Date: 201709
Local time of day: 0601-1200
Location: PSP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D PSP
ATC / advisory: Tower PSP
Reporter organization: Government
Reporter function: Instructor; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Confusion; Communication Breakdown
Second reporter function: Local
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Company Policy; Human Factors; Manuals; Procedure
Primary problem: Company Policy

Narrative: Aircraft X was inbound. Coordination was made through the scratch pad for the VOR B approach; missed approach; and then hand-off back to TRACON. TRACON did not coordinate any further. I informed local control they should call TRACON. As I understand; local control advised me that he tried to contact them; but there was no response. Local control cleared the aircraft to land. The pilot asked for the missed approach. Local control cleared the aircraft for the option with a 7 knot tailwind component. This was not at the pilot's request; not coordinated with TRACON; and not coordinated with ground control; as per local standard operating procedure.The aircraft was IFR. After the aircraft did a not-so-low approach; on the upwind; local control told the aircraft to fly the SID. The pilot reported that he didn't have it dialed in to his FMS because he hadn't been previously briefed or cleared or told by anyone what to expect. Local control issued an IFR clearance to the aircraft. The aircraft was at roughly 5000 feet when they were finally switched back to TRACON. The aircraft continued about 3 miles beyond procedural turn; and toward a 13000 foot MVA (Minimum Vectoring Altitude) before the SID was dialed in and followed or before TRACON was able to communicate with and turn them.All above is what happened. What should have happened is; 1st transmission; 'Aircraft X; PSP tower; Runway 13R continue; report going missed; circle to the north.' 2nd transmission; 'execute published missed approach procedure; contact SOCAL Departure.' without coordination; it's assumed TRACON will issue a new IFR clearance.As I've recommended in several reports previous to this one; the controller is the one that doesn't understand the job. He was not trained properly or efficiently and was signed off without merit; and against the recommendation from his trainers and the union. The controller needs to go through mass re-training; be de-certified; or at least massive amounts of s.e.t training. This controller on position is like a person driving down a street full of cars blind-folded. It's amazing he hasn't hit any of them; and it's only a matter of time until he does.


Second narrative: I took the handoff on Aircraft X and in the scratch pad it said RDM which indicates the aircraft is on an approach; going back to Departure Control; on a missed approach. I understood that but I never received any information as to whether I would be giving the clearance to the pilot or not. Aircraft X on initial call requested a clearance and wanted to do the missed approach. I gave a clearance to land. Aircraft X requested the missed approach. The winds were VRB at 06. I decided to clear Aircraft X for the Option because I thought Aircraft X wanted a VFR departure. I told Aircraft X after the option to fly runway heading maintain at or below 8000 feet in accordance with our LOA (Letter of Agreement). I tried to reach out to TRACON to get clarification. While I didn't get a response I decided to ask the pilot directly if they wanted to remain IFR or VFR. They said IFR. I went to ground and saw the clearance and told Aircraft X after the option to fly the SID. I then gave Aircraft X the clearance and when I was finished they were already out of my airspace. I couldn't point out or hand off Aircraft X without the tag completed so therefore I busted airspace. After this happened I asked my CIC (Controller in Charge) what they would have done; he responded with; 'Since there was no coordination; he would have sent that back to Socal to give that pilot the clearance'.Approximately 5 minutes later; TRACON called me and said I would not have done that; I would have kept him on the missed approach. I told him that another controller just told me that afterward and I agreed with them both. I also apologized for my misunderstanding. I believe this event happened for a few different reasons. When I was in training; my trainer was a controller when the radar was here. He taught me to be a part of the tower team and to help the next controller. He taught to give the clearance. I believe I could have done it sooner and been clearer with my phraseology; but I now know I should not have done that at all. Things are not the same as when the radar was here. I believe my CIC was fully able and capable of instructing me to do something different; but he instead choose to watch. There is no tower team concept when a CIC says he was 'busy' on ground talking to a trainee. The operation comes first. He was able to write a very detailed report without listening to the recordings. He choose not to help me.I hope that there is an understanding that I am a newly certified controller that is looking to learn and I am not perfect but I am working in an environment that is isolating me from my own tower team and insulating me from productive real time feedback while working the position. If other controllers have a problem with giving me feedback in the tower cab then fixing that problem is a major opportunity to improve the safety of our operations.


Synopsis: PSP Tower controllers reported allowing an aircraft to enter TRACON airspace without coordination and with incorrect departure instructions.