This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N931TT
- History of Flight:
On September 13, 2026, at about 2129 local time, a Piper PA-46-350P Malibu Mirage JetPROP DLX, N931TT, registered to Compass Pro LLC out of Baldwin, WI, was destroyed when it was involved in an accident near Dellwood, Wisconsin. The airline transport pilot and five passengers were fatally injured. The night-time personal flight originated from Kenosha Municipal Airport (ENW/KENW), Kenosha, Wisconsin, and was destined to Menomonie Municipal Score Field (LUM/KLUM), Menomonie, Wisconsin.
The FAA reported that the airplane crashed under unknown circumstances near Reedsburg, Wisconsin. The NTSB reported that the airplane was cruising at FL240 when the pilot reported icing conditions and requested to descend. The ATC approved the request, and the aircraft turned right while descending before control was lost.
Recent flight-tracking history shows that the airplane departed KLUM on October 12th at 1310 LT on a flight to Green Bay Austin Straubel International Airport (KGRB), Wisconsin, and the return trip was at 1546 LT. The airplane departed KLUM the following day at 1443 LT to KENW. The accident flight departed KENW at 2043 LT.
According to Automatic dependent surveillance-broadcast (ADS-B) data, the airplane departed runway 25R and entered a climbing right turn (to the north) to an inflight cruising altitude of 24,000 ft. The airplane continued to climb for the first 24 minutes of the flight before reaching FL240 at 2107. For the next thirteen minutes, the airplane cruised at that altitude with a groundspeed of 185 knots on a 280° track heading. At about 2120:45, the airplane entered a slight turn to a track heading of 272° while maintaining cruise altitude. At 2126:14, the airplane had decelerated to about 128 knots groundspeed from its original cruise speed of 185 knots (GS). At 2126:49, the airplane initiated a descent from cruise altitude after request from ATC. At 2127:24, the airplane was descending through 22,475 ft with a groundspeed of 180 knots and an average rate of -9000 feet per minute (fpm) while on a 280° on what appeared to be the start of a right hand turn. For the next few minutes, the airplane continued to descend while on a right turn with rapid fluctuations in the vertical rate. At 2129:03, the airplane had descended to 16,400 ft on a 85° track heading with a reported groundspeed of 340 knots and -5,600 fpm rate. At 2129:21, the airplane was still turning right and was now at 14,650 ft, 290 knots GS and on a 180° track when it initiated a 5000 feet per minute (fpm) climb to 15,400 ft. At 2129:35, the airplane started another descent, but this time it was turning left. The airplane continued to descend until the end of the track. The last ADS-B data point was recorded at 2129:50, the airplane was at 11,725 ft, 310 knots groundspeed on a 73.3° track with a vertical rate of -21,056 feet per minute (fpm).
The ADS-B exchange site shows that the autopilot was turned on during the climb after departure. Additionally, when the airplane reached FL240, the altitude hold option was turned on. The autopilot and althold were turned off when the airplane started its descent from cruise altitude.
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| Figure 1: Overview of track |
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| Figure 2: Track just before descent from FL240 |
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| Figure 3: Airplane during steep right descending turn |
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| Figure 4: End of track |
The airplane suffered an inflight breakup and impacted terrain.
When local law enforcement arrived, they found several witnesses looking for the wreckage as they saw a low flying aircraft prior to the accident.
- Pilot Information:
The pilot, aged 63, held an airline transport certificate with an airplane multiengine land rating. He also held commercial privileges with an airplane single engine land rating. His third class FAA medical was issued on 4/2025, with a note that he must use corrective lens(es) to meet vision standards at all required distances and that he was not valid for any class after 04/30/2027. The pilot held an Embraer-500 jet type rating.
- Airplane Information:
The low-wing, retractable tricycle gear-equipped airplane, serial number 4636441, was manufactured in 2008. It was modified with a Pratt & Whitney Canada PT6A-35 turboprop engine via the FAA supplemental type certificate ST00541SE, commonly known as a JetProp DLX model. This modification allows for an increase of maximum gross weight for takeoff to 4,300 lbs with centre of gravity limits from 143.3 to 147.1 inches aft of the datum.
The aircraft is certified for single-pilot operation in visual and instrument flight rules flight in known icing conditions and can carry up to 5 passengers. According to the Pilot Operating Handbook (POH), section 2 "Limitations", the never exceed speed (Vne) for this model was 198 KIAS / 200 KCAS.
The POH also states that the minimum speed for flight in icing conditions was 130 KIAS.
