Ercoupe (Eng & Research Corp.) G accident near Palmyra, Wisconsin, August 3, 2002
On August 3, 2002 at about 3:50 pm local time, a Ercoupe (Eng & Research Corp.) G, registered N94431, was substantially damaged in an accident near Palmyra, Wisconsin (Palmyra Municipal airport). 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
Failure by the pilot-in-command to properly compensate for the wind conditions, as well as an improper landing flare. Contibuting factors were the inadequate supervision by the flight instructor and the wind gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 2002 · about 3:50 pm local time
- Place
- Palmyra, Wisconsin · Palmyra Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe (Eng & Research Corp.) G
- Registration
- N94431 · registry record · serial 5077
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a practice power-off approach as part of a flight review. The approach was initiated "abeam the numbers" on downwind (in the traffic pattern). The pilot reported that as the airplane was about to enter the landing flare, at an altitude of approximately 6 feet agl, "the aircraft quit flying totally." The resulting hard landing caused the nose gear to collapse and the aircraft skidded to a stop on the runway. The pilot and flight instructor reported winds of 15 knots, gusting to 20 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: 311 hours in all; 173 in this make and model; 0 in the last 90 days; 0 in the last 30 days
- Last flight review: August 1, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,429 hours in all; 8 in this make and model; 85 in the last 90 days; 37 in the last 30 days; 15,166 as pilot in command; 403 on instruments
- Last flight review: August 23, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,794 hours
- Last inspection: annual inspection, July 12, 2002; 1 hours since
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85 Series (piston); 0 hours total
The flight
- Departed from: 57C East Troy WI at 3:10 pm
- Flight plan: none
- Runway 9, 2,150 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.20 inHg
- Observation at 3:45 pm from JVL, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.