The pilot received weather briefings via flight service and ForeFlight. The flight service specialist advised the pilot that there would be some icing in clouds, with cloud tops near 6,000 feet mean sea level (msl). Additionally, an AIRMET was in effect for moderate icing from the freezing level up to 18,000 feet msl.
The pilot told investigators that his previous flight that day, from Worcester, Massachusetts, to Martha’s Vineyard, Massachusetts, was uneventful. He added that the actual conditions were better than forecast with no ice observed during that flight and the accident flight, until his descent for the RNAV (GPS) RWY11 approach to Worcester.
Light freezing rain was reported in the area around the time of the accident, and the forecast icing potential indicated a 60% probability of supercooled liquid droplets (SLD) at 4,000 feet msl. The current icing potential indicated a 90% to 100% probability of SLD at 1,000 to 4,000 feet msl at the accident site.
The pilot reported that, while descending through clouds and beginning the approach, a little ice built up on the Piper PA46’s wings and he actuated the deice boots twice. He observed the deice boots functioning normally on the wings but could not see the tail.
He reported that the elevator “began to shake and became ineffective” and that he “felt like the airplane was approaching a stall.”
He applied forward pressure on the yoke and had to trim elevator nose down to get the airplane to descend and avoid a stall. He told investigators that any effort to pull back on the yoke exacerbated the situation.
He added that no caution annunciators illuminated and that he had disengaged the autopilot before descent.
The airplane descended through the clouds and the pilot flew toward trees to avoid a house. The airplane hit a tree and came to rest upright in the front yard of a residence about three miles from the runway threshold.
The airplane was substantially damaged, while the pilot sustained minor injuries and his two passengers were seriously injured.
Review of air traffic control audio and radar data revealed that the pilot contacted the tower controller and reported a position of one mile from the RILOC intersection (about 6.5-mile final approach). The controller acknowledged the report and cleared the pilot to land. From that time until the flight upset about two minutes later, the airplane’s groundspeed averaged about 82 knots or an airspeed of 94 knots based on a winds aloft forecast of 60° at 17 knots, at 3,000 feet msl.
A review of a pilot operating handbook (POH) for the airplane make and model revealed a minimum speed for flight in icing conditions as 130 knots indicated airspeed. The POH further stated, “The ice protection system was not designed or tested for flight in freezing rain, freezing drizzle, or supercooled liquid water and ice crystals, or conditions defined as severe. Flight in these conditions is prohibited and must be avoided.”
Probable Cause: 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.
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This February 2021 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
