Narrative:

On departure; we were concentrating on complying with each crossing altitude requirement and the tower handed us off to departure control just prior to the bucco intersection and we were climbing thru about 7;800 ft to ensure crossing bucco at or below 10;000 ft MSL. In switching frequencies to departure control 128.1; we had difficulty in contacting the controller. Traveling at 230 KTS we were making about 4 nm per minute and I remarked that restricting us to 10;000 ft was below the tops of the mountain range to our left. We crossed scant intersection at 10;000 ft and began to analyze why we had not received a reply from air traffic control. We then verified the frequency; changed to our number two radio and made contact. We knew that the chart required us to cross hidut intersection at 11;000 ft; but we were restricted to 10;000 ft. Upon contact with air traffic control we were advised to climb immediately to 13;000 ft and then normal climb to 23;000 ft and we complied. Soon after we were advised that a possible aircraft deviation may have occurred and were given a telephone number to call. After contacting the departure control supervisor we explained our communication loss and our attempt to re-establish communication prior to hidut; but the time to analyze the situation and the distances between these fixes of about 4 nm each our speed put us just inside their minimum vectoring altitude area by 1000 ft low. However; it was determined that no action would take place on the part of air traffic control. I discussed the fact that I felt that the clearances restricting flights to 10;000 ft rather than giving them an expect to climb clearance or clearing them to FL230 as depicted on the RNAV chart would be a better approach. In addition; there is no loss of communication procedure on the chart. We also find that at different locations using these RNAV departures; the local controllers proceed by modifying their clearances rather than allowing aircraft to just fly the published procedure.

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Original NASA ASRS Text

Title: A corporate aircraft experiencing radio problems leveled at 10;000 on the SLC EDETH SID and was questioned by ATC regarding the HIDUT crossing restriction; the reporter voicing concern regarding the lack of lost communications procedures.

Narrative: On departure; we were concentrating on complying with each crossing altitude requirement and the Tower handed us off to Departure Control just prior to the BUCCO intersection and we were climbing thru about 7;800 FT to ensure crossing BUCCO at or below 10;000 FT MSL. In switching frequencies to Departure Control 128.1; we had difficulty in contacting the Controller. Traveling at 230 KTS we were making about 4 nm per minute and I remarked that restricting us to 10;000 FT was below the tops of the mountain range to our left. We crossed SCANT intersection at 10;000 FT and began to analyze why we had not received a reply from Air Traffic Control. We then verified the frequency; changed to our number two radio and made contact. We knew that the chart required us to cross HIDUT intersection at 11;000 FT; but we were restricted to 10;000 FT. Upon contact with Air Traffic Control we were advised to climb immediately to 13;000 FT and then normal climb to 23;000 FT and we complied. Soon after we were advised that a possible aircraft deviation may have occurred and were given a telephone number to call. After contacting the Departure Control Supervisor we explained our communication loss and our attempt to re-establish communication prior to HIDUT; but the time to analyze the situation and the distances between these fixes of about 4 nm each our speed put us just inside their minimum vectoring altitude area by 1000 FT low. However; it was determined that no action would take place on the part of Air Traffic Control. I discussed the fact that I felt that the clearances restricting flights to 10;000 FT rather than giving them an expect to climb clearance or clearing them to FL230 as depicted on the RNAV chart would be a better approach. In addition; there is no loss of communication procedure on the chart. We also find that at different locations using these RNAV departures; the local controllers proceed by modifying their clearances rather than allowing aircraft to just fly the published procedure.

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.