According to an old sale listing for the accident aircraft, it was equipped with the following:
"609 TTAF&E, Exceptionally Well-Maintained, Dual Garmin 430Ws, Avidyne EX5000 plus Honeywell Enhanced Situational Awareness Package, Alpha Systems AOA Indicator, Full Ice Protection, Factory A/C, Emergency Oxygen, LIKE NEW, NDH, Sun Aviation Maintained, Always Hangared and Complete Logs, $679,900. Additional Comments: Located in Lawrenceville, GA - KLZU Sun Aviation Maintained Annual Completed October, 2016 Always Hangared Complete and Consecutive Logs Useful Load 1,164.33 lbs. No Damage History."
"Avidyne Entegra Flat Panel Display System Dual Avidyne Entegra EX5000 w/EMAX Engine Monitoring S-TEC 55X Autopilot & Flight Director Dual Garmin GNS430W NAV/COM/GPS Honeywell IHAS 8000 Enhanced Situational Awareness Skywatch Traffic System BF Goodrich WX500 Stormscope Alpha Systems Eagle AOA Indicator Garmin GTX330 Transponder Garmin GMA340 Audio Panel Bendix King RDR2000 Weather Doppler Radar System Pilot & Co-Pilot Electric Trim & Autopilot Control CMAX Electronic Approach Charts."
- Wreckage and Impact Information:
The airplane suffered an apparent inflight breakup and left behind a wide debris field. The main wreckage consisted of the fuselage and tail. Both wings and portions of the tail were not present next to the main wreckage. The fuselage came to rest on its side and there was no post crash fire. The main cabin sustained various impact damage. There were several undisturbed trees surrounding the main wreckage, which suggests the fuselage came down fast and flat.
- Weather:
A nearby airport, KDLL, reported the following conditions at 2135 LT: Winds 250 at 4 knots, 10 miles visibility, thunderstorm in the vicinity, a broken cloud layer at 6,000 ft and 8,000 ft AGL, an overcast ceiling at 11,000 ft AGL, temperature 16°C, dewpoint 11 °C, and an altimeter setting of 29.97 inches of mercury.
Another nearby airport, C35, reported these conditions at 2135 LT: calm wind, 10 miles visibility, a scattered layer at 3,800 ft AGL, an overcast ceiling at 6,000 ft AGL, temperature 16 °C, dewpoint 12 °C, and an altimeter setting of 29.96 inches of mercury.
At 2128, about 1 minute before the accident, the following PIREP was issued by the accident aircraft roughly 5 miles from the accident site for severe icing conditions in the area: "DLL UUA /OV DLL/TM 0228/FL240/TP P46T/IC SEV."
The below figures are weather data imagery from the general area of the accident. The star depicts the accident site. The pink line shows a straight path from the departure airport to the destination.
Figure 5 shows the National Reflective Mosaic for the general area of the accident recorded at 2130 LT.
Figure 6 shows the icing chart for FL240 at 2130 LT. Figure 7 shows the PIREP by the accident aircraft
Figure 8 shows the GFA for thunderstorms in the area. A Convective SIGMET for thunderstorms and severe turbulence was issued for the area east of the accident site starting from 2055 LT till 2155 LT.
Figure 9 shows the GFA for temperatures in the area.
Figure 10 shows the GFA for precipitation in the area.
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| Figure 5: National Reflective Mosaic |
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| Figure 6: Icing GFA |
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| Figure 7: Accident Aircraft PIREP |
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| Figure 8: Thunderstorms GFA |
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| Figure 9: Temperature GFA |
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| Figure 10: Precipitation GFA |
(1) METARs:
METAR KDLL 140215Z AUTO 00000KT 10SM SCT060 BKN110 16/11 A2994 RMK AO2 T01560113
METAR KDLL 140235Z AUTO 25004KT 10SM VCTS BKN060 BKN080 OVC110 16/11 A2997 RMK AO2 T01590113
METAR KC35 140215Z AUTO 35003KT 10SM OVC060 16/12 A2994 RMK AO2 T01600115
METAR KC35 140235Z AUTO 00000KT 10SM SCT038 OVC060 16/12 A2996 RMK AO2 T01620116
(2) Area Forecast Discussion:
504 FXUS63 KARX 132348 AFDARX Area Forecast Discussion National Weather Service La Crosse WI 648 PM CDT Tue Oct 13 2026 .KEY MESSAGES... - Low chances (20%) for rain showers late this afternoon into this evening and, for areas around and south of US Highway 18, a thunderstorm. - Very high (80-95%) chance for rainfall Thursday with no impacts currently expected. - Much colder temperatures (mid-20s to mid-30s) expected on Friday night. This bring an end to the growing season for some, particularly north of I-94 (20-45% chance to fall below 28). && .DISCUSSION... Issued at 152 PM CDT Tue Oct 13 2026 Low potential for showers and a rumble of thunder this afternoon/evening This afternoon into the evening, area of 850mb WAA currently over central IA will sneak into far southwestern WI and adjacent areas of northeast IA. With steep lapse rates in the 750-500mb layer per the 13.18z DVN RAOb, a few showers and perhaps a thunderstorm may develop. That said, continued capping concerns even when lifting the most unstable parcel suggest limited (20%) potential. Farther north, an upper disturbance may (20%) kick off a light shower or two in the evening. Either way, am not expecting strong or severe hail/winds in our CWA due to the aforementioned limited instability. Very high chance for rain Thursday Upper low currently over southern Nevada will trek northeastward during the middle of the week, phasing with a northern stream wave as it moves over the central and northern Plains on Thursday with the combined upper trough advancing over WI late Thursday night. Associated surface low will develop in the TX Panhandle and quickly move toward the Great Lakes. Southern stream upper low looks to bring a good amount of moisture with it so, while low level moist advection from the Gulf will be limited in time within our CWA, will very likely (80-95%) get rain Thursday regardless. 