Narrative:

I assumed the surry/parso radar position from another controller. During the position relief briefing; aircraft X was flashing from portland approach to me (surry sector) at 5000 ft MSL; ultimately enroute to 3b1 airport for a practice approach. Upon assuming the sectors; I took the handoff on aircraft X. I evaluated the route of the aircraft; and decided that if he proceeded directly to 3b1 in a straight line; he would be clear of terrain; until he got into my airspace and then I could climb him to 7000 ft before the mia (minimum IFR altitude) of 6400 ft became a factor. Originally when I took the handoff; aircraft X was at 5000 ft; and in that shelf; portland approach own up to 10000 ft; so I would not be able to climb him without coordination. I decided to wait until he reached the shelf; where portland owns up to 5000 ft and we own 6000 ft and above to climb him. Unfortunately; that was the wrong decision; because aircraft X was flying slightly left of where I anticipated which caused him to ride the line between the 5000 ft mia boundary and the 6300 ft mia boundary. The aircraft was still in portland approach's airspace at 5000 ft; so I found myself stuck; because if I climbed him into my airspace aircraft X would still be side walling the higher mia. I mistakenly allowed aircraft X to change over to the AWOS frequency to get the weather for 3b1; and was subsequently unable to reach aircraft X to instruct him to climb. I attempted to relay through another aircraft; aircraft Y; to switch over to the AWOS frequency to raise aircraft X and bring him back to my frequency; but aircraft Y was unable to reach aircraft X. At this point the MSAW (minimum safe altitude warning) alert was going off. I also attempted to raise aircraft X on guard frequency; knowing that he was probably not monitoring it. Aircraft X shortly came back onto my frequency and I asked him if he could maintain his own terrain and obstruction clearance in the climb to 6400 ft; which is the higher mia that he was approaching. Aircraft X verified that he could maintain obstacle clearance and I gave him a clearance to climb. Upon review of the falcon; I am unsure of whether any mias were actually violated; but it certainly wasn't a scenario that I was comfortable with or will allow to happen again.I will not allow portland approach to hand aircraft off going northbound at 5000 ft. I will immediately call and instruct them to climb the aircraft to 7000 ft. I could have also called and requested control of aircraft X for a climb; while the aircraft was still in portland's 10000 ft MSL shelf. Additionally; I should not have allowed the aircraft to change frequencies to get the weather; assuming that he would be back in time for me to issue him a climb. I am unsure if portland approach depicts our higher mias just outside of their airspace; or whether their mias are lower; but I do believe that portland should not be allowed to hand us off aircraft below 7000 ft MSL going northbound. Additionally; I should have probably issued aircraft X a low altitude MSAW alert instead of asking if he could maintain terrain and obstruction clearance.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZBW Center Controller reported an IFR C172 entered higher MIA while off frequency getting weather.

Narrative: I assumed the Surry/Parso Radar position from another controller. During the position relief briefing; Aircraft X was flashing from Portland Approach to me (Surry Sector) at 5000 ft MSL; ultimately enroute to 3B1 airport for a practice approach. Upon assuming the sectors; I took the handoff on Aircraft X. I evaluated the route of the aircraft; and decided that if he proceeded directly to 3B1 in a straight line; he would be clear of terrain; until he got into my airspace and then I could climb him to 7000 ft before the MIA (Minimum IFR Altitude) of 6400 ft became a factor. Originally when I took the handoff; Aircraft X was at 5000 ft; and in that shelf; Portland approach own up to 10000 ft; so I would not be able to climb him without coordination. I decided to wait until he reached the shelf; where Portland owns up to 5000 ft and we own 6000 ft and above to climb him. Unfortunately; that was the wrong decision; because Aircraft X was flying slightly left of where I anticipated which caused him to ride the line between the 5000 ft MIA boundary and the 6300 ft MIA boundary. The aircraft was still in Portland Approach's airspace at 5000 ft; so I found myself stuck; because if I climbed him into my airspace Aircraft X would still be side walling the higher MIA. I mistakenly allowed Aircraft X to change over to the AWOS frequency to get the weather for 3B1; and was subsequently unable to reach Aircraft X to instruct him to climb. I attempted to relay through another aircraft; Aircraft Y; to switch over to the AWOS frequency to raise Aircraft X and bring him back to my frequency; but Aircraft Y was unable to reach Aircraft X. At this point the MSAW (Minimum Safe Altitude Warning) alert was going off. I also attempted to raise Aircraft X on guard frequency; knowing that he was probably not monitoring it. Aircraft X shortly came back onto my frequency and I asked him if he could maintain his own terrain and obstruction clearance in the climb to 6400 ft; which is the higher MIA that he was approaching. Aircraft X verified that he could maintain obstacle clearance and I gave him a clearance to climb. Upon review of the Falcon; I am unsure of whether any MIAs were actually violated; but it certainly wasn't a scenario that I was comfortable with or will allow to happen again.I will not allow Portland Approach to hand aircraft off going northbound at 5000 ft. I will immediately call and instruct them to climb the aircraft to 7000 ft. I could have also called and requested control of Aircraft X for a climb; while the aircraft was still in Portland's 10000 ft MSL shelf. Additionally; I should not have allowed the aircraft to change frequencies to get the weather; assuming that he would be back in time for me to issue him a climb. I am unsure if Portland Approach depicts our higher MIAs just outside of their airspace; or whether their MIAs are lower; but I do believe that Portland should not be allowed to hand us off aircraft below 7000 ft MSL going northbound. Additionally; I should have probably issued Aircraft X a low altitude MSAW alert instead of asking if he could maintain terrain and obstruction clearance.

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.