Ercoupe 415 accident near Germantown, New York, November 4, 2009
On November 4, 2009 at about 8:05 pm local time, a Ercoupe 415, registered N93659, was substantially damaged in an accident during enroute (cruise) near Germantown, New York (Kingston-Ulster 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
The pilot's decision to continue operation of the airplane with a known mechanical deficiency.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 4, 2009 · about 8:05 pm local time
- Place
- Germantown, New York · Kingston-Ulster Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe 415 C · all 415s on the register
- Registration
- N93659 · registry record · serial 982
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had just purchased the accident airplane. After completing a familiarization flight with the previous owner, the pilot had the main fuel tanks topped off and then departed. After flying for 20 minutes, the pilot noticed that the header fuel tank indicator was showing empty. The pilot returned to the departure airport and told the previous owner that something was wrong with the fuel system. The owner informed him that it should be fine, and the pilot refueled the header fuel tank and departed again for his destination. During the flight the engine lost all power and the pilot conducted an emergency landing to a field. During landing the airplane flipped over inverted and was substantially damaged. An examination of the wreckage by a mechanic revealed that the fuel pump to the header tank was not operating at the correct flow rate.
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
What happened, in order
- Fuel starvation during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during emergency descent
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Inoperative
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 425 hours in all; 3 in this make and model; 9 in the last 90 days; 3 in the last 30 days
- Last flight review: February 7, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,419 hours
- Last inspection: annual inspection, June 5, 2009
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85 (piston); 0 hours total
The flight
- Departed from: CON Concord NH at 6:15 pm
- Destination: 20N Kingston-Ulster NY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,900 ft
- Temperature: 48°F (9°C), dew point 28°F (-2°C)
- Altimeter: 30.23 inHg
- Observation at 7:53 pm from KPOU, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.