A corporate jet flight crew reported deviating from charted track toward rising terrain when they tried to track an ADF course and found their skills were rusty.
Synopsis
A corporate jet flight crew reported deviating from charted track toward rising terrain when they tried to track an ADF course and found their skills were rusty.
Narrative
The sky was clear; visibility 10 miles. We were issued an amendment to our routing; adding the FFZ Runway 4R/L DEP PROC; reminding us to climb to 3;000 instead of 5;000; and we set the avionics up for departure. After take off; I told the pilot flying to turn left intercept the 220 bearing from FFZ NDB and fly that bearing to intercept PXR 145 radial. I was doing after take off check and when I looked at the ADF indicator he had turned left; but just enough to intercept 040 outbound and 220 bearing to. We do not use the ADF [much] any more and the pilot flying got confused on intercepting the 220 bearing. I looked at the indicator on the ADF and told him this is not right; what he was doing; when departure gave us call and said 4200 was the MVA in our area and asked us if we could maintain visual separation. We answered in the affirmative; they cleared us to a heading of 360; intercept the PXR 054 radial and climb to 7;000 J18 SLN. As they were issuing our clearance the terrain warning activated. We should have gotten the NDB approach chart to look at the bearings and radials so there would not be any question on the direction from the NDB and direction from the airport. The next time we need to confirm what we are going to do on a chart before we take off.
Second reporter narrative
We were then issued an amendment to our routing; adding the FFZ Runway 4R/L departure procedure. Having difficulty finding the narrative; ground control read us the procedure; reminding us to climb to 3;000 FT instead of 5;000 FT and we set the avionics up for the departure. After take-off; I started a left turn as required; to intercept the 220 outbound course from the FFZ NDB. I had the PXR VOR tuned in my radio and the CDI set to intercept the 145 radial. I was watching the tail of the needle to get to 220 on my CDI. Approach said MVA was 4;200 FT in our area; and then asked if we could maintain visual terrain separation; answering in the affirmative; they cleared us to a heading of 360 degrees; intercept the PXR 54 radial; J18 on course and a climb to 7;000 FT. As they were issuing our clearance the terrain warning activated. After the initial climb we looked at the departure procedure again on the FAA chart; as well as the NDB approach plate. The departure required making around a 180 degree turn back to the FFZ NDB then fly the 220 outbound course from the NDB. I was attempting to fly the 040 (220 on the tail of the needle) course from the NDB. The NDB approach plate for FFZ more clearly shows the procedure required as it uses the PXR VOR 145 radial; and gives an immediate picture of the required procedure; as well as the location of the FFZ NDB and PXR VOR in relation to the airport and intended runway of use. I had started turning left to fly the procedure; but then I was attempting to fly a course opposite that was required by mistake. If I had looked at the NDB approach plate earlier I would have known exactly what was required on the DEP procedure; and not mistaken the course to fly.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.