13.13z NBM mean amounts are around a half inch and max 24 hour rain amounts across guidance are around 3", too low for flooding concerns. Thus, am not expecting much in the way of impacts with this system. Frost and freeze possible Saturday morning Broad surface high builds in the wake of Thursday`s upper trough with clearing skies and light winds leading to excellent radiational cooling across a wide swath of the Midwest. In our forecast area temperatures should tumble into the 30s with some 20s possible in our northeast. That said, am still concerned that we may struggle to fall as far as would otherwise be possible given 13.12z cycle guidance continuing to show a light surface pressure gradient and thus a light breeze being maintained through the night. While a frost appears very likely (70-100%) with a good chance for a freeze (40-90%), the potential (20-50%) to drop below 28 north of I-94 and surely end the growing season has trended to cover less area compared to previous forecast updates. && .AVIATION /00Z TAFS THROUGH 00Z THURSDAY/... Issued at 643 PM CDT Tue Oct 13 2026 Ongoing storms at 14.00Z TAF issuance staying south of TAF sites, affecting locally smaller airports in Grant County, WI (KPVB, KOVS, KPDC). Subsequent impacts expected through Wednesday morning with MVFR-IFR ceilings spreading in from the northwest and south. Expect impacts/ceilings to better/lift through the late morning and early afternoon. Winds out of the north-northeast through Wednesday. && .ARX WATCHES/WARNINGS/ADVISORIES... WI...None. MN...None. IA...None. && $$ DISCUSSION...Ferguson AVIATION...JAR
- Additional Information:
Between May 31, 1989, and March 17, 1991, Piper PA-46 series Mallibu and Mirage airplanes were involved in seven fatal accidents in the United States, Mexico, and Japan following departures from controlled flight. In addition to the seven accidents, another PA-46 airplane was involved in an incident that included substantial departures from controlled flight.
In July 1990, following the fourth U.S. fatal accident, the Safety Board initiated a special investigation of the facts, conditions, and circumstances that led to the loss of the four Malibu/Mirage airplanes in the U.S. As other accidents occured, they were included in the special investigation. Two of the seven fatal accidents occurred in Japan and Mexico, and the available information on the accidents was included in the special investigation. The special investigation included a review of the relevant design features of the Malibu and Mirage airplanes, including structural integrity, flight control systems, and operating limitations. The investigation also focused on the flight experience and training of the pilots of the airplanes, particularly as these factors related to flying the Malibu/Mirage airplanes in instrument meteorological conditions (IMC) at and above the freezing level with relatively sophisticated integrated flight guidance and control systems.
Finally, as a consequence of the accidents, the Federal Aviation Administration, with the Safety Board's encouragement, conducted a special certification review of the airplanes, and the results are included in the report.
The probable causes of the five fatal accidents that occurred in the United States are included in the report. The investigation and analysis of the relevant data indicate that the causes of the accidents involved failure to use pilot heat freezing IMC, possible misuse of the integrated flight guidance and control systems, loss of control, and in-flight airframe failures due to loads and stresses that substatially exceeded design limits. Factors related to the accidents included the lack of an appropriate checklist item for pilot heat in the pilot's handbook, and inadequate pilot training in the integrated flight guidance and control systems.
As a result of the special investigation, the Safety Board made safety recommendations concerning modifications to the PA-46 airplane flight manual, the pilot training needed to operate small pressurized airplanes, the addition of a pilot heat operating light, additional training requirements for the use of integrated flight guidance and control systems in small pressurized airplanes, and the provision of training supplements by manufactures of integrated flight guidance and control systems.
- Additional Figures:
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| Flysto groundspeed chart |
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| Flysto vertical speed chart |
