Rockwell International 112 accident near Hammond, Louisiana, December 10, 2013
On December 10, 2013 at about 4:02 pm local time, a 1974 Rockwell International 112, registered N1203J, was substantially damaged in an accident during enroute near Hammond, Louisiana. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to oil starvation because of a fractured governor oil line, which resulted from the improper installation of the governor oil line assembly during the last oil line replacement.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 2013 · about 4:02 pm local time
- Place
- Hammond, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell International 112, built 1974 · all 112s on the register
- Registration
- N1203J · registry record · serial 203
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, while in cruise flight, he noticed a lack of engine oil pressure after smelling an odor in the cockpit and that he had to reduce engine power to keep the propeller from exceeding its maximum operating speed. The engine gradually lost total power over a period of 90 seconds. The pilot conducted a forced landing in a field, and the left wing was substantially damaged when it collided with a fence post. A postaccident examination revealed an engine oil leak from a fractured propeller governor oil supply line. The oil line was found inadequately supported by a single clamp, which was also fractured. The engine manufacturer had previously issued a service bulletin (SB) to address several reports of engine failures due to oil starvation that had resulted from fractured governor lines. In all cases, either one or both of the manufacturer-specified clamps and/or supports were missing. The SB stated that the oil line assembly should be visually inspected to determine whether both supports were properly installed and intact. Additionally, the Federal Aviation Administration had previously issued an airworthiness directive (AD) that required the external governor oil line to be supported by at least two clamps/clips to prevent the oil line from fracturing. The airplane's governor oil supply line had been replaced about 47 hours before the accident; however, the oil line assembly was not installed in compliance with the AD, SB, or the engine overhaul manual.
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
- Aircraft maintenance event during prior to flight
- Powerplant sys/comp malf/fail during enroute
- Loss of engine power (total) during enroute defining event
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 870 hours in all; 462 in this make and model; 16 in the last 90 days; 9 in the last 30 days
- Last flight review: December 18, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 371 hours in all; 0 in this make and model; 133 in the last 90 days; 28 in the last 30 days; 305 as pilot in command; 133 on instruments
- Last flight review: August 7, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,543 hours
- Last inspection: annual inspection, April 1, 2013; 38 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1D6 (piston); 4,543 hours total
- Operator: Sunflower Farm & Ranch LLC
The flight
- Departed from: HDC Hammond LA at 3:13 pm
- Destination: HDC Hammond LA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 15 knots, gusting 19
- Visibility: 10 statute miles
- Sky: overcast at 1,200 ft
- Temperature: 39°F (4°C), dew point 32°F (0°C)
- Altimeter: 30.39 inHg
- Observation at 3:55 pm from HDC, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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 N1203J 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.