Swearingen SA226TC accident near Des Moines, Iowa, August 20, 1997
On August 20, 1997 at about 3:21 am local time, a Swearingen SA226TC, registered N224AM, was substantially damaged in an accident near Des Moines, Iowa (Des Moines International airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
the pilot's improper in-flight planning/decision and failure to perform the emergency procedure for shut-down of the right engine. Factors relating to the accident were: the power lever cable became disconnected from the fuel control unit, due to improper maintenance; and reduced directional control of the airplane, when one engine remained at a high power setting.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 1997 · about 3:21 am local time
- Place
- Des Moines, Iowa · Des Moines International
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Swearingen SA226TC · all SA226TCs on the register
- Registration
- N224AM · registry record · serial TC-227
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During a landing approach, the pilot noted that the right engine remained at a high power setting, when he moved the power levers to reduce power. He executed a missed approach and had difficulty keeping the airplane straight and level. The pilot maneuvered for a second approach to land. After landing, he could not maintain directional control of the airplane and tried to go around, but the airplane went off the end of the runway and impacted the localizer antenna. The pilot did not advise ATC of the problem nor did he declare an emergency. The Pilot's Operating Handbook stated that for a power plant control malfunction, the affected engine should be shut down, and a single engine landing should be made. The power control cable was found disconnected from the anchoring point. A safety tab was broken off the housing, allowing it to unscrew. About one month before the accident, maintenance had been performed on the right engine to correct a discrepancy about the right engine power lever being stiff. The mechanic re-rigged the right engine power cable.
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: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 2,436 hours in all; 93 in this make and model; 221 in the last 90 days; 68 in the last 30 days; 2,209 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 51,119 hours
- Last inspection: continuous airworthiness programme, August 10, 1997; 69 hours since
- Maximum gross weight: 12,500 lb
- Seats: 3
- Landing gear: retractable
- Engine: Garrett TPE-331-10UA (turboprop); 0 hours total
The flight
- Departed from: ICT Wichita KS at 1:50 am
- Destination: DSM
- Flight plan: IFR
- Runway 5, 6,501 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 150° at 6 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 3:16 am from DSM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI97LA266.