Narrative:

After getting our clearance from pre departure clearance; we noted that we were assigned the salt lake 9 SID with an airspeed restriction of 230 KIAS. Crew contacted ground for taxi and received instructions to proceed to runway 17 via taxiway K. The SID specifies on a runway 17 departure to maintain runway heading; then 160 or as assigned; expect vectors. Upon checking in with tower; our flight was given a departure heading of 240 degrees; and told to expect further vectors from departure control; with no other instructions specified. After a normal takeoff; air crew complied with the above and turned to 240 degree heading and climbed to 10000 ft (as published). At approximately 1 minute after takeoff; and passing through approximately 8000 ft; tower was busy with another GA aircraft; and crew noted rapidly approaching high terrain in front and below of the flight path. Having now leveled off at 10000 ft MSL; we noted that while the high terrain was not an immediate threat to the aircraft; it was still evident that the flight path we were on was not acceptable and we could have flown within 2000 ft (approximately) of the mountain top. Since tower was busy with the other aircraft; the crew elected to switch to the published departure control frequency on 124.3 for further vectors or a climb from the high terrain. After 1 attempt and no answer; I called again and this time got a reply from departure with instructions to switch to another frequency. Immediately upon checking into this new frequency; crew was instructed to turn to a heading of 310 degrees; and the controller asked whether or not we could maintain VFR separation from an aircraft that was 3000 ft above us. Since we had both the aircraft and the high terrain in sight; we replied that that was not a problem. After the midway point in the flight; air crew was instructed to contact a telephone number with a possible pilot deviation. The number was for slc airport tower; and the controller wanted to clarify why the crew switched frequencies; and where did we get that frequency from since we hadn't been assigned one. The controller also expressed concern that the switch was not instructed and that ATC provides for terrain avoidance. Crew informed controller that since a frequency was not specified in the pre departure clearance; they adhered to the published SID chart instructions for the slc 9 departure and used the frequency on the SID as published. In general; the controller was concerned that the frequency switch should have come from the tower; and that he would have pushed us to another frequency other than the one published. Crew explained that since the tower frequency was congested; the proximity to the high terrain necessitated action on some part without undue delay. Knowing the departure frequency prior to takeoff is extremely important in a congested airport environment; and doubly so in mountainous terrain. If the published frequency on the SID is not the one a crew can expect; they should be alerted in the clearance.

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Original NASA ASRS Text

Title: A light transport jet crew assigned a 240 degrees heading on the SLC 9 departure was unable to contact SLC on a congested tower frequency and so contacted TRACON without ATC instructions as they headed toward mountainous terrain.

Narrative: After getting our clearance from PDC; we noted that we were assigned the Salt Lake 9 SID with an airspeed restriction of 230 KIAS. Crew contacted ground for taxi and received instructions to proceed to Runway 17 via Taxiway K. The SID specifies on a Runway 17 Departure to maintain runway heading; then 160 or as assigned; expect vectors. Upon checking in with Tower; our flight was given a departure heading of 240 degrees; and told to expect further vectors from Departure Control; with no other instructions specified. After a normal takeoff; air crew complied with the above and turned to 240 degree heading and climbed to 10000 FT (as published). At approximately 1 minute after takeoff; and passing through approximately 8000 FT; Tower was busy with another GA aircraft; and crew noted rapidly approaching high terrain in front and below of the flight path. Having now leveled off at 10000 FT MSL; we noted that while the high terrain was not an immediate threat to the aircraft; it was still evident that the flight path we were on was not acceptable and we could have flown within 2000 FT (approximately) of the mountain top. Since Tower was busy with the other aircraft; the Crew elected to switch to the published Departure Control frequency on 124.3 for further vectors or a climb from the high terrain. After 1 attempt and no answer; I called again and this time got a reply from Departure with instructions to switch to another frequency. Immediately upon checking into this new frequency; crew was instructed to turn to a heading of 310 degrees; and the Controller asked whether or not we could maintain VFR separation from an aircraft that was 3000 FT above us. Since we had both the aircraft and the high terrain in sight; we replied that that was not a problem. After the midway point in the flight; air crew was instructed to contact a telephone number with a possible Pilot Deviation. The number was for SLC Airport Tower; and the Controller wanted to clarify why the crew switched frequencies; and where did we get that frequency from since we hadn't been assigned one. The Controller also expressed concern that the switch was not instructed and that ATC provides for terrain avoidance. Crew informed Controller that since a frequency was not specified in the PDC; they adhered to the published SID Chart instructions for the SLC 9 Departure and used the frequency on the SID as published. In general; the Controller was concerned that the frequency switch should have come from the Tower; and that he would have pushed us to another frequency other than the one published. Crew explained that since the Tower frequency was congested; the proximity to the high terrain necessitated action on some part without undue delay. Knowing the Departure frequency prior to takeoff is extremely important in a congested airport environment; and doubly so in mountainous terrain. If the published frequency on the SID is not the one a crew can expect; they should be alerted in the 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.