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.

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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.