Narrative:

I was working alone at sector R31; a high altitude sector (FL240 and above); combined with R10; a low altitude sector (FL230 and below); which does not underlay the high altitude sector. The traffic was becoming more complex because of IFR conditions and aircraft wanting to pick up IFR clearances. Prescott AFSS had called to get an IFR clearance on a flight off of the P20 airport. I issued the clearance through flight service to the pilot. Approximately five minutes later; prescott AFSS called with another clearance request for air carrier X. I advised that I had not gotten radar contact with the previous departure aircraft off of P20. Approximately three-five minutes later; air carrier X called requesting an IFR clearance. I advised air carrier X that I had a non-radar aircraft on an IFR clearance off of P20 who was not yet in radar or radio contact; who was flying P20 direct to pke then eed on flight plan route. I then told air carrier X to maintain VFR until I got radar contact with the other aircraft. Air carrier X then stated that was where he was. A few minutes later the first aircraft was radar identified and proceeded northbound on flight plan route. As I was about to clear air carrier X; another IFR aircraft was inbound to P20 on an IFR clearance saying he should be able to cancel IFR within 15 miles. In order to expedite the traffic flow; I advised air carrier X to expect clearance shortly due to the inbound and to maintain VFR. Once the inbound to P20 canceled his IFR flight plan; I issued a beacon code and clearance to air carrier X: pke.blh.V16.pxr then destination. The aircraft data block tagged up approximately 10 miles east of the common boundary with ZAB center (sector 42) airspace. I immediately called and initiated a point out with sector 42; which was approved. I was under the mistaken assumption that air carrier X was between pke VOR and P20. When I originally advised air carrier X of the position of the previous flight; I stated that aircraft was between P20 and pke and he stated; 'that is where we are; about 20 miles east of parker.' I assumed he meant he was 20 miles of pke VORTAC; which would have placed him between P20 and the pke VORTAC. It appears he was 20 east of the P20 airport. Recommendation; I was treating the aircraft as a non-radar departure because I thought he was in the vicinity of the airport. I should have radar identified the aircraft before I cleared him for his IFR clearance.

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Original NASA ASRS Text

Title: ZLA Controller described an airspace incursion event during combined high/low sector operations and involving non-RADAR procedures.

Narrative: I was working alone at sector R31; a high altitude sector (FL240 and above); combined with R10; a low altitude sector (FL230 and below); which does not underlay the high altitude sector. The traffic was becoming more complex because of IFR conditions and aircraft wanting to pick up IFR clearances. Prescott AFSS had called to get an IFR clearance on a flight off of the P20 airport. I issued the clearance through Flight Service to the pilot. Approximately five minutes later; Prescott AFSS called with another clearance request for Air Carrier X. I advised that I had not gotten RADAR contact with the previous departure aircraft off of P20. Approximately three-five minutes later; Air Carrier X called requesting an IFR clearance. I advised Air Carrier X that I had a non-RADAR aircraft on an IFR clearance off of P20 who was not yet in RADAR or radio contact; who was flying P20 direct to PKE then EED on flight plan route. I then told Air Carrier X to maintain VFR until I got RADAR contact with the other aircraft. Air Carrier X then stated that was where he was. A few minutes later the first aircraft was RADAR identified and proceeded northbound on flight plan route. As I was about to clear Air Carrier X; another IFR aircraft was inbound to P20 on an IFR clearance saying he should be able to cancel IFR within 15 miles. In order to expedite the traffic flow; I advised Air Carrier X to expect clearance shortly due to the inbound and to maintain VFR. Once the inbound to P20 canceled his IFR flight plan; I issued a beacon code and clearance to Air Carrier X: PKE.BLH.V16.PXR then destination. The aircraft data block tagged up approximately 10 miles east of the common boundary with ZAB Center (sector 42) airspace. I immediately called and initiated a point out with sector 42; which was approved. I was under the mistaken assumption that Air Carrier X was between PKE VOR and P20. When I originally advised Air Carrier X of the position of the previous flight; I stated that aircraft was between P20 and PKE and he stated; 'that is where we are; about 20 miles east of Parker.' I assumed he meant he was 20 miles of PKE VORTAC; which would have placed him between P20 and the PKE VORTAC. It appears he was 20 east of the P20 airport. Recommendation; I was treating the aircraft as a non-RADAR departure because I thought he was in the vicinity of the airport. I should have RADAR identified the aircraft before I cleared him for his IFR clearance.

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.