Date: 201905
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Instructor; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The flight was a routine training flight from VNY. The clearance was the CANOG2 DP with the FIM transition; Altitude assignment 4;000 feet the departure was normal we were handed over to SoCal Approach. Note this SID has an altitude restriction of 2.2 DME from the VNY VOR at or below 1;700 feet. After meeting the climb restriction; the climb to 4;000 feet commenced. On a heading of 213 as required on the SID points directly toward a mountain range of around 3;500 feet with a 4;000 feet ATC altitude assignment. Because of the DP restriction requires an aircraft configuration change to climb to the 4;000 feet which resulted in a slower rate of climb to the assigned altitude. Conditions were VMC I could clearly see the mountain range. Additionally I used terrain avoidance tools such as TWAS and my MFD and a cross radial all for situational awareness. The 'fence' is a cross radial from a VOR (LAX 316 radial) perpendicular to the flight path. This will help insure situational awareness on the departure and in the case of radio failure. As I reached my 'fence' I contacted SoCal Approach questioning my upcoming turn as reminder to the Controller and to confirm continued communication. The Controller replied 'continue.' As I got closer to the mountains; I could see that I would clear the top possible by only 500 feet. I then requested a turn for terrain avoidance. The Controller gave me the turn and vectored me on course. Almost immediately I received a low altitude alert 2x. My reply was I have visual contact with the terrain and expressed my dissatisfaction with the late vector. In my opinion this could be an item of safety had it been IMC or a possible an inexperienced instrument pilot. The takeaways from the flight are: The importance of pilot/controller communication and always maintain situation awareness. Use the terrain mode; TAWS/GPS and NAV cross radials. Additionally always brief high terrain before departure with the caption SPECIAL CONDITIONS. Last but not least never be afraid to speak up whenever there is a question or doubt. If climb performance becomes an issue advise the Controller.


Second narrative: [Report narrative contained no additional information]


Synopsis: Light Twin flight crew reported ATC slow to issue climb clearance resulting in two avoidable 'low altitude alerts.'