Narrative:

Approximately 15 minutes before this event; I cleared aircraft X for the GPS/VOR-a approach into sdm. Meteorological conditions had been poor throughout the entire san area. Earlier in the shift; I was working a B737 which even reported a lightening strike while on approach to san. Since sdm tower was closed; the aircraft had to cancel IFR with me or via FSS. Prior to landing; the pilot cancelled IFR on my frequency. Aircraft X contacting me saying he had departed sdm via the obstacle departure procedure and wanted to pick up an IFR clearance to lgb. The pilot must have mistakenly believed that I had jurisdiction over sdm departures and arrivals. However; a different sector has jurisdiction for sdm departures. Since I knew the weather was MVFR (at best); I asked the pilot of aircraft X to verify if he could maintain VFR. I believe he responded that he 'thought he could'; however; also detected a degree of uncertainty in his reply. I quickly looked to see if there was any conflicting IFR traffic for aircraft X; and decided to issue him an IFR clearance even though he was not in my airspace. I elected to do this since high terrain exists northeast of sdm which the pilot may not have been able to see due to the weather or because it was night. Additionally; I knew of at least two fatal aircraft accidents near sdm which resulted after aircraft departed VFR but quickly encountered IFR weather and hit the higher terrain. As soon as possible; I coordinated with navy north island to advise them of the clearance I had issued. This was necessary because of aircraft X's close proximity to imperal beach (nrs). I also coordinated with the controller working south bay and advised him of my actions. Had I believed; with 100 percent certainty; that aircraft X could have safely maintained VFR while he attempted to establish radio communications with the south bay controller; I would have not issued the IFR clearance. However; I did not want to take the chance that the pilot would become disoriented because of a frequency change I issued during (at best) marginal VFR weather. In my opinion; the pilot should not have departed sdm VFR. However; since that had occurred; I did not want to compound this error in judgment by not issuing an IFR clearance when I observed no conflicting traffic. Recommendation; the dynamic weather that was present precludes me from making any recommendations. I believe I acted the most prudent way I could have in this situation.

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Original NASA ASRS Text

Title: SCT Controller described an event when an IFR departure from SDM contacted the wrong sector controller and elected to depart VFR with poor weather conditions. The reporter indicated the actions taken; although contrary to procedures; were the safest course of action.

Narrative: Approximately 15 minutes before this event; I cleared Aircraft X for the GPS/VOR-A approach into SDM. Meteorological conditions had been poor throughout the entire SAN area. Earlier in the shift; I was working a B737 which even reported a lightening strike while on approach to SAN. Since SDM Tower was closed; the aircraft had to cancel IFR with me or via FSS. Prior to landing; the pilot cancelled IFR on my frequency. Aircraft X contacting me saying he had departed SDM via the obstacle departure procedure and wanted to pick up an IFR clearance to LGB. The pilot must have mistakenly believed that I had jurisdiction over SDM departures and arrivals. However; a different sector has jurisdiction for SDM departures. Since I knew the weather was MVFR (at best); I asked the pilot of Aircraft X to verify if he could maintain VFR. I believe he responded that he 'thought he could'; however; also detected a degree of uncertainty in his reply. I quickly looked to see if there was any conflicting IFR traffic for Aircraft X; and decided to issue him an IFR clearance even though he was not in my airspace. I elected to do this since high terrain exists northeast of SDM which the pilot may not have been able to see due to the weather or because it was night. Additionally; I knew of at least two fatal aircraft accidents near SDM which resulted after aircraft departed VFR but quickly encountered IFR weather and hit the higher terrain. As soon as possible; I coordinated with Navy North Island to advise them of the clearance I had issued. This was necessary because of Aircraft X's close proximity to Imperal Beach (NRS). I also coordinated with the controller working South Bay and advised him of my actions. Had I believed; with 100 percent certainty; that Aircraft X could have safely maintained VFR while he attempted to establish radio communications with the South Bay Controller; I would have not issued the IFR clearance. However; I did not want to take the chance that the pilot would become disoriented because of a frequency change I issued during (at best) marginal VFR weather. In my opinion; the pilot should not have departed SDM VFR. However; since that had occurred; I did not want to compound this error in judgment by not issuing an IFR clearance when I observed no conflicting traffic. Recommendation; the dynamic weather that was present precludes me from making any recommendations. I believe I acted the most prudent way I could have in this situation.

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.