Narrative:

A king air was an IFR aircraft level at 160. I was handing him off to sector X. The king air stated that he was IMC and would need to set up for an approach. I called sector X and asked the controller what he wanted me to give the king air. I stated that the aircraft was IMC and that he said he would need to set up for an approach. I asked the controller if he wanted me to give the king air route 1 or route 2 and the X controller said it depended on what the pilot wanted to do. I again stated that the pilot only said he was IMC and would need to set up for an approach. The X controller said that I could give the king air route 3. I said that I would and we gave our initials and signed off the line. I issued the routing to the pilot and after he read it back I shipped him to sector X's frequency. A few minutes after that; I noticed the king air turning towards adjacent airspace and called the facility and made the point out on the king air. There was some initial confusion regarding the code; but the point out was approved and we both signed off the line. I then called the sector X controller and advised him the point out was made and that the king air was his control from me but the point out was only approved at 160. Around this time I noticed that the MSAW alert was flashing at 165 and then saw the aircraft climbing. The sector X controller called me a few minutes after that and asked me what the other controller had said to me regarding the point out. I stated that the point out had been approved by the other controller. The sector X controller stated that the other controller had said to him that he told me to keep the aircraft out of the airspace and had not approved the point out. I again said that I gave the location; code; and altitude of the aircraft and the point out had been approved; we both signed off the line. Recommendation; when I descended the king air to 16;000 ft that was a safe altitude for the aircraft to be at. If the aircraft had stayed on his original route there would not have been an issue. However; once I issued the clearance to the king air the aircraft turned into an MEA of 16;500. In sector Y and Z 16;000 ft is a safe altitude; except if you turn an aircraft eastbound at the precise location the king air was at. My normal operation; if I have an aircraft going to sector X from the south that is requesting an approach; is to descend them to 17;000 ft and give sector X control of the aircraft. This time; I descended the aircraft to 16;000; expecting he would continue north bound and didn't make adjustments for his east bound turn with the routing change. There is a location in sector Y's airspace where an MEA of 16;500 is slightly in our airspace. I would recommend that any aircraft that could be making an approach in sector X's airspace not be descended below 17;000 ft. I also recommend that when you are issued a route clearance; prior to issuing it to the aircraft; you ensure you know where and how that change will affect the flight path of the aircraft.

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Original NASA ASRS Text

Title: Enroute Controller experienced a loss of require terrain separation after issuing a re-route not realizing the new route encroached into a higher MEA.

Narrative: A King Air was an IFR aircraft level at 160. I was handing him off to Sector X. The King Air stated that he was IMC and would need to set up for an approach. I called Sector X and asked the Controller what he wanted me to give the King Air. I stated that the aircraft was IMC and that he said he would need to set up for an approach. I asked the Controller if he wanted me to give the King Air route 1 or route 2 and the X Controller said it depended on what the pilot wanted to do. I again stated that the pilot only said he was IMC and would need to set up for an approach. The X Controller said that I could give the King Air route 3. I said that I would and we gave our initials and signed off the line. I issued the routing to the pilot and after he read it back I shipped him to Sector X's frequency. A few minutes after that; I noticed the King Air turning towards adjacent airspace and called the facility and made the point out on the King Air. There was some initial confusion regarding the code; but the point out was approved and we both signed off the line. I then called the Sector X Controller and advised him the point out was made and that the King Air was his control from me but the point out was only approved at 160. Around this time I noticed that the MSAW alert was flashing at 165 and then saw the aircraft climbing. The Sector X Controller called me a few minutes after that and asked me what the other controller had said to me regarding the point out. I stated that the point out had been approved by the other controller. The Sector X Controller stated that the other controller had said to him that he told me to keep the aircraft out of the airspace and had not approved the point out. I again said that I gave the location; code; and altitude of the aircraft and the point out had been approved; we both signed off the line. Recommendation; when I descended the King Air to 16;000 FT that was a safe altitude for the aircraft to be at. If the aircraft had stayed on his original route there would not have been an issue. However; once I issued the clearance to the King Air the aircraft turned into an MEA of 16;500. In Sector Y and Z 16;000 FT is a safe altitude; except if you turn an aircraft eastbound at the precise location the King Air was at. My normal operation; if I have an aircraft going to Sector X from the south that is requesting an approach; is to descend them to 17;000 FT and give Sector X control of the aircraft. This time; I descended the aircraft to 16;000; expecting he would continue north bound and didn't make adjustments for his east bound turn with the routing change. There is a location in Sector Y's airspace where an MEA of 16;500 is slightly in our airspace. I would recommend that any aircraft that could be making an approach in Sector X's airspace not be descended below 17;000 FT. I also recommend that when you are issued a route clearance; prior to issuing it to the aircraft; you ensure you know where and how that change will affect the flight path of the aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.