# NTSB CHI05LA037: Cessna 172H, N2663L, Belle Plaine, MN, November 28, 2004 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 28, 2004, 08:45 local (14:45 UTC) - Place: Belle Plaine, MN - Coordinates: 44.666389, -93.783607 - Nearby events: https://openairdocs.org/map.md?lat=44.6664&lon=-93.7836&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 28, 2006 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 60641 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI05LA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60641/pdf - Page: https://openairdocs.org/ntsb/CHI05LA037 ## Probable cause A loss of engine power for undetermined reasons during descent, and the unsuitable terrain encountered during the forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, descent - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - On ground/water encounter with terrain/water, emergency landing - unsuitable terrain or takeoff/landing/taxi area - encountered, pilot in command (cause) - terrain condition - roadway/highway - terrain condition - drop-off/descending embankment ## Analysis The airplane sustained substantial damage during a forced landing following an in-flight loss of engine power. At the departure airport, a lineman was asked to fuel the airplane the day prior to the flight. The lineman found the tanks full prior to his refueling them. The pilot's accident report stated, "I was cruising at [5,500 feet above mean sea level] and as I started my [descent] the engine quit running." The pilot said that he landed on a highway road, the nose wheel exited the pavement, and the nose landing gear collapsed. The wreckage was examined on-scene and no fuel was observed in the fuel tanks. The airplane was left unattended overnight. Fuel was observed in the tanks the day after the accident. The airplane was equipped with a carburetor air temperature indicator. Further examination revealed that the nose gear was collapsed rearward and an outboard section of the left wing sustained substantial spar damage consistent with impact. No preimpact anomalies were found. Local weather was: Wind 230 degrees at 5 knots; visibility 10 statute miles; sky condition few clouds 15,000 feet; temperature -5 degrees C; dew point -6 degrees C; altimeter 30.07 inches of mercury. According to a carburetor icing probability chart, derived by Transport Canada, the air temperature and dew point had the potential of producing serious icing at descent power. ## Factual narrative On November 28, 2004, about 0845 central standard time, a Cessna 172H, N2663L, piloted by a private pilot, sustained substantial damage during a forced landing following an in-flight loss of engine power near Belle Plaine, Minnesota. The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. The pilot reported a visual flight rules flight plan was filed. The pilot reported no injuries. The flight originated from the Sioux Gateway Airport/Col. Bud Day Field (SUX), near Sioux City, Iowa, about 0645 and was enroute to the Flying Cloud Airport (FCM), near Minneapolis, Minnesota, at the time of the engine power loss. A lineman at the fixed base operator at SUX was asked to fuel the airplane the day prior to the flight. The lineman found that the tanks were full prior to his fueling the airplane. The pilot's accident report stated, "I was cruising at [5,500 feet above mean sea level] and as I started my [descent] the engine quit running." The pilot said that he landed on a highway road, the nose wheel exited the pavement, and the nose landing gear collapsed. The wreckage was examined on-scene and no fuel was observed in the fuel tanks. The airplane was left unattended overnight. Fuel was observed in the tanks the day after the accident. Further examination revealed that the nose gear was collapsed rearward. An outboard section of the left wing sustained substantial spar damage consistent with impact. The carburetor was found separated from the engine. The carburetor heat cable continuity was confirmed. The throttle and mixture cables were separated from their linkage consistent with overload. The fuel line to the carburetor was removed. Fuel exited the fuel line to the carburetor when each tank was selected on the fuel selector. No obstructions were found in the fuel lines. Removed spark plugs were gray to brown in color. Both magnetos produced sparks. Each cylinder produced a thumb compression. The airplane was equipped with a carburetor air temperature indicator. No preimpact anomalies were found. At 0853, the FCM weather was: Wind 230 degrees at 5 knots; visibility 10 statute miles; sky condition few clouds 15,000 feet; temperature -5 degrees C; dew point -6 degrees C; altimeter 30.07 inches of mercury. According to a carburetor icing probability chart, derived by Transport Canada, the air temperature and dew point had the potential of producing serious icing at descent power. ## Aircraft - Registration: [N2663L](https://openairdocs.org/deregistered/N2663L-2006-08-07), registration cancelled 2006-08-07, S/N 17255863, built 1967 (OpenAirDocs) - Reported make and model: Cessna 172H - Registry model: [Cessna 172H](https://openairdocs.org/model/cessna-172h) (registry code 2072424) (OpenAirDocs) - Registry engine: [Continental 0-300 series](https://openairdocs.org/engine/continental-0-300-series) (registry code 17022, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17255863 - Airframe hours: 4128 - Engines: Continental O-300-D 145 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Redler Aircraft Sales Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 1, 2004, 15 hours before - Departed: SUX, SIOUX CITY, IA - Destination: FCM, MINNEAPOLIS, MN - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review April 5, 2004; seat: left; flight hours: 222 total, 172 in this make and model, 155 as pilot in command, 5 in the last 90 days, 5 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 23 °F, dew point 21 °F - Altimeter: 30.06 inHg - Observed at: FCM, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20041128033549A](https://openairdocs.org/incident/20041128033549A), Nov 28, 2004: Cessna 172H, Belle Plain, MN, Substantial damage. (-23) Pilot was interviewed at the accident site. He stated that aircraft engine stopped abruptly at 5500MSL, he primed twice and each prime resulted in… ## Other investigations on N2663L (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MKC69D0458](https://openairdocs.org/ntsb/MKC69D0458), May 21, 1969: Cessna 172H (N2663L), Manhattan, KS, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.