Ercoupe 415-C accident near Joliet, Illinois, June 4, 2000
On June 4, 2000 at about 2:42 pm local time, a Ercoupe 415-C, registered N3232H, was substantially damaged in an accident near Joliet, Illinois (Joliet Regional Airport). It was a personal 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 engine failure for undetermined reasons. Factors were the low altitude, remedial action not possible by the pilot, and the ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 4, 2000 · about 2:42 pm local time
- Place
- Joliet, Illinois · Joliet Regional Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe 415-C · all 415-Cs on the register
- Registration
- N3232H · registry record · serial 3857
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft lost engine power on initial climb following a touch and go. The aircraft was landed on the remaining runway but went off the end and came to rest in a ditch. The pilot said that, at approximately 100 feet above ground level, the engine '... suddenly stopped running.' An instruction manual for the aircraft states that, 'when the throttle is fully closed, carburetor air heat is applied automatically through a linkage connected with the throttle arm. From half throttle to full throttle, cold air is fed automatically to the engine. However, a manual control is also provided and can be used to keep hot air feeding to the carburetor at more than half throttle setting when icing conditions prevail.' A postaccident examination of the aircraft and engine failed to reveal any preexisting anomalies. A weather report for the accident airport reported a temperature of 14 degrees Celsius and a dewpoint of 14 degrees Celsius. A carburetor icing probability chart from Transport Canada indicates that a temperature of 14 degrees Celsius, and a dewpoint of 14 degrees Celsius is in the range of serious carburetor icing potential at any power setting. A Federal Aviation Administration Advisory Circular states that, 'the effect of throttle icing is a progressive decline in the power delivered by the engine.'
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: 102 hours in all; 2 in this make and model; 10 in the last 90 days; 2 in the last 30 days; 77 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 1, 1999
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-75 (piston); 0 hours total
The flight
- Departed from: JOT at 2:00 pm
- Flight plan: none
- Runway 12, 2,940 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 4 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 10,000 ft; clear
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 3:18 pm from JOT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.