American General Aircraft AG-5B accident near St. Augustine, Florida, May 12, 2005
On May 12, 2005 at about 1:55 pm local time, a American General Aircraft AG-5B, registered N1193G, was substantially damaged in an accident near St. Augustine, Florida (St Augustine 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 separation of the throttle control for undetermined reasons, and the unsuitable terrain encountered by the pilot during the forced landing, resulting in a nose-over after touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2005 · about 1:55 pm local time
- Place
- St. Augustine, Florida · St Augustine Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- American General Aircraft AG-5B
- Registration
- N1193G · no longer on the register · serial 10063
- 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 the preflight, takeoff, and flight en route to the St. Augustine Airport were normal. He contacted the tower when the flight was about 10 miles west and was advised to fly left base for runway 31. The tower cleared him to land when the controller had a visual with the aircraft, and he turned base at about 1,200 feet. He slowed the airplane and lowered flaps, and while on final approach he applied power to adjust the sink rate but the throttle "... was just loose in my hand (like it completely disconnected from the carburetor)." Unable to increase power, he advised the tower of the situation, and after recognizing that he was unable to land on the runway, ditched the aircraft in a marsh short of the runway. The airplane flipped inverted during touchdown and he exited and signaled to rescue personnel that he was okay. According to the FAA airworthiness inspector who examined the airplane, the carburetor linkage separated from the carburetor at the ball assembly. Examination of the ball assembly revealed no signs of excessive wear. No determination was made as to the reason for the separation.
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; instrument: airplane
- Flight time: 1,619 hours in all; 800 in this make and model; 33 in the last 90 days; 20 in the last 30 days; 1,449 as pilot in command
- Last flight review: October 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,362 hours
- Last inspection: annual inspection, March 1, 2005; 20 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: 7FL4 Green Cove Sprg FL at 1:30 pm
- Destination: KSGJ St. Augustine FL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 30.13 inHg
- Observation at 1:55 pm from KSGJ
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.