Narrative:

FSS (flight service station) called me on the dial line requesting IFR clearance for aircraft X. The aircraft had a filed routing and a requested altitude of 28000 feet. I told FSS to standby while I figured out a better route; based on LOA (letter of agreement) requirements. I then cleared aircraft X via FSS on a different routing climbing to 16000 feet; expect FL280 10 minutes after departure. FSS read back correctly and I hung up the line. I then informed the sector radar controller about the future departure; including initial climb out altitude and direction of flight. The aircraft departed about 10 minutes after I issued the clearance; climbing out on course; to 16000 feet. The aircraft was radar identified and given a further climb to 28000 feet. Eventually; the aircraft was rerouted south; due to military airspace going active; as well as weather building up further west. There was no aircraft to aircraft conflict; nor aircraft to airspace conflicts.my concern is the fact that I did not provide terrain or obstruction separation and/or non-radar separation from the ground; through takeoff and departure until the aircraft was radar identified. I did not obtain pilot concurrence in regards to the new routing; and I also did not make use of the obstacle departure procedure. There was no loss of separation with other aircraft nor airspace; but I did not ensure positive separation from terrain or obstructions until radar identification.I should review non-radar departure procedures from non-approach; uncontrolled airports with emphasis on leaving aircraft on their filed routing to the first navaid/fix/intersection; therefore nullifying the need to obtain pilot concurrence via FSS; which can take time and be inconvenient for all parties. It is my understanding that if I had just cleared the aircraft as filed there would not have been any loss of terrain separation. If possible; disseminate to pilots/dispatchers the appropriate; current routing for specific airports based on current requirements; which would decrease the amount of reroutes needed; both in the air and on the ground.

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Original NASA ASRS Text

Title: ZAB Developmental Controller reported issuing a departure clearance through the FSS which did not ensure terrain clearance.

Narrative: FSS (Flight Service Station) called me on the dial line requesting IFR clearance for Aircraft X. The aircraft had a filed routing and a requested altitude of 28000 feet. I told FSS to standby while I figured out a better route; based on LOA (Letter of Agreement) requirements. I then cleared Aircraft X via FSS on a different routing climbing to 16000 feet; expect FL280 10 minutes after departure. FSS read back correctly and I hung up the line. I then informed the sector Radar Controller about the future departure; including initial climb out altitude and direction of flight. The aircraft departed about 10 minutes after I issued the clearance; climbing out on course; to 16000 feet. The aircraft was radar identified and given a further climb to 28000 feet. Eventually; the aircraft was rerouted south; due to military airspace going active; as well as weather building up further west. There was no aircraft to aircraft conflict; nor aircraft to airspace conflicts.My concern is the fact that I did not provide Terrain or Obstruction separation and/or non-radar separation from the ground; through takeoff and departure until the aircraft was radar identified. I did not obtain pilot concurrence in regards to the new routing; and I also did not make use of the Obstacle Departure Procedure. There was no loss of separation with other aircraft nor airspace; but I did not ensure positive separation from terrain or obstructions until radar identification.I should review non-radar departure procedures from non-approach; uncontrolled airports with emphasis on leaving aircraft on their filed routing to the first navaid/fix/intersection; therefore nullifying the need to obtain pilot concurrence via FSS; which can take time and be inconvenient for all parties. It is my understanding that if I had just cleared the aircraft as filed there would not have been any loss of terrain separation. If possible; disseminate to pilots/dispatchers the appropriate; current routing for specific airports based on current requirements; which would decrease the amount of reroutes needed; both in the air and on the ground.

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.