Citation X (C750)
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 45; Flight Crew Total 7400; Flight Crew Type 3400
Situational Awareness; Communication Breakdown
ATC Issue All Types; Conflict Airborne Conflict
Flight Crew Took Evasive Action
Human Factors; Procedure
Daytime; CAVU conditions; no wind; IFR departure from SUN. SUN Tower re-issued a clearance on the ground prior to take off (cleared direct to HLE NDB D JANZZ D; climb and maintain 15;000 feet) hold short Runway 13. Just prior to takeoff clearance we were told to Maintain 10;000 feet on departure and then cleared for take off (No mention of inbound traffic conflicts) and we did not request a VFR climb/departure. Upon reaching approximately 9;000 feet we were handed off to SLC Center. We leveled at 10;000 feet and I recognized a busy Controller issuing inbound clearance to an aircraft headed for SUN. A short time (30-sec. to 1 min) after checking with SLC Center we were issued a climb to 16;000 feet. We had passed the HLE NDB and were headed to JANZZ Int. The TCAS was displayed on my side (right seat) and as the PF began to accelerate and start the climb I was looking at the TCAS display. It showed two targets within/near the 5 mile rings was an aircraft at approximately 12;000 feet and descending (+1;900 feet on display) AND on our course;(presumably to me; this was the inbound airplane to SUN-coming right at us) that we heard SLC Center talking with during our initial check in. Also another target on TCAS slightly left of our course at 8;500 feet (-1;500 feet indication). I asked the PF to stop climb at 10;400 feet due to TCAS observed traffic and I would confirm with SLC Center. Immediately; we had a TA warn of Traffic followed by and immediate DESCEND due to the traffic above us. The RA command for traffic was a very sharp NOSE down; a rapid and nearly evasive descent (if I recall 8-10 degrees down to match the green bar); which the PF continued following while I looked for the high altitude traffic and watch for terrain. I told SLC we were in a Descent due to RA. Conflict cleared around 8;000 feet (we never saw the traffic overhead or nearby). The PF began initiating a climb back to 16;000 feet; and thru 8;400 feet we were issued another TA followed by an immediate RA to Descend (again an abrupt and rapid decent requested by the computer back thru 8;500 feet and descending. I noticed the traffic again on the TCAS display looked to the left and saw the traffic (small aircraft very close by) as we flew by it. I told the PF traffic was in-sight and stop descent at 7;500 feet and continue on this heading. TCAS was clear; we reported to SLC Center and then continued climb to 16;000 feet on course. We were never issued traffic warnings or instructions related to any VFR or IFR arrivals in the Departure arrival corridor AND after checking with SLC at 10;000 feet we were never issued traffic details for the inbound aircraft at 12;000 feet. SLC Center issued a climb clearance to us directly into the oncoming path of an inbound and descending aircraft. This is the continued result of poor communications and lack of coordination between SUN and SLC controllers; and the lack of oversight of the RADAR Controller. Had Tower issued a traffic warning on departure; SLC certainly should have issued a traffic alert or turn us right (away from both targets before issuing a climb instructions) before issuing a climb clearance. Poor judgment and decisions on the controllers. This is a known hot spot for the pilot community; and was completely avoidable.
IFR departure from SUN described a TCAS RA event with a suspected SUN inbound aircraft; the reporter noting poor coordination between SUN and ZLC Controllers; adding this a known deficiency among the pilot community.