Narrative:

Prb airport was IFR for longer than normal resulting in an unusually high volume of IFR traffic into and out of the airport. I had just finished working out a very complex scenario with aircraft X and another aircraft in which I had to use visual separation just to give an approach clearance in a timely manner. At some point aircraft X who was still climbing out of 063 for 070 on V113 to rom without provocation said; 'I can maintain my own terrain and obstruction clearance; can I get direct mae?' I knew this would not work with the up and coming mia because it was 074. I said 'that doesn't work for us; but cleared direct mae; climb and maintain 080'.' the aircraft was in a 067' mia at the time and only out of about 064-065'. I wanted to help this pilot because he got my other traffic in sight which helped me and give the other pilot an approach clearance; and earlier he departed prb in a very timely fashion which also helped me out. I think that [I] temporarily blanked own his current climb status and thought that he was level at 070'.my close in scan of his data block and current mia area was no where to be seen. I focused only on his future projected path.it also didn't help that I had a brand new d-side that didn't help with any of the previous situations; nor alert me to the mia situation when I issued the clearance.I didn't even see the MSAW flash for about a minute or so; and by that time corrective action was unnecessary. By the time I [tried] to fix it the aircraft would have been above the mia.I need to have a better mental check in my head before issuing a clearance.I also think that the fact I was on my 'quick turn' day did not help. The quick turn really makes me tired because I do not get enough sleep; and the major change in schedule exhausts me.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZOA Controller reported allowing a pilot to proceed direct to a fix while at an altitude that was lower then the MIA.

Narrative: PRB airport was IFR for longer than normal resulting in an unusually high volume of IFR traffic into and out of the airport. I had just finished working out a very complex scenario with Aircraft X and another aircraft in which I had to use visual separation just to give an approach clearance in a timely manner. At some point Aircraft X who was still climbing out of 063 for 070 on V113 to ROM without provocation said; 'I can maintain my own terrain and obstruction clearance; can I get direct MAE?' I knew this would not work with the up and coming MIA because it was 074. I said 'That doesn't work for us; but cleared direct MAE; climb and maintain 080'.' The aircraft was in a 067' MIA at the time and only out of about 064-065'. I wanted to help this pilot because he got my other traffic in sight which helped me and give the other pilot an approach clearance; and earlier he departed PRB in a very timely fashion which also helped me out. I think that [I] temporarily blanked own his current climb status and thought that he was level at 070'.My close in scan of his data block and current MIA area was no where to be seen. I focused only on his future projected path.It also didn't help that I had a brand new D-Side that didn't help with any of the previous situations; nor alert me to the MIA situation when I issued the clearance.I didn't even see the MSAW flash for about a minute or so; and by that time corrective action was unnecessary. By the time I [tried] to fix it the aircraft would have been above the MIA.I need to have a better mental check in my head before issuing a clearance.I also think that the fact I was on my 'quick turn' day did not help. The quick turn really makes me tired because I do not get enough sleep; and the major change in schedule exhausts me.

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.