Cessna 172H accident near Belle Plaine, Minnesota, November 28, 2004
On November 28, 2004 at about 2:45 pm local time, a Cessna 172H, registered N2663L, was substantially damaged in an accident near Belle Plaine, Minnesota. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons during descent, and the unsuitable terrain encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 2004 · about 2:45 pm local time
- Place
- Belle Plaine, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172H · all 172Hs on the register
- Registration
- N2663L · no longer on the register · serial 17255863
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
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: 222 hours in all; 172 in this make and model; 5 in the last 90 days; 5 in the last 30 days; 155 as pilot in command
- Last flight review: April 5, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,128 hours
- Last inspection: annual inspection, September 1, 2004; 15 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: SUX Sioux City IA at 12:45 pm
- Destination: FCM Minneapolis MN
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 230° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 15,000 ft
- Temperature: 23°F (-5°C), dew point 21°F (-6°C)
- Altimeter: 30.06 inHg
- Observation at 2:53 pm from FCM, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.