Rockwell 112TC accident near Cambridge, Minnesota, June 3, 2001
On June 3, 2001 at about 7:50 pm local time, a Rockwell 112TC, registered N4612W, was substantially damaged in an accident near Cambridge, Minnesota (Cambridge Municipal 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 inadequate compensation for the wind conditions and the failure to maintain control of the airplane. A factor associated with the accident were the trees that the airplane contacted during the aborted landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2001 · about 7:50 pm local time
- Place
- Cambridge, Minnesota · Cambridge Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 112TC
- Registration
- N4612W · no longer on the register · serial 13102
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with the terrain following a loss of control during landing. The pilot reported that while en route he listened to the automated weather observing system (AWOS) for the destination airport and the winds were variable, but at a low speed. The pilot made an approach to land on runway 34. He reported that about 10-15 feet after main gear touchdown a gust of wind lifted the aircraft 8-10 feet above the runway. The airplane settled again and when it was about 5 feet above the ground a "sudden violent gust" lifted the airplane and it rolled between 120 and 150 degrees. The pilot reported he rolled the airplane level, advanced the throttle, raised the landing gear and removed 10 degrees of flaps. He reported that by this time the airplane was headed for a grove of trees off the west side of the runway. The airplane contacted the tops of the trees and settled to the ground. The pilot reported that at the time of the accident the winds were variable at 5 - 7 knots, gusting to 12 knots. A local weather observation taken at 1517, reported the winds were from 040 degrees at 8 knots.
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: 124 hours in all; 33 in this make and model; 77 as pilot in command
- Last flight review: March 5, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,850 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: ANE Blaine MN at 7:25 pm
- Destination: CBG Cambridge MN
- Flight plan: none
- Runway 34, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 4,600 ft
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 29.93 inHg
- Observation at 8:17 pm from CBG
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.