A corporate aircraft experiencing radio problems leveled at 10;000 on the SLC EDETH SID and was questioned by ATC regarding the HIDUT crossing restriction; the reporter voicing concern regarding the lack of lost communications procedures.

Narrative

On departure; we were concentrating on complying with each crossing altitude requirement and the Tower handed us off to Departure Control just prior to the BUCCO intersection and we were climbing thru about 7;800 FT to ensure crossing BUCCO at or below 10;000 FT MSL. In switching frequencies to Departure Control 128.1; we had difficulty in contacting the Controller. Traveling at 230 KTS we were making about 4 nm per minute and I remarked that restricting us to 10;000 FT was below the tops of the mountain range to our left. We crossed SCANT intersection at 10;000 FT and began to analyze why we had not received a reply from Air Traffic Control. We then verified the frequency; changed to our number two radio and made contact. We knew that the chart required us to cross HIDUT intersection at 11;000 FT; but we were restricted to 10;000 FT. Upon contact with Air Traffic Control we were advised to climb immediately to 13;000 FT and then normal climb to 23;000 FT and we complied. Soon after we were advised that a possible aircraft deviation may have occurred and were given a telephone number to call. After contacting the Departure Control Supervisor we explained our communication loss and our attempt to re-establish communication prior to HIDUT; but the time to analyze the situation and the distances between these fixes of about 4 nm each our speed put us just inside their minimum vectoring altitude area by 1000 FT low. However; it was determined that no action would take place on the part of Air Traffic Control. I discussed the fact that I felt that the clearances restricting flights to 10;000 FT rather than giving them an expect to climb clearance or clearing them to FL230 as depicted on the RNAV chart would be a better approach. In addition; there is no loss of communication procedure on the chart. We also find that at different locations using these RNAV departures; the local controllers proceed by modifying their clearances rather than allowing aircraft to just fly the published procedure.