Rockwell 112TCA accident near San Rafael, California, August 31, 2004
On August 31, 2004, a Rockwell 112TCA, registered N44MH, was substantially damaged in an accident near San Rafael, California (San Rafael airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during initial climb due to fuel starvation, which was caused by the pilot's failure to turn on the electric boost pump and an undetermined failure of the engine driven pump to supply sufficient fuel to the carburetor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 31, 2004
- Place
- San Rafael, California · San Rafael · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 112TCA
- Registration
- N44MH · registry record · serial 13308
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb between 100 and 200 feet above ground level, the airplane's engine lost all power due to fuel starvation. The pilot made a forced landing in a marsh about 1/4-mile beyond the runway's departure end. After the airplane came to rest upside down in the 2- to 4-foot-deep marsh, the pilot extricated himself and waded to the shore. The pilot had refueled his airplane just before takeoff. During takeoff, full engine power was initially developed with the fuel selector positioned to the "Both" tanks position. Following the accident when the airplane was examined, no evidence of any preimpact mechanical malfunction was noted. The engine's electric fuel pump switch was observed in the "OFF" position. The pump switch was required to be "ON" during takeoff. During the initial climb, the engine driven fuel pump likely had not pumped sufficient fuel to the engine to maintain power, which resulted in fuel starvation.
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: 988 hours in all; 791 in this make and model; 21 in the last 90 days; 7 in the last 30 days; 938 as pilot in command; 0 on instruments
- Last flight review: September 1, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,820 hours
- Last inspection: annual inspection, August 1, 2003; 83 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TO-360-C1A6D (piston); 0 hours total
The flight
- Departed from: CA35 San Rafael CA
- Destination: 0Q9 Sonoma CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 18 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,000 ft
- Temperature: 66°F (19°C), dew point 57°F (14°C)
- Altimeter: 29.90 inHg
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.