Date: 201207
Local time of day: 1801-2400
Location: SLC.Airport, UT
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E SLC
ATC / advisory: TRACON S56
Second aircraft: Super King Air 200
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I arrived at work for my scheduled shift and was instructed to de-combine the Jordan Sector from the Stockton Sector and combine with the Alpine Sector due to radio frequency issues with the Alpine Sector frequencies. Before I had accepted the position a satellite departure; a Sovereign; had been released off of the PVU Airport. After taking the position that departure was airborne. Provo Tower; to the best of my knowledge; had been instructed to put the departures on Jordan's frequency. They put the aircraft on a frequency that was out of service. We could hear the Sovereign trying to check in but he couldn't hear us. I attempted multiple times to reach him on 121.5 and eventually he checked in and was RADAR identified and climbed to 11;000. At the same time; a King Air; an SLC Departure was directly above him at 12;000. I did not notice that the King Air was on the FFU departure procedure HVE transition; which is fairly rare for turbo props; I assumed he was on a transition that took him more southbound. So; believing this to be the case I turned the Sovereign to a diverging heading and gave him his clearance to SAT via direct HVE and climbed him to FL230. A controller sitting near by saved me by telling me that the King Air was turning that same direction and that there would be a conflict. I then assigned a heading to the Sovereign. During all of this; I had another aircraft attempting to check in with me going VFR to PVU on the frequency that was not working. She could not hear me tell her to stand by. She then checked in on the Jordan frequency in a panic because she could not reach Provo Tower for a landing clearance. I advised her that I did not have control of Provo's airspace and would need to reattempt to contact them. After that was cleared up; I notice that I have neglected to climb the King Air and the Sovereign had not begun his climb and was level at 11;000 and they were both heading at a 13;800 FT MVA. I asked if the Sovereign could maintain his own terrain and obstruction clearance below 14;000 and he replied in the affirmative. I then asked the King Air if he could and he also said affirmative but he may have been below the MVA by the time he responded. I believe none of this would have happened if greater care had been taken to ensure the Sovereign was given the correct Departure frequency. I also think there could be a better departure procedure off of Provo that could ensure terrain and obstruction clearance below the MVAs eastbound into ZLC airspace to avoid conflict with SLC arrivals and departures.




Synopsis: S56 described a near MVA event when an IFR departure traffic from PVU was issued a non-operating frequency leading to the occurrence.  The reporter stated there is the need to revise PVU departure procedures.