N721MBSocata TBM 700

On March 29, 2025, about 1221 central daylight time, a Socata TBM700A airplane, N721MB, was destroyed when it was involved in an accident near Brooklyn Park, Minnesota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to Automatic Dependent Surveillance - Broadcast (ADS-B) data, the airplane initially departed from Naples Municipal Airport (APF), Naples, Florida, and flew to Des Moines International Airport (DSM), Des Moines, Iowa. According to the fixed base operator manager at DSM, the airplane was refueled to full fuel capacity. The airplane then departed from DSM enroute to Anoka County/Blaine Airport (ANE), Blaine, Minnesota.

Preliminary air traffic control information revealed that the pilot initially contacted ANE airport control tower and reported he was inbound for the RNAV runway 9 instrument approach. The controller asked the pilot to verify that he had the current weather information and then provided a landing clearance to runway 9. The pilot repeated the landing clearance and verified that he had the current weather information. About 4 minutes later, the controller issued a low-altitude alert to the pilot, with no response. About 3 minutes later, the controller attempted to contact the pilot again with no response.

According to ADS-B data, the airplane departed from DSM at 1112. About 1206, the airplane leveled its descent at 3,000 ft mean sea level (msl), about 28 nautical miles (nm) southwest of ANE. About 1220 and 6 nm from the runway threshold, inbound on the RNAV runway 9 instrument approach at ANE, the airplane began a descent from 3,000 ft msl. About 5 nm from the runway threshold, beyond the final approach fix, the airplane's airspeed and descent rate rapidly increased, accompanied by a left turn.

The airplane struck trees and then impacted a residential home, where it came to rest about 340 ft northwest of the final ADS-B data point. A postimpact fire ensued and destroyed the airplane and the home.

An overhead plot of the airplane’s ground path is depicted in Figure 1. Figure 2 plots the airplane’s true airspeed, calibrated airspeed, and ground speed, derived from ADS-B data. Figure 3 depicts the profile view of the airplane’s descent path.

Figure 1. Overhead plot of the airplane ground path

Figure 2. Plot of true airspeed, calibrated airspeed, and ground speed

Figure 3. Flight descent path

A residential doorbell camera located near the accident site captured video footage of the airplane shortly before the accident. The airplane was in a steep descent with the nose of the airplane pointed down and the airplane rotating about its longitudinal axis.

ANE weather reported at 1149, wind from 030° at 12 knots, visibility 10 miles or greater, overcast ceiling 900 ft above ground level, temperature of 3°C, dew point of 2°C, and an altimeter setting of 29.92 inches of mercury. An Aviation Weather Center icing probability chart indicated that at 1230, the icing probability at 3,000 ft msl was at or above 50-60% in the area over the accident flight path and that a Graphical Airmen’s Meteorological Information for moderate icing and instrument flight rule conditions were active.

The main wreckage of the airplane was located in the basement of the home and was covered in debris from the surrounding structure. Broken tree limbs were observed about 100 ft southeast of the main wreckage. The tree limbs were observed to have angular cuts consistent with propeller strikes. Fragments of the left wing were found suspended in the trees and on the ground below the broken tree limbs. Separated portions of the airplane were found on the property of the residential home where the airplane came to rest and on the adjacent properties. An overview of the main wreckage is shown in figure 4.

Figure 4. Airplane main wreckage (circled in red) covered by debris

No mechanical anomalies were found with the airframe or engine during the onsite examination or wreckage layout. Damage to the airplane was consistent with impact forces and postimpact fire.

Flight control continuity was established from the cockpit to the center fuselage near the wing roots for the aileron controls and near the aft wing spar for the elevator and rudder controls. The flight control system was fragmented outboard of the wing roots and aft of the wing spar, consistent with impact forces during the accident sequence.

The airplane was recovered from the accident site and transported to a secure location for further examination.