As a training exercise, cfii aboard SR22 allows student pilot, under simulated IMC, to nearly fly in...

Narrative:

Clearance (read by dvt ATCT clearance delivery): cirrus xxxxx cleared to fhu. After departure, turn left, intercept the phoenix 336 degree radial, climb nwbound, expect radar vectors phoenix VOR V105 as filed, maintain 5000 ft, expect 11000 ft 3 mins after departure, departure frequency, squawk to be assigned by the tower. The MEA from the phoenix VOR to the banyo intersection on the pxr 336 degree radial is 7000 ft. The published obstacle departure procedure reads as follows: 'departure procedure: runways 25L, 25R turn right heading 060 degrees. All aircraft climb nwbound via pxr 336 degree radial, continue climb to 4000 ft, then climbing left turn direct phoenix (pxr) VORTAC, continue climb on course.' we not only reviewed the filed route on the chart, but discussed safety items such as safety sector altitude and MSA in the climb. The safety sector altitude in the climb was initially 7000 ft, based off the MEA on the pxr 336 degree radial. MSA would be 9500 ft based off the MEA on V66 from tus VOR swbound. The PF did note that the published MSA on the approach plate for the GPS runway 7R IAP into dvt was 7600 within 25 NM of diggs waypoint which is located at the approach end of runway 7R. The flight was conducted for the sole purpose of flight training. Upon departure clearance, the PF checked in with phx departure. Phx departure replied back, 'cirrus xxxxx phoenix departure, I do not have you on radar, report reaching 5000 ft, and recycle transponder.' the PF said, 'cirrus XXX is maintaining 5000 ft.' 'cirrus XXX, I still don't have you on radar, say position.' 'cirrus XXX banyo intersection maintaining 5000 ft.' ground speed was now 191-201 KTS with tailwind component. 'Cirrus XXX, negative radar contact, recycle transponder and confirm the squawk.' the PF acknowledged this and complied. At this time the PNF said to the PF 'look out the window.' the PF found the aircraft moments away from colliding with a cliff in rising terrain, which the airplane would only have cleared by 50 ft if that. Phx departure called and said 'cirrus XXX radar contact xx mi north of the phoenix VOR, (yells) can you maintain your own obstacle and terrain clearance?!' the PNF keyed the microphone up and said affirmative. The PF turned to the PNF and said 'oh my gosh.' note #5: at the point the pilot looked up, the aircraft had only been airborne for 2 mins 45 seconds. Upon reaching the destination, the PF was thoroughly debriefed by the PNF (a cfii) on the situation at hand. The PF was informed that it was of the cfii's opinion that the PF was 100% at fault. Reason being, that the PIC is 100% responsible for maintaining their own obstacle and terrain clearance when not in radar contact. If the excellent airline style departure briefing included a thorough discussion of the 'MSA in the climb' then action to adhere to that was not taken. It is of the PF's and PNF's (cfii) opinion that the departure procedures at sdl and dvt be revised so that a catastrophic accident is avoided.

Original NASA ASRS Text

Title: AS A TRAINING EXERCISE, CFII ABOARD SR22 ALLOWS STUDENT PLT, UNDER SIMULATED IMC, TO NEARLY FLY INTO MOUNTAINOUS TERRAIN ON DEP FROM DVT. FAILS TO SO INFORM UNDERSTANDABLY ALARMED ATC CTLR.

