SEA06FA022

The airplane was on the final approach segment of an instrument flight rules (IFR) cross-country flight that originated approximately 3 hours and 45 minutes prior to the accident when radio communications with the aircraft were lost. The aircraft wreckage was located the following day approximately 2.8 miles from the destination airport. The airplane impacted terrain in a vertical descent and flat attitude and came to rest upright on its fuselage and wings. The cockpit and cabin were intact and both wing assemblies remained attached to the fuselage. Evidence of forward velocity and/or leading edge deformation was not observed to the wings or fuselage. Mixed ice was noted along the leading edge of both wings. At the time of the accident, weather conditions were reported as low ceilings and low visibility due to snow and mist. The accident occurred during dark night conditions. Air traffic control (ATC) transcripts indicated that shortly after entering the holding pattern at 11,000 feet the pilot was issued an approach clearance for the ILS. The pilot acknowledged the clearance and approximately two minutes later ATC communications with the pilot were lost. Pilot logbook records showed that the pilot's total flight time was approximately 1,987 hours. In the six-month period preceding the accident, the pilot logged approximately 40 hours total time, 9 hours of actual instrument time and 7 instrument approaches in the accident airplane. The pilot's total night flying experience was approximately 51 hours. The pilot made no entries in his pilot logbook indicating that he had flown at night in the six-month time frame preceding the accident. Pilots flying the ILS approach prior to the accident aircraft reported mixed icing during the descent and final approach. Post accident examination of the aircraft revealed no evidence to indicate a mechanical malfunction or failure.

History of flight

On November 29, 2005, about 1742 mountain standard time, a Cessna 425 Conquest, N701QR, was destroyed after colliding with terrain approximately 2.8 nautical miles northeast of the Gallatin Field Airport (KBZN), Belgrade, Montana. The airplane was registered to Tech II, Inc, of Springfield Ohio, and was being operated by the pilot as an instrument flight rules (IFR) personal cross-country flight under the provisions of Title 14, CFR Part 91, when the accident occurred. The private pilot, the sole occupant of the airplane, was fatally injured. Instrument meteorological conditions prevailed for the flight that originated in Algona, Iowa, approximately 3 hours and 47 minutes prior to the accident.

Air traffic control (ATC) communications transcripts of the accident flight indicated that the accident aircraft was cleared, by Salt Lake City Center, for the ILS (instrument landing system) Runway 12 approach at 1738:21. Shortly after acknowledging the clearance, ATC radio communications with the pilot were lost.

Salt Lake City Center issued an Alert Notice (ALNOT) for the missing aircraft on the evening of November 29. Search and rescue efforts for the missing aircraft were terminated on the night of the accident due to weather conditions and darkness. The following morning, at 0809, the wreckage was located in an open field about 2.8 NM northeast of the airport; approximately two miles north (left) of the extended centerline for the landing runway.

Personnel from the Gallatin County Sheriff's Office reported that the pilot had flown into the airport on previous occasions, however this was the first time he had done so in "bad" weather conditions.

Personnel information

The pilot held a private pilot certificate with airplane single-engine land, multi-engine land and instrument airplane ratings. The pilot's most recent FAA third-class medical certificate was issued on December 3, 2004, and contained a limitation requiring the pilot to wear corrective lenses.

Pilot training records showed that the pilot completed recurrent flight and ground training for the Cessna 425 through SIMCOM on April 3, 2005. The pilot successfully completed an instrument proficiency check (FAR 61.57[d]) and phase five of the Wings Pilot Proficiency Awards Program in conjunction with the April SIMCOM training. The pilot's initial Cessna 425 flight training was completed in June of 1999, at Flight Safety International.

Pilot logbook records showed that the pilot's total flight time was approximately 1,987 hours, including 1,675 hours as pilot-in-command and 401 hours in a Cessna 425. In the six-month period preceding the accident, the pilot logged approximately 40 hours total time, 9 hours of actual instrument time and 7 instrument approaches in the accident airplane. The pilot's total night flying experience was approximately 51 hours. The pilot made no entries in his pilot logbook indicating that he had flown at night in the six-month time frame preceding the accident.

