Piper PA46 accident near Leicester, Massachusetts, February 2, 2021
On February 2, 2021 at about 9:55 pm local time, a 2014 Piper PA46, registered N221ST, was substantially damaged in an accident during approach (IFR initial approach) near Leicester, Massachusetts (Worcester Regional Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain the minimum airspeed for flight in icing conditions, which resulted in a loss of elevator control during approach due to ice accumulation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2021 · about 9:55 pm local time
- Place
- Leicester, Massachusetts · Worcester Regional Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA46 350P, built 2014 · all PA46s on the register
- Registration
- N221ST · registry record · serial 4636651
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, while descending through clouds and beginning the instrument approach, some ice accumulated on the wings and he actuated the deice boots twice. The pilot saw the deice boots functioning normally on the wings and could not see the tail; however, the elevator began to shake, and he lost elevator control. The pilot applied forward pressure on the yoke and had to trim nose-down to avoid a stall. There were no cockpit caution indications and the pilot had disengaged the autopilot before descent. The airplane descended through the clouds and impacted a tree before coming to rest upright in a grass area. Postaccident examination of the wreckage, including component testing of the deice system, did not reveal any preimpact mechanical malfunctions. The flap jackscrew position suggested that the flaps were likely in transit between 0° and 10° flap extension at the time of impact. Review of radar data revealed that, during the 2 minutes before the accident, the airplane’s groundspeed averaged about 82 knots; or an approximate average airspeed of 94 knots when accounting for the winds aloft. Current weather observations and forecast weather products indicated that the airplane was likely operating in an area where moderate and potentially greater structural icing conditions prevailed, and where there was the potential for the presence of supercooled liquid droplets. Review of the pilot operating handbook for the airplane revealed that the minimum speed for flight in icing conditions was 130 knots indicated airspeed. It is likely that the pilot’s failure to maintain an appropriate speed for flight in icing conditions resulted in insufficient airflow over the ice contaminated elevator and the subsequent loss of elevator control.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Structural icing during approach (IFR initial approach) defining event
- Loss of control in flight during approach (IFR initial approach)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to structural icing › Compliance w/ procedure
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,000 hours in all; 630 in this make and model; 67 in the last 90 days; 28 in the last 30 days; 2,875 as pilot in command; 566 on instruments
- Last flight review: February 17, 2020
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 946 hours
- Last inspection: annual inspection, September 2, 2021; 114 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540 (piston); 946 hours total
- Operator: Forza Management Co
The flight
- Departed from: MVY Vineyard Haven MA at 9:15 pm
- Destination: ORH Worcester MA
- Flight plan: IFR
- Runway 11, 7,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 13 knots, gusting 21
- Visibility: 5 statute miles
- Sky: overcast at 1,100 ft
- Temperature: 30°F (-1°C), dew point 27°F (-3°C)
- Altimeter: 29.32 inHg
- Observation at 4:42 pm from ORH, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
25 documents, released by the NTSB on October 17, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.