Cessna 172N accident near Sheldon, Iowa, September 1, 2001
On September 1, 2001 at about 11:25 pm local time, a Cessna 172N, registered N5593E, was substantially damaged in an accident near Sheldon, Iowa (Sheldon Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the in-flight planning/decision and proper touchdown point not attained by the pilot. Contributing factors were the ingested exhaust valve and lack of experience of the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2001 · about 11:25 pm local time
- Place
- Sheldon, Iowa · Sheldon Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N5593E · no longer on the register · serial 17271895
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a rough running engine 1/4 mile from the approach end of runway 33 (4,199 feet by 75 feet, concrete) at an altitude of 1,581 feet above the airport. The pilot reported being too high and fast while landing on runway 33 with 20 degrees of flaps, so he executed a go around which was then followed by a total loss of engine power. The airplane landed in a dry corn field and came to rest inverted. The private pilot had a total flight time of 119 hours. The Flight Training Handbook cites techniques for performing an emergency landing and also states that the eagerness to get down is one of the most common faults of inexperienced pilots during simulated forced landings resulting in excessive speed to permit a safe landing. Examination of the engine revealed an ingested exhaust valve from the number two cylinder.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 119 hours in all; 119 in this make and model; 27 in the last 90 days; 7 in the last 30 days; 42 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,879.9 hours
- Last inspection: 100-hour inspection, July 24, 2001; 55.9 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: DSM Des Moines IA at 10:05 pm
- Destination: SHL Sheldon IA
- Flight plan: VFR
- Runway 33, 4,199 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.92 inHg
- Observation at 11:25 pm from SHL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N5593E the same tail number, which may have belonged to a different aircraft at the time
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.