American General Acft CORP AG5B accident near Ankeny, Iowa, January 12, 2013
On January 12, 2013 at about 5:30 am local time, a American General Acft CORP AG5B, registered N897GA, was substantially damaged in an accident during approach (VFR pattern final) near Ankeny, Iowa (Ankeny Regional Airport). 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
The pilot’s failure to maintain a proper glide path to the runway in gusty wind conditions and his failure to maintain clearance from obstructions during the subsequent go-around. Contributing to the accident was the pilot's improper interior lighting configuration.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 12, 2013 · about 5:30 am local time · cases in 2013
- Place
- Ankeny, Iowa · Ankeny Regional Airport · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- American General Acft CORP AG5B · all AG5Bs on the register
- Registration
- N897GA · registry record · serial 10076
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that before arriving at his destination airport in night visual meteorological conditions, he listened to the automated weather observing system, which indicated wind from 220 degrees at 10 knots, gusting to 26 knots. The pilot aborted his first attempt to land after a bounced landing. During the second approach to land, the pilot observed the visual approach slope indicator rapidly transition from both white (indicating high on the glideslope) to both red (indicating low on the glideslope) and decided to perform a go-around. During the attempted go-around, the airplane’s left wing struck a tree, which resulted in substantial damage to the left wing and horizontal stabilizer. The pilot then landed the airplane without further incident on his third landing attempt. The pilot stated that the airplane’s interior lighting was too bright for the night conditions and that the bright runway lights in the dark rural setting gave him a “false sense of night vision.”
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
What happened, in order
- Controlled flight into terrain or object (CFIT) during approach (VFR pattern final) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- cause Environmental issues › Conditions/weather/phenomena › Wind › High wind › Effect on operation
- cause Personnel issues › Action/decision › Info processing/decision › (general) › Pilot
- factor Aircraft › Aircraft systems › Lighting system › Flight compartment lighting › Incorrect use/operation other cases naming the electrical power
- factor Personnel issues › Task performance › Use of equip/info › (general) › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 130 hours in all; 11 in this make and model; 11 in the last 90 days; 11 in the last 30 days; 63 as pilot in command
- Last flight review: April 28, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,519 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: KCGI Cape Girardeau MO at 2:30 am
- Destination: KIKV Ankeny IA
- Flight plan: none
- Runway 22, 3,855 ft by 75 ft
Weather at the time
- Light: night
- Wind: from 200° at 17 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 29.80 inHg
- Observation at 4:55 am from KIKV, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on February 25, 2013. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N897GA on the register today · the tail number may have moved to another aircraft since
- American General Acft Corp AG5 114 registered today · the model family and its accident history
- Engine: Lycoming O-360-A4K 44 aircraft carry this series today · as the NTSB recorded it
- Ankeny Regional · nearest airport
- Cape Girardeau Regional · departed from
- Accidents and incidents in Iowa 871 since 1982 · 131 in the last ten years
- Iowa 4,513 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN13CA133.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.