Narrative:

I was pilot not flying on departure from slc; weather was from snow to drizzle; back to snow flurries; then squalls incoming. When we pushed; we went to de-ice and anti-ice; since snow was very likely to begin again shortly. Our pre departure clearance clearance had the following: 'revised segment: -LEETZ2 ekr-'; 'filed clearance: kslc NSIGN1 ekr dbl...; 'remarks: LEETZ2 departure; maintain 10;000 maintain 230 knots'; 'plan runway 16R - ATC may change anytime'. After push to de-ice; we copied a verbal clearance with 'ENSIGN1 ekr transition; then as filed; comply with altitudes on departure; maintain 230 KTS; squawk XXXX'. We acknowledged and updated the FMS. All points; headings and altitude restrictions were correctly displayed and runway 34R was on the navigation display. On taxi; we were given runway 35. We updated the FMS again; and again verified all points and altitudes/headings. Cleared for takeoff; weather was currently VFR with snow squalls moving in from the west; but no factor for a VFR return should one be necessary. Takeoff normal; switched to departure frequency. I reported on passing 5;500 for 10;000. Departure responded with contact; climb and maintain FL230. As we continued climbing at 230 KTS; we were contacted by departure and asked if we would please call them once we landed. He gave us their number: and assured us this had nothing to do with a 'pilot action'. I acknowledged and read back the phone number. After a few minutes; the radio chatter subsided and I asked if he had time to explain what the phone call was for. He again assured us it was not for any pilot action; but was part of an on-going 30-day audit being done by slc TRACON. He explained that we were one of numerous pilots from several different airlines to report on in the climb; climbing to 10;000; when we should be cleared to climb to FL230 as per the departure. I acknowledged and thanked him and told him I would call as soon as we landed. After landing; I called and spoke with the slc TRACON. The controller explained again that it was simply part of an internal audit they were doing pertaining to their RNAV departures and he thanked me for returning the call. He said it was not the first call that day; and there were numerous other calls in prior days. He said that what was happening is that when switched from a southern departure with the climb to 10;000 in the remarks and subsequently changed to a northern departure; the 10;000 ft remarks should not be part of the clearance and they were trying to figure out a way to clear things up a bit. I suggested that many pilots are used to saying 'passing such and such for 10;000' as that is the altitude to climb to on all of our departures in several airports. He acknowledged that and said that it was a very good point. He said the audit was for 30 days; after which they would send results to their quality assurance team. He was not sure of just what they would do with any data; and suggested to be safe; that we should file a report. I offered that our report/s would at least help get the word out that the departures are a little inconsistent and it might change how they read clearances over the radio; etc. He thanked me for my inputs. He said their concerns were with a potential terrain conflict should an airplane go NORDO immediately after checking on with a climb to 10;000. I had reviewed the departures from slc upon arrival and noticed that if there was a NORDO procedure listed on the departure page; it had a climb to 11;000.

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Original NASA ASRS Text

Title: Air Carrier departure from SLC was asked by ATC to answer questions regarding initial altitude assignment/s.

Narrative: I was pilot not flying on departure from SLC; weather was from snow to drizzle; back to snow flurries; then squalls incoming. When we pushed; we went to de-ice and anti-ice; since snow was very likely to begin again shortly. Our PDC clearance had the following: 'Revised Segment: -LEETZ2 EKR-'; 'Filed Clearance: KSLC NSIGN1 EKR DBL...; 'Remarks: LEETZ2 DEPARTURE; MAINTAIN 10;000 MAINTAIN 230 KNOTS'; 'PLAN RWY 16R - ATC MAY CHANGE ANYTIME'. After push to de-ice; we copied a verbal clearance with 'ENSIGN1 EKR transition; then as filed; comply with altitudes on departure; maintain 230 KTS; squawk XXXX'. We acknowledged and updated the FMS. All points; headings and altitude restrictions were correctly displayed and Runway 34R was on the NAV Display. On taxi; we were given Runway 35. We updated the FMS again; and again verified all points and altitudes/headings. Cleared for takeoff; weather was currently VFR with snow squalls moving in from the west; but no factor for a VFR return should one be necessary. Takeoff normal; switched to Departure frequency. I reported on passing 5;500 for 10;000. Departure responded with contact; climb and maintain FL230. As we continued climbing at 230 KTS; we were contacted by Departure and asked if we would please call them once we landed. He gave us their number: and assured us this had nothing to do with a 'pilot action'. I acknowledged and read back the phone number. After a few minutes; the radio chatter subsided and I asked if he had time to explain what the phone call was for. He again assured us it was not for any pilot action; but was part of an on-going 30-day audit being done by SLC TRACON. He explained that we were one of numerous pilots from several different airlines to report on in the climb; climbing to 10;000; when we should be cleared to climb to FL230 as per the departure. I acknowledged and thanked him and told him I would call as soon as we landed. After landing; I called and spoke with the SLC TRACON. The Controller explained again that it was simply part of an internal audit they were doing pertaining to their RNAV departures and he thanked me for returning the call. He said it was not the first call that day; and there were numerous other calls in prior days. He said that what was happening is that when switched from a southern departure with the climb to 10;000 in the remarks and subsequently changed to a northern departure; the 10;000 FT remarks should not be part of the clearance and they were trying to figure out a way to clear things up a bit. I suggested that many pilots are used to saying 'passing such and such for 10;000' as that is the altitude to climb to on all of our departures in several airports. He acknowledged that and said that it was a very good point. He said the audit was for 30 days; after which they would send results to their Quality Assurance team. He was not sure of just what they would do with any data; and suggested to be safe; that we should file a report. I offered that our report/s would at least help get the word out that the departures are a little inconsistent and it might change how they read clearances over the radio; etc. He thanked me for my inputs. He said their concerns were with a potential terrain conflict should an airplane go NORDO immediately after checking on with a climb to 10;000. I had reviewed the departures from SLC upon arrival and noticed that if there was a NORDO procedure listed on the departure page; it had a climb to 11;000.

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.