N69KM

HISTORY OF FLIGHT

On January 25, 2006, at 1344 Pacific standard time, a Cessna 421C, N69KM, registered to Sugar Financial Inc., and operated by the pilot as a 14 CFR Part 91 personal flight, was reported missing when radar contact and communications were lost over mountainous terrain about 15 nautical miles northeast of Carson, Washington. Visual and isolated instrument meteorological conditions prevailed in the area where the aircraft dropped from radar contact. A search was initiated, however, due to adverse weather conditions and rugged terrain, the wreckage was not located and the search was suspended on January 27, 2006. The pilot was presumed fatally injured. No flight plan had been filed, however, the pilot was utilizing flight following services. The flight departed from Scottsdale, Arizona, approximately 1030 mountain standard time, with a final destination to Tacoma, Washington. No emergency locator transmitter signal was detected.

On July 27, 2006, the wreckage was located by two U.S. Forest Service personnel in an area of mountainous terrain about one-half mile south of the last radar target at North 45 degrees 52.154 minutes latitude and West 122 degrees 2.465 minutes longitude. Impact damage and a post-crash fire destroyed the aircraft. The pilot was fatally injured.

PERSONNEL INFORMATION

Federal Aviation Administration airmen records indicated that the pilot was issued a private pilot certificate for airplane single engine land on July 19, 2005. At this time, the pilot indicated a total flight time of 134 hours, with 12.5 hours as pilot-in-command.

On December 21, 2005, the pilot was issued the airplane multi-engine land rating for private pilot privileges. At this time, the pilot indicated a total flight time of 350 hours, with 130 hours as pilot-in-command. The rating was attained in a Cessna 310, with a reported 12 hours total time in this aircraft.

At the time of the accident, the pilot held a second-class medical certificate, dated June 8, 2005. No waivers or limitations were identified.

The flight instructor/Designated Examiner, who signed the pilot off for the private pilot certificate in both the single and multi-engine aircraft, stated that the pilot had been working on his instrument rating since October 2005. He believed that the pilot had accumulated about 200 hours in the Cessna 421. The day before the accident, he spoke with the pilot. The pilot reported that he just accumulated 400 hours total flight time. The Examiner stated that he had flown with the pilot on several occasions, and that he had flown in the Cessna 421C with the pilot from Scottsdale to Tacoma on one of those flights.

The pilot's flight logbook was not located.

AIRCRAFT INFORMATION

Aircraft records indicated that the aircraft was manufactured in 1977. The aircraft held a standard class, normal category airworthiness certificate. The aircraft was equipped with two Teledyne Continental Motors GTSIO-520-L engines. The aircraft was also equipped with a deice boot system attached to the leading edges of the wings and stabilizers.

Federal Aviation Administration Aircraft Registration records indicated that the aircraft was registered to Sugar Financial, Scottsdale, Arizona, on October 17, 2005.

Maintenance records indicated that the aircraft was signed off for the completion of the Cessna Progressive Operation #4 Inspection on August 19, 2005. At the time of the inspection the aircraft had accumulated a total airframe time of 5,206 hours.

On November 29, 2005, Scottsdale Flyers, LLC, signed the aircraft off for the Cessna Progressive Operation #1 Inspection. At the time of the inspection, the aircraft had accumulated a total airframe time of 5,264.1 hours. On December 15, 2005, the logbook entry indicated that the aircraft was removed from the Cessna Progressive Care Inspections program. At this time the airframe total time was listed as 5,306.5 hours. The next annual inspection was due August 2006.

The last entry in the maintenance logbook was dated January 23, 2006, for the completion of a visual inspection of the exhaust system in compliance with AD 00-01-16. At this time the airframe total time was listed as 5,358.8 hours.

The engine logbooks indicated that the left engine, model GTSIO-520-L3B, s/n: 292435-R, was rebuilt/zero timed on March 31, 2000, by Teledyne Continental Motors, and installed on N69KM on April 24, 2000. The last entry in the logbook dated January 23, 2006, indicated that the engine total time since major overhaul was 1,541.8 hours. During this maintenance visit, the oil and filter were changed and the engine was serviced with 12 quarts of oil. The engine was run and a leak check was accomplished.

The right engine, model GTSIO-520-L, s/n: R-245870.R, was overhauled by RAM Aircraft on June 13, 2001, and installed on N69KM June 15, 2001. The last entry in the logbook dated January 23, 2006, indicated that the engine total time was 7,907.2 hours, with 1,207.7 hours since major overhaul.

