Narrative:

Jhm called for release on aircraft X IFR from the ground. The clearance I issued was 'ATC clears aircraft X from jhm to via the IFR departure procedures to chain then as filed climb and maintain 5;000.' jhm read back the clearance correctly. Meanwhile I had another aircraft inbound; aircraft Y; who I ended up giving holding instructions to since aircraft X was taking a while to depart. Jhm then called back and asked for an extension on aircraft X's departure time and I advised jhm to hold aircraft X on the ground so I could bring the aircraft Y in. Jhm read back correctly and aircraft X held and aircraft Y landed. When I re-released aircraft X; I told jhm 'aircraft X is released climb and maintain 080.' jhm wanted to verify my clearance and asked me to verify that the release was the same as it had been before except the altitude was 080 now and I said affirmative.when aircraft X departed and checked on; he advised that he was direct chain. I radar identified aircraft X and advised them that their clearance was the IFR departure procedures to chain which does not take them direct to chain. Aircraft X replied that direct chain was the clearance that jhm issued. I then called jhm who advised that he had issued aircraft X's clearance with the IFR departure procedures. Since aircraft X departed direct chain; he was surface climbing to 080 on an unpublished route in a 070 mia. Unsafe separation from terrain. At that point; I did not turn aircraft X until he was clean on my mias. In my judgment; aircraft X was over the ocean and not in any danger from terrain which is why I let him continue on his route instead of pulling up my map and vectoring him for terrain.jhm usually has VFR conditions; so pilots are unused to the IFR procedures. I'm not entirely sure who's error it was; jhm or aircraft X; but the only way for an aircraft to depart jhm IFR is via the IFR departure procedures to chain. The flight plan route reads 'jhm...chain' since there is no actual published SID for jhm. To ensure safety; I always issue the IFR departure procedures to chain and I assume that the jhm controller will issue the clearance to the pilot as I have given it to him. I am unsure if it is required to issue the IFR departure procedures to the aircraft since it seems to me that it is obvious that the only way for the aircraft to get from jhm to chain is via the IFR departure procedures. My question is if it is vague to the pilots and that they think direct chain is fine because that's what their flight plan says. I think developing a SID for this airport would eliminate both workload and confusion. Also; there may have been some confusion since the aircraft X's second release was slightly different from the first release I issued. The only thing I changed was the altitude but maybe something was lost in communication somewhere along the way.

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Original NASA ASRS Text

Title: HCF TRACON Controller and flight crew reported given an incorrect relayed clearance off the airport resulting in a climb off the ODP and below the MVA.

Narrative: JHM called for release on Aircraft X IFR from the ground. The clearance I issued was 'ATC clears Aircraft X from JHM to via the IFR departure procedures to CHAIN then as filed climb and maintain 5;000.' JHM read back the clearance correctly. Meanwhile I had another aircraft inbound; Aircraft Y; who I ended up giving holding instructions to since Aircraft X was taking a while to depart. JHM then called back and asked for an extension on Aircraft X's departure time and I advised JHM to hold Aircraft X on the ground so I could bring the Aircraft Y in. JHM read back correctly and Aircraft X held and Aircraft Y landed. When I re-released Aircraft X; I told JHM 'Aircraft X is released climb and maintain 080.' JHM wanted to verify my clearance and asked me to verify that the release was the same as it had been before except the altitude was 080 now and I said affirmative.When Aircraft X departed and checked on; he advised that he was direct CHAIN. I radar identified Aircraft X and advised them that their clearance was the IFR departure procedures to CHAIN which does not take them direct to CHAIN. Aircraft X replied that direct CHAIN was the clearance that JHM issued. I then called JHM who advised that he had issued Aircraft X's clearance with the IFR departure procedures. Since Aircraft X departed direct CHAIN; he was surface climbing to 080 on an unpublished route in a 070 MIA. Unsafe separation from terrain. At that point; I did not turn Aircraft X until he was clean on my MIAs. In my judgment; Aircraft X was over the ocean and not in any danger from terrain which is why I let him continue on his route instead of pulling up my map and vectoring him for terrain.JHM usually has VFR conditions; so pilots are unused to the IFR procedures. I'm not entirely sure who's error it was; JHM or Aircraft X; but the only way for an aircraft to depart JHM IFR is via the IFR departure procedures to CHAIN. The flight plan route reads 'JHM...CHAIN' since there is no actual published SID for JHM. To ensure safety; I always issue the IFR departure procedures to CHAIN and I assume that the JHM controller will issue the clearance to the pilot as I have given it to him. I am unsure if it is required to issue the IFR departure procedures to the aircraft since it seems to me that it is obvious that the only way for the aircraft to get from JHM to CHAIN is via the IFR departure procedures. My question is if it is vague to the pilots and that they think direct CHAIN is fine because that's what their flight plan says. I think developing a SID for this airport would eliminate both workload and confusion. Also; there may have been some confusion since the Aircraft X's second release was slightly different from the first release I issued. The only thing I changed was the altitude but maybe something was lost in communication somewhere along the way.

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.