Aircraft information

The twin engine Cessna Conquest 425, serial number 425-0148, was manufactured in 1982. The airplane was equipped with two Pratt & Whitney PT6A-112 turbo prop engines, rated at 450 shaft horsepower. The pressurized airplane was certified for flight in icing conditions and single pilot operations. In addition to the originally installed instrumentation and avionics, the airplane was equipped with a Garmin GNS 530 global positioning system (GPS) with intergraded TAWS (Terrain Awareness and Warning System) . The GPS was certified for IFR en route, terminal and non-precision approach navigation.

The airplane's last inspection was completed on May 12, 2005. The inspection included phases 2, 3, 7, 13, 26, 27 and D in accordance with Cessna maintenance guidelines. Corresponding maintenance records showed that the airplane's total time at inspection was 4,504 hours. The right engine's total time at inspection was 4,504 hours; the left engine's total time at inspection was 4,507 hours. Maintenance records showed that the last altimeter system and altitude reporting equipment test was completed on February 5, 2004.

There were no known open logbook maintenance discrepancies with the aircraft at the time of the accident.

Meteorological information

The closest weather observation facility to the accident site was the destination airport, Gallatin Field Airport (KBZN), Bozeman, Montana, located approximately 2.8 miles south of the accident site at an elevation of 4,474 feet msl. The airport is equipped with an Automated Surface Observing System (ASOS). The following official Meteorological Aerodrome Reports (METARs) were issued surrounding the period of the accident:

On November 29, at 1656, the METAR observation was, in part, visibility 10 statute miles, broken clouds at 7,000 feet, overcast skies at 8,000 feet, temperature minus 8 degrees Celsius (C), dew point minus 11 degrees C, altimeter 29.70 inches of Hg.

At 1744, the SPECI (special weather observation report) was, in part, visibility 3 statute miles with light snow, overcast skies at 2,300 feet, temperature minus 7 degrees C, dew point minus 10 degrees C, altimeter 29.72 inches of Hg.

At 1756, the METAR observation was, in part, wind from 130 degrees at 4 knots, visibility 1-3/4 statute miles with light snow and mist, overcast skies at 1,600 feet, temperature minus 7 degrees C, dew point minus 9 degrees C, altimeter 29.73 inches of Hg.

At 1856, the METAR observation was, in part, wind from 190 degrees at 10 knots, visibility 1 statute mile with light snow and mist, broken clouds at 700 feet, overcast skies at 2,000 feet, temperature minus 6 degrees C, dew point minus 7 degrees C, altimeter 29.73 inches of Hg.

The Terminal Aerodrome Forecast (TAF) current for Gallatin Field Airport, Bozeman, Montana, was issued at 1038 and was current for a 24-hour period beginning at 1100 on November 29, 2005. The forecast for KBZN from 1100 was for variable winds at 5 knots, visibility better than 6 statute miles with showers in the vicinity, ceiling broken at 8,000 feet. From 1500, variable winds at 5 knots, visibility 2 statute miles and light snow, overcast skies at 2,500 feet, temporary changes expected between 1800 and 2200 for light snow and overcast skies at 2,500 feet. From 2200, winds from 130 degrees at 6 knots, visibility better than 6 statute miles with showers in the vicinity, broken clouds at 6,000 feet.

At 1325, the pilot of N701QR filed an IFR flight plan and received a weather briefing, to include the forecast, for the intended route of flight from the Fort Dodge, Iowa, Automated Flight Service Station (AFSS).

At 1545, the pilot of N701QR received an in-flight weather briefing from the Huron, South Dakota, AFSS. The briefing included the current and forecasted weather for Bozeman, Montana.

According to the U.S. Naval Observatory, official sunset was at 1642, and the end of civil twilight was at 1716. The Moon phase was waxing crescent with 4 percent of the Moon's visible disk illuminated.

Pilots flying the ILS approach prior to the accident aircraft reported mixed icing during the descent and final approach.

Communication information

At 1714:11, Salt Lake Center advised the pilot that he would be number two for the approach into Bozeman. The pilot responded, stating, "okay thanks."

At 1717:42, Salt Lake Center cleared N701QR to descend to 15,000 feet. The pilot acknowledged the clearance, stating, "one five thousand one seven oh one quebec romeo thank you."

At 1719:04, Salt Lake Center cleared N701QR to Bozeman, via direct Livingston and victor eighty-six. The pilot responded by stating "ah victor eighty-six to Bozeman just a minute."

At 1728:01, Salt Lake Center issued the following clearance: "November one quebec romeo after Bozeman VOR cleared