Rockwell 112TCA accident near Eureka, Nevada, May 31, 1996
On May 31, 1996 at about 4:28 pm local time, a Rockwell 112TCA, registered N4674W, was substantially damaged in an accident near Eureka, Nevada. It was a ferry 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
a loss of engine power for undetermined nonmechanical reasons. A contributing factor was the lack of suitable terrain for use during an aborted takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1996 · about 4:28 pm local time
- Place
- Eureka, Nevada · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 112TCA
- Registration
- N4674W · no longer on the register · serial 13250
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he performed a preflight inspection of the airplane; no water or foreign material was observed in the fuel, and he started the engine without difficulty. After performing a run-up during which no anomalies were observed, the pilot commenced taking off from the gravel road. The airplane climbed 50 feet above the road, and then a total loss of engine power was experienced. The available roadway was not suitable for the pilot to use in terminating the flight, and the airplane crashed into nearby rough terrain. A witness reported that during the takeoff the airplane's engine sputtered and a plume of black colored exhaust smoke was noted. The airplane was recovered from the accident site and examined by an FAA inspector. The FAA inspector reported that over 40 gallons of fuel was found in the tanks, compression was measured in all cylinders, the spark plugs appeared in new condition but were heavily sooted, and the magnetos rotated and produced spark. In summary, all examined items looked normal or were impact damaged. No evidence of a mechanical malfunction was found.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,500 hours in all; 50 in this make and model; 32 in the last 90 days; 17 in the last 30 days; 5,012 as pilot in command; 1,002 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,334 hours
- Last inspection: annual inspection, August 1, 1995; 70 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TO-360-C1A6D (piston); 0 hours total
The flight
- Destination: TWF Twin Falls ID
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
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.