Narrative:

During arrival at coe the captain queried spokane approach if we could contact them on the ground at coe to receive our clearance for our next leg. Spokane approach informed us that we could contact spokane departure on 132.1. The rest of the approach and landing was uneventful. Upon taxi out; I (pilot monitoring) tried calling spokane departure on 132.1 to receive our clearance; but was unable to make any contact. They then called the lockheed martin flight service number to receive our clearance; by now the captain had taxied the aircraft to runway 06 and pulled off into the run-up area. The briefer stated that there was another aircraft on a 10 mile final doing only about 90 knots and that it would be another 10 minutes till we were released. The briefer also stated that spokane departure had had the radio volume turned down and that we should try contacting them again; if we were unable to reach them; we should call lockheed martin national clearance delivery number. After waiting about 5 minutes we heard the cessna 172 on a 6 mile final calling on the CTAF (122.8). We asked if they had canceled IFR; they had not. We informed cessna that we were trying to receive our IFR clearance; but they refused to cancel. (This may have been due to the cessna performing training; since they performed a low approach to runway 06; then appearing to execute the missed approach procedure.) I tried contacting spokane departure again by radio using both com 1 and 2; but was unable to make contact. Next I called lockheed martin national clearance delivery to receive our clearance. We were cleared as filed; climb and maintain 8000; expect FL410 in 5 minutes; contact spokane departure on 133.5; squawk [code]. I read back our clearance; and we were released.during climb-out I tried contacting spokane departure on 133.5; but was unable to make any contact. I then tried contacting departure on 132.1; but was not able to establish any communication. During this time the captain (pilot flying) was maintaining VFR per the coeur D'alene 2 departure. I tried contacting spokane two more times with no luck. I was about to try contacting spokane on guard (121.5) when the captain suggested I look up the spokane airport diagram and see what frequencies are listed there. I pulled up the spokane airport chart on the aircraft mfd and found a departure frequency of 133.35. I then established radio communications with spokane departure on 133.35. I informed departure that I was unable to make contact with them on any assigned frequency. The controller said; 'that's business as usual.'at all times; fars; company sops and procedures were complied with. The rest of the flight continued without incident.the spokane departure frequency information should be updated to 133.35

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Original NASA ASRS Text

Title: A crew had difficulty contacting ATC for a clearance while on the ground at COE and finally received clearance through Lockheed Martin Flight Service. After departure they were unable to contact GEG Departure on the 133.5; the assigned frequency. They finally used GEG charted frequency; 133.35.

Narrative: During arrival at COE the Captain queried Spokane approach if we could contact them on the ground at COE to receive our clearance for our next leg. Spokane approach informed us that we could contact Spokane Departure on 132.1. The rest of the approach and landing was uneventful. Upon taxi out; I (pilot monitoring) tried calling Spokane Departure on 132.1 to receive our clearance; but was unable to make any contact. They then called the Lockheed Martin Flight Service Number to receive our clearance; by now the captain had taxied the aircraft to runway 06 and pulled off into the run-up area. The briefer stated that there was another aircraft on a 10 mile final doing only about 90 knots and that it would be another 10 minutes till we were released. The briefer also stated that Spokane Departure had had the radio volume turned down and that we should try contacting them again; if we were unable to reach them; we should call Lockheed Martin National Clearance Delivery Number. After waiting about 5 minutes we heard the Cessna 172 on a 6 mile final calling on the CTAF (122.8). We asked if they had canceled IFR; they had not. We informed Cessna that we were trying to receive our IFR clearance; but they refused to cancel. (This may have been due to the Cessna performing training; since they performed a low approach to runway 06; then appearing to execute the missed approach procedure.) I tried contacting Spokane Departure again by radio using both Com 1 and 2; but was unable to make contact. Next I called Lockheed Martin National Clearance Delivery to receive our clearance. We were cleared as filed; climb and maintain 8000; expect FL410 in 5 minutes; contact Spokane departure on 133.5; squawk [code]. I read back our clearance; and we were released.During climb-out I tried contacting Spokane departure on 133.5; but was unable to make any contact. I then tried contacting Departure on 132.1; but was not able to establish any communication. During this time the Captain (pilot flying) was maintaining VFR per the Coeur D'Alene 2 Departure. I tried contacting Spokane two more times with no luck. I was about to try contacting Spokane on Guard (121.5) when the Captain suggested I look up the Spokane airport diagram and see what frequencies are listed there. I pulled up the Spokane airport chart on the aircraft MFD and found a Departure frequency of 133.35. I then established radio communications with Spokane departure on 133.35. I informed Departure that I was unable to make contact with them on any assigned frequency. The controller said; 'That's business as usual.'At all times; FARs; company SOPs and procedures were complied with. The rest of the flight continued without incident.The Spokane Departure frequency information should be updated to 133.35

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.