Narrative: CLRNC (READ BY DVT ATCT CLRNC DELIVERY): CIRRUS XXXXX CLRED TO FHU. AFTER DEP, TURN L, INTERCEPT THE PHOENIX 336 DEG RADIAL, CLB NWBOUND, EXPECT RADAR VECTORS PHOENIX VOR V105 AS FILED, MAINTAIN 5000 FT, EXPECT 11000 FT 3 MINS AFTER DEP, DEP FREQ, SQUAWK TO BE ASSIGNED BY THE TWR. THE MEA FROM THE PHOENIX VOR TO THE BANYO INTXN ON THE PXR 336 DEG RADIAL IS 7000 FT. THE PUBLISHED OBSTACLE DEP PROC READS AS FOLLOWS: 'DEP PROC: RWYS 25L, 25R TURN R HDG 060 DEGS. ALL ACFT CLB NWBOUND VIA PXR 336 DEG RADIAL, CONTINUE CLB TO 4000 FT, THEN CLBING L TURN DIRECT PHOENIX (PXR) VORTAC, CONTINUE CLB ON COURSE.' WE NOT ONLY REVIEWED THE FILED RTE ON THE CHART, BUT DISCUSSED SAFETY ITEMS SUCH AS SAFETY SECTOR ALT AND MSA IN THE CLB. THE SAFETY SECTOR ALT IN THE CLB WAS INITIALLY 7000 FT, BASED OFF THE MEA ON THE PXR 336 DEG RADIAL. MSA WOULD BE 9500 FT BASED OFF THE MEA ON V66 FROM TUS VOR SWBOUND. THE PF DID NOTE THAT THE PUBLISHED MSA ON THE APCH PLATE FOR THE GPS RWY 7R IAP INTO DVT WAS 7600 WITHIN 25 NM OF DIGGS WAYPOINT WHICH IS LOCATED AT THE APCH END OF RWY 7R. THE FLT WAS CONDUCTED FOR THE SOLE PURPOSE OF FLT TRAINING. UPON DEP CLRNC, THE PF CHKED IN WITH PHX DEP. PHX DEP REPLIED BACK, 'CIRRUS XXXXX PHOENIX DEP, I DO NOT HAVE YOU ON RADAR, RPT REACHING 5000 FT, AND RECYCLE XPONDER.' THE PF SAID, 'CIRRUS XXX IS MAINTAINING 5000 FT.' 'CIRRUS XXX, I STILL DON'T HAVE YOU ON RADAR, SAY POS.' 'CIRRUS XXX BANYO INTXN MAINTAINING 5000 FT.' GND SPD WAS NOW 191-201 KTS WITH TAILWIND COMPONENT. 'CIRRUS XXX, NEGATIVE RADAR CONTACT, RECYCLE XPONDER AND CONFIRM THE SQUAWK.' THE PF ACKNOWLEDGED THIS AND COMPLIED. AT THIS TIME THE PNF SAID TO THE PF 'LOOK OUT THE WINDOW.' THE PF FOUND THE ACFT MOMENTS AWAY FROM COLLIDING WITH A CLIFF IN RISING TERRAIN, WHICH THE AIRPLANE WOULD ONLY HAVE CLRED BY 50 FT IF THAT. PHX DEP CALLED AND SAID 'CIRRUS XXX RADAR CONTACT XX MI N OF THE PHOENIX VOR, (YELLS) CAN YOU MAINTAIN YOUR OWN OBSTACLE AND TERRAIN CLRNC?!' THE PNF KEYED THE MIKE UP AND SAID AFFIRMATIVE. THE PF TURNED TO THE PNF AND SAID 'OH MY GOSH.' NOTE #5: AT THE POINT THE PLT LOOKED UP, THE ACFT HAD ONLY BEEN AIRBORNE FOR 2 MINS 45 SECONDS. UPON REACHING THE DEST, THE PF WAS THOROUGHLY DEBRIEFED BY THE PNF (A CFII) ON THE SIT AT HAND. THE PF WAS INFORMED THAT IT WAS OF THE CFII'S OPINION THAT THE PF WAS 100% AT FAULT. REASON BEING, THAT THE PIC IS 100% RESPONSIBLE FOR MAINTAINING THEIR OWN OBSTACLE AND TERRAIN CLRNC WHEN NOT IN RADAR CONTACT. IF THE EXCELLENT AIRLINE STYLE DEP BRIEFING INCLUDED A THOROUGH DISCUSSION OF THE 'MSA IN THE CLB' THEN ACTION TO ADHERE TO THAT WAS NOT TAKEN. IT IS OF THE PF'S AND PNF'S (CFII) OPINION THAT THE DEP PROCS AT SDL AND DVT BE REVISED SO THAT A CATASTROPHIC ACCIDENT IS AVOIDED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	602671
Time
Date	200312
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : pxr.vortac
State Reference	AZ
Altitude	msl single value : 5000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : p50.tracon
Operator	general aviation : personal
Make Model Name	SR22
Operating Under FAR Part	Part 91
Navigation In Use	other vortac
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	other
Function	instruction : instructor
Qualification	pilot : cfi pilot : commercial
Experience	flight time last 90 days : 150 flight time total : 1000 flight time type : 200
ASRS Report	602271
Person 2
Affiliation	other
Function	instruction : trainee
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : far other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : provided flight assist controller : issued alert flight crew : took precautionary avoidance action flight crew : became reoriented
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft ATC Human Performance
Primary Problem	Flight Crew Human Performance

As a training exercise, cfii aboard SR22 allows student pilot, under simulated IMC, to nearly fly into mountainous terrain on departure from dvt. Fails to so inform understandably alarmed ATC controller.