Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 6
Situational Awareness; Confusion; Distraction
Airspace Violation All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Provided Assistance
Procedure; Chart Or Publication; Human Factors
I was working the departure sector that controls the north and eastbound departures off of SLC.  The general idea is to get them on course as quickly as possible while still topping the 118 MVA that is a few miles east of the SID.  I had been working the sector for a while so I was familiar with the conditions; favorable winds; cold temperatures; the aircraft were climbing well and I had adjusted my turn altitude for around 085-087 for the bulk of the jet departures. Through the entire departure bank I didn't have any issues with the MVA's or concerns that perhaps I was turning too early.  I turned Aircraft Y eastbound and as he was leaving 095 he asked me for higher (the NSIGN departures have been receiving 'climb via' clearances which tops out at FL230.  Even before 'climb via' was used the NSIGN departures were never restricted to 100).  I quickly gave him higher and told him to expedite because I knew he would be leveling his climb and was already headed towards higher MVA's.  This was right about when Aircraft X checked in; I told him 'Radar contact' but can't say I remember what he checked in climbing to.  My focus was on Aircraft Y which ultimately cleared the MVA's but it was certainly closer than I like it to be and it retained my attention.  I asked Aircraft Y if he was issued 100 as an initial altitude.  He said he was and either he was mistaken or clearance delivery issued the wrong altitude but I figured; perhaps wrongly; no harm no foul and realized it was on me anyways if he had checked in climbing to 100 and I missed it.  I went back to Aircraft X who was climbing out of 086 and I turned him eastbound.  I kept an eye on his altitude and noticed two sweeps where he was level at 090.  I told him to continue his good rate through 120 for the terrain and he replied that he would.  Three more sweeps still level at 090.  I realized even with a good climb rate there was no chance he could top the MVA's after having leveled at 090 for more than 20 seconds.  I turned him back northwest-bound but he was almost perpendicular to the MVA; I knew the turn wouldn't keep him out of it; I just wanted to keep him away from the actual rocks until he could figure out how to get the pointy end faced upward.  He entered an 110 MVA at around 106 (if I remember right) and I eventually got him back on course.  The only question I asked him was if the clearance delivery gave him any restrictions other than 'Climb via' and his response was; 'Just to maintain 230 knots.'  I can't say for sure that he checked in 'Climbing via' (to FL230 on a departure that never stops the climb at 090) but from that response I'm under the impression that both that pilot and I at least believe he did.I realize 'Climb via' is a nationwide thing that undoubtedly has some benefits in some areas.  I'm not convinced 'Climb via' on the NSIGN is the best idea.  I think we're making it more difficult than it needs to be.  Had the pilot been told to 'Climb and maintain FL230' he would have had it set before he rotated and he never would have leveled at 090.  This particular pilot probably had some other issues and was a bit slow to respond to my instructions anyway but I'm not convinced complicating the matter makes it any better.
S56 TMU controller reports of two aircraft departing SLC on the NSIGN departure that may have been issued lower than normal altitudes on the climb out; causing them to possibly enter a MVA that they weren't at yet.