N41PT

HISTORY OF FLIGHT

On March 19, 2006, about 1940 mountain standard time, a Beech F33A, N41PT, collided with a mountain during cruise flight about 38 miles southeast of Kingman, Arizona. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot and one passenger sustained fatal injuries; the airplane was destroyed. The personal cross-country flight departed from Henderson Executive Airport, Las Vegas, Nevada, about 1850, with a planned destination of Scottsdale Airport, Scottsdale, Arizona. Both instrument and visual meteorological conditions prevailed along the intended route of flight. The pilot did not file a flight plan.

On March 19, 2006, the Federal Aviation Administration (FAA) issued an alert notification (ALNOT) after receiving notice from a concerned family member that the airplane was missing and overdue. Both the Civil Air Patrol and local authorities were notified of an overdue aircraft; they located the airplane wreckage on March 20, 2006.

During the investigation, the recorded radar data and Air Traffic Control (ATC) transcripts were obtained and reviewed by a National Transportation Safety Board investigator.

The transcripts revealed that the pilot first made contact with ground control at Henderson at 1843:15. After departing, the pilot made his final recorded transmission at 1851:32, when a controller relayed the frequency for Las Vegas Approach Control.

Recorded radar data covering the area of the accident was supplied by the FAA in the form of a National Track Analysis Program (NTAP) printout from Las Vegas Terminal Radar Approach Control (Las Vegas TRACON) and Los Angeles Air Route Traffic Control Center (ARTCC). The airplane did not have a discreet beacon code; rather, investigators reviewed radar tracks from aircraft with 1200 transponder codes and altitude encoding. The radar data was analyzed for the time frame and proximity to the anticipated flight track of the airplane en route from Henderson to Scottsdale. A suitable track was identified that was consistent with the time frame of the accident flight and the anticipated flight track.

Las Vegas TRACON radar data consisted of approximately equidistant radar returns from 1850:23 to 1922:27. The data was consistent with the airplane flying in a southeasterly direction and gradually descending towards the Kingman VOR (very high frequency omni-directional range) after climbing from about 2,700 feet mean sea level (msl) to 9,000 feet msl.

Los Angeles ARTCC radar data revealed that the airplane continued flying in a southeasterly direction during the 26 minute 49 second recording. The target was first identified at 1909:15, on a Mode C reported altitude of 8,500 feet msl. During the proceeding 13 minutes, radar returns disclosed a gradual descent towards the Kingman VOR, which it reached at 19:21:30. After arriving at the VOR, the radar track reflected a southerly bearing towards Scottsdale at 6,500 feet. The remaining radar plot stretched over a distance of 30 nautical miles (nm) in 13 minutes 55 seconds, equating to a radar-derived ground speed of about 129 knots. Radar returns revealed a gradual increase in altitude at 1927:07 from 6,500 feet until radar contact was lost at 19:36:04 at an altitude of about 9,100 feet. Using the distance between and the altitudes of the last two radar hits equates to a 1,500 foot-per-minute (fpm) climb.

The last radar return was about 0.62 nm southwest of the accident location on a true course of 165 degrees. The majority of the radar returns were uniformly spaced and followed anticipated tracks towards Kingman VOR and Scottsdale Airport. The data plots are contained in the public docket for this report.

PERSONNEL INFORMATION

According to the FAA Airman and Medical records files, the pilot held a private pilot certificate with an airplane rating for single engine land, which was issued on January 12, 2006. The pilot's most recent third-class medical certificate was issued without limitations on September 07, 2005.

The pilot's flight records were obtained from the family and consisted of a bound logbook (dated from August 07, 2005, to March 02, 2006). The summation of flight hours from the logbook revealed that the pilot had accumulated 102.5 hours of total flight experience, with 52.6 amassed in the accident airplane (the only F33 time logged). The logs additionally disclosed that he had accrued 3.6 hours of flight time under simulated instrument meteorological conditions. Based on the airport identifiers listed in the logs for flight origin and destination points, the pilot had never completed the same route as the accident flight.

In a written statement, the pilot's certificated flight instructor (CFI) stated that he did not know how many hours total the pilot had accumulated. He reported that the pilot flew regularly and estimated that he would fly about 3 times per week. He reported that the pilot did not keep a record of all his flight time, rather used the handheld global positioning satellite (GPS) unit to store his trips. The instructor stated in a telephone conversation with a Safety Board investigator that the pilot would always use his GPS unit for navigation purposes and was very comfortable with the technology.