Prior to departing from Scottsdale, the aircraft was fueled. The person who fueled the aircraft was employed with Corporate Jets. The fueler stated that he was familiar with this aircraft and had seen this pilot before, however, he stated that this was the first time that the pilot was not with another person. The fueler stated that he topped off both wing main tanks and finished with the left side wing locker tank. A total of 152.2 gallons of 100LL fuel was added. During the brief conversation the fueler had with the pilot, he did not notice anything out of the ordinary with the pilot's behavior. The fueler stated that the pilot did a pre-flight check of the aircraft. Once the fueling was complete, the fueler stated that the engines were started and the pilot taxied the aircraft out to the runway and took off. The fueler did not provide any other services to the aircraft and noted nothing out of the ordinary with the operation of the aircraft or engines.

The Cessna 421C Airplane & Systems Description section from the Pilot's Operating Handbook of the fuel system indicated that the left and right main tanks in the wings each held 103 gallons. The optional wing locker fuel tank held 28 gallons.

METEOROLOGICAL INFORMATION

Weather information provided by the Federal Aviation Administration indicated that the weather in the area about 35 miles south of the accident site reported moderate to occasional severe rime/mixed icing conditions in precipitation between 8,000 feet to 12,000 feet. The area of icing covered from 55 miles east of Seattle International Airport (SEA), to 70 miles south, to 40 miles west and was valid from 1324 to 1430 local time. Tacoma Narrows Airport was within this area of coverage to the southwest (15 nautical miles) of SEA.

Flight crews from commercial aircraft in the area issued pilot reports (PIREPs) to air traffic control. At 1228 local time a DeHavilland Dash-8 flight crew reported their location of 360 degrees from Battle Ground VOR at 40 miles, the flight encountered severe mixed icing from 13,000 feet descending to 11,000 feet. At 1246, another commercial flight crew reported at 340 degrees from Battle Ground VOR at 10 miles, the flight encountered moderate mixed icing climbing from 10,000 feet to 13,000 feet.

The Portland International Airport (PDX) aviation routine weather report (METAR) reported at 1255, a temperature of 07 degrees C., dew point of 06 degrees C., and wind from 170 degrees at 6 knots. The visibility was 5 statute miles, with an altimeter setting of 29.91" Hg. The clouds were broken at 600 feet and 2,500 feet, and overcast at 4,000 feet, with light rain and mist.

At 1343 a Special METAR for PDX indicated a temperature of 07 degrees C., a dew point of 06 degrees C., and wind from 170 degrees at 7 knots. The visibility was 6 statute miles, with an altimeter setting of 29.92" Hg. The clouds were scattered at 600 feet, broken at 2,900 feet and overcast at 3,700 feet, with light rain and mist.

AIRMETs Tango and Zulu were effective January 25, 2006, from 1245 to 1900 local for turbulence and icing conditions for Washington, Oregon, California and coastal waters. AIRMET Zulu reported occasional moderate rime/mixed icing conditions in precipitation between the freezing level and 14,000 feet. The freezing level was from 4,000 feet to 5,000 feet. AIRMET Tango reported occasional moderate turbulence below 12,000 feet due to strong low-level winds.

COMMUNICATIONS

At 1304, while in flight, the pilot contacted McMinnville Automated Flight Service Station (AFSS) and reported that he was 45 miles southwest of Redmond, Oregon, at 16,500 feet with a final destination to Tacoma, Washington, and requested weather along his route of flight.

The specialist reported that AIRMETS were in effect along the route for terrain obscurement in clouds, precipitation, fog or mist. Occasional moderate turbulence was reported below 12,000 feet. Occasional moderate rime or mixed icing was reported from the freezing level to 14,000 feet. The freezing level was from 3,000 feet to 5,000 feet. Instrument flight rule (IFR) conditions were forecast throughout Western Washington. East of the Cascades was "in good shape." The west side had few to scattered clouds from 700 feet to 1,000 feet. At 2,000 feet to 4,000 feet the clouds were broken, with variable overcast. Tacoma Narrows had a wind reported from 180 degrees at 9 knots, with a visibility of 4 miles with light rain and mist. The cloud conditions were scattered at 3,000 feet, a ceiling was broken at 3,800 feet and overcast at 4,900 feet. The temperature was 7 degrees C, with a dew point of 5 degrees C. The altimeter was 29.83" Hg. The Redmond altimeter was 29.82" Hg. The specialist reported that visual flight rules (VFR) flight was not recommended from the Cascades, westward due to terrain obscurement.

The pilot thanked the specialist for the help, an...