serious incident or accident. It will happen sooner or later; and through these reports no one can say they weren't warned.Another concept worth considering is removing airspace from D01's authority. This particular Grand Junction approach control airspace was trimmed down recently (more given back to ZDV) due to D01's inability to see aircraft on radar on the west and south side of that airspace. From all accounts D01 is overstretched and understaffed; so perhaps ZDV should take back all of Grand Junction approach control's airspace - which was once the case.Side note; which you can consider or not: [Reports]; over the years; has been looked at as a 'get out of jail free' card; and when abused has caused zero accountability with some controllers and facilities. The going opinion of Denver TRACON is they are not held accountable for anything they do incorrectly - which is a near daily occurrence - and nothing will ever change or improve as they are the tail that wags the dog in this area. They basically can violate ZDV; safety; or anything else with impunity. The culture between ZDV and D01 is toxic; and that is no exaggeration. The controller ranks feel that our own ZDV management is complicit in this as nothing is seen to be done about D01's transgressions; or worse; blame is shifted back to the ZDV controller and D01 is never held accountable. I know I've only been doing this job for 31 years; but this is by far the worst situation I've seen in my career; and I did work at D01 at one time and have had to deal with them directly for the last 21 years.

Data retrieved from NASA's ASRS site 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.