According to family members, the passenger had prior aeronautical experience, which he acquired flying small airplanes sometime around the early 1970s. No record of the individual was found during a review of the FAA Airman and Medical records database.

AIRCRAFT INFORMATION

The Beech F33A, serial number CE-1175, was manufactured in November 1987. The last known aircraft total time in service was 1,294.25 hours, which was noted on the last recorded maintenance entry performed on February 17, 2006. The Continental IO-520-BB engine, serial number 578288, was the original Beech installed engine and had accumulated the same total time in service as the airframe. There was no record that engine had never been overhauled.

The most recent annual inspection of the airframe and engine was completed on June 11, 2005, at a total time of 1,237.64 hours.

Henderson Airport records revealed that the airplane was refueled 2 days prior to the accident with the addition of 22 gallons of 100 low lead (LL) aviation fuel. The record noted that the airplane was topped off for both the right and left fuel tanks. It further revealed that the airplane did not fly since the last refueling until the accident flight.

A review was conducted of an FAA approved Pilot Operating Handbook (POH) for a F33A applicable to the serial number of the accident airplane. Within the POH a "Cruise Speeds" chart displayed the airplane's performance at 3,200 pounds. The chart indicated that at 9,000 feet msl, with the airplane configured at a power setting of 2,300 revolutions per minute (rpm), or 65 percent power, it will cruise at a true airspeed of about 161 knots true airspeed. The handbook indicates that in this configuration, the engine power would be at full throttle.

METEOROLOGICAL INFORMATION

The closest aviation weather observation station was located at Kingman Airport, about 32.4 nautical miles northwest of the accident site, at an elevation of 3,384 feet msl. A routine aviation weather observation (METAR) was issued at 1859 reporting the following conditions: wind from 220 degrees at 7 knots with gusts to 17 knots; visibility 10 statute miles; light rain; ceiling 5,500 feet broken, 7,000 feet broken, and 10,000 feet overcast; temperature 7 degrees Celsius; dew point -1 degree Celsius; altimeter setting 29.74 inches of Mercury (inHg); rain began at 1850; trace (<0.01 inch) of precipitation 1759 to 1859. The observation was updated at 1959 reporting: skies 7,000 feet scattered clouds; ceiling 9,500 feet overcast; rain ended at 1943.

The upper air sounding data for the approximate accident location was taken from the North American Mesoscale Model (NAM12). The sounding at 1900 indicated that about 6,235 feet msl the relative humidity was around 70 percent, which it remained at or above until 20,235 feet msl. The freezing level was additionally identified to be around 6,235 feet msl.

The closest Level II Doppler Weather Radar data was located in Las Vegas (ESX), and was reviewed using the Integrated Data Viewer. ESX Base Reflectivity Images were taken at approximately 1928, 1934, and 1940, with 0.5-degree elevation angles. The images gathered are contained in the public docket for this accident.

The Geostationary Operational Environmental Satellite Number 10 (GOES-10) data was reviewed using the Man-computer Interactive Data Access System (McIDAS). The infrared longwave imagery (band=4) provided a color enhanced, full 4-kilometer (km) resolution. The satellite imagery was reviewed at approximately 1900, 1930, and 1945. The longwave band 4 image for 1900 at 4x depicted an extensive area of overcast skies in the vicinity of the accident site. At 1930, the radiative temperature at the accident site was approximately -13.4 degrees Celsius. A correlation to the NAM upper air data indicated that cloud tops were near 11,500 feet msl.

The National Weather Service (NWS) Aviation Weather Center (AWS) located in Kansas City, Missouri, issued an in-flight weather advisory (AIRMET) for the region where the wreckage was located at 1650 on the day of the accident. AIRMET Zulu (Update 6 for Ice), issued at 1650 and valid until 2000, warned of occasional moderate rime or mixed icing in clouds and in precipitation between 7,000 feet msl and 14,000 feet msl. AIRMET Sierra (Update 6 for Mountain Obscuration), issued at 1540 and valid until 2000, warned of mountains occasionally obscured by clouds, precipitation, mist, and fog.

A Safety Board computer program was used to determine the position and illumination of the sun and moon at the time of the accident. At 1852, sunset occurred, with astronomical twilight t...