Narrative:

I was with a student doing private pilot maneuvers over the southern portion of lake pleasant between 4;000 ft and 4;800 ft MSL. Even though we were not technically in the luke satr; I always call luke approach and get flight following in the area. I was not using or monitoring the practice area frequency since I was talking to luke.I had my student demonstrate a climbing left turn from 4;300 ft MSL to about 4;500 ft MSL then climb straight to 4;700 ft MSL. We rolled out from the turn on roughly a 030 heading and continued the climb to 4;700 ft MSL. Around 4;600 ft MSL; I looked up and left and saw another archer at about 4;600-4;700 ft MSL around 400 ft horizontally from us. They were in what looked like slow flight on an easterly heading. I can't say how close we were for sure; but I could almost read the registration number on the aircraft. Since the other aircraft had already crossed in front of us; neither one of us made any evasive maneuvers. I feel that if we had begun the climb about 30 seconds earlier; both aircraft would have come much; much closer and possibly collided.I called luke approach and asked if they had us on radar; they said they did. I then asked if they had seen any other aircraft near us. They advised me of an aircraft above us and one below us around 4;300 ft MSL.some factors that contributed to this near midair collision were the fact that we were talking to luke approach and not monitoring or broadcasting on the practice area frequency. I'm a new pilot to the area and am not as familiar with the local procedures as I should be. I should not be depending on luke approach to issue me traffic alerts when I could have just as easily had flight following and been talking on the practice area frequency.also; I was not looking outside for other traffic as much as I should have been. I was working on teaching and coaching the student while he was concentrating on flying. I feel this was the most important factor.lastly; the visibility in the archer III is not very good in any direction except straight ahead. Even though it is a low wing aircraft; upwards visibility is fairly limited in addition to the typical limited downward visibility for low wing aircraft.some potential solutions for this are to have local procedures that explicitly state that even when pilots are in contact with luke approach that they monitor the luke frequency and actively participate on the practice area frequency. Also; if pilots are looking outside more aggressively; this could be prevented. The most expensive solution would be to install electronic traffic advisory (ads-B; tis-B; etc) systems in the aircraft.

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Original NASA ASRS Text

Title: Two PA-28s suffered an NMAC while performing training maneuvers in an established practice area.

Narrative: I was with a student doing Private Pilot maneuvers over the southern portion of Lake Pleasant between 4;000 FT and 4;800 FT MSL. Even though we were not technically in the Luke SATR; I always call Luke Approach and get flight following in the area. I was not using or monitoring the practice area frequency since I was talking to Luke.I had my student demonstrate a climbing left turn from 4;300 FT MSL to about 4;500 FT MSL then climb straight to 4;700 FT MSL. We rolled out from the turn on roughly a 030 heading and continued the climb to 4;700 FT MSL. Around 4;600 FT MSL; I looked up and left and saw another Archer at about 4;600-4;700 FT MSL around 400 FT horizontally from us. They were in what looked like slow flight on an easterly heading. I can't say how close we were for sure; but I could almost read the registration number on the aircraft. Since the other aircraft had already crossed in front of us; neither one of us made any evasive maneuvers. I feel that if we had begun the climb about 30 seconds earlier; both aircraft would have come much; much closer and possibly collided.I called Luke Approach and asked if they had us on radar; they said they did. I then asked if they had seen any other aircraft near us. They advised me of an aircraft above us and one below us around 4;300 FT MSL.Some factors that contributed to this NMAC were the fact that we were talking to Luke Approach and not monitoring or broadcasting on the practice area frequency. I'm a new pilot to the area and am not as familiar with the local procedures as I should be. I should not be depending on Luke Approach to issue me traffic alerts when I could have just as easily had flight following and been talking on the practice area frequency.Also; I was not looking outside for other traffic as much as I should have been. I was working on teaching and coaching the student while he was concentrating on flying. I feel this was the most important factor.Lastly; the visibility in the Archer III is not very good in any direction except straight ahead. Even though it is a low wing aircraft; upwards visibility is fairly limited in addition to the typical limited downward visibility for low wing aircraft.Some potential solutions for this are to have local procedures that explicitly state that even when pilots are in contact with Luke Approach that they monitor the Luke frequency and actively participate on the practice area frequency. Also; if pilots are looking outside more aggressively; this could be prevented. The most expensive solution would be to install electronic traffic advisory (ADS-B; TIS-B; etc) systems in the aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.