Ercoupe 415-C accident near Castaic, California, July 10, 2004
On July 10, 2004 at about 6:59 pm local time, a Ercoupe 415-C, registered N2542H, was substantially damaged in an accident near Castaic, California. It was a personal 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 catastrophic engine failure due to oil exhaustion, which was caused by the failure of maintenance personnel to completely tighten the oil screen.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2004 · about 6:59 pm local time
- Place
- Castaic, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe 415-C · all 415-Cs on the register
- Registration
- N2542H · no longer on the register · serial 3167
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with an automobile and nosed over during a forced landing on an interstate highway following a catastrophic engine failure. The pilot was ferrying the airplane to its new owner. During the ferry flight, the airplane was losing oil so repairs were made. The last maintenance entry made during the en route repairs stated in part, "Recommended new oil tank as soon as possible." The ferry pilot continued, and the recommended installation of a new oil tank was not completed. A few hours south of the airplane's destination, the engine lost power. Post accident examination revealed oil along the underside of the fuselage and approximately 3/4-quart of oil indicated on the dipstick. The number 2 connecting rod had separated and the connecting rod and its crankshaft journal were black and blue in color. The oil screen was removed and it was found to be only finger tight. The routing of the oil travels from the sump, to the oil pump, through the oil screen, to the engine. If the screen is loose then oil has the ability to leak out.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 10,000 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, February 21, 2004; 17.6 hours since
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85-12F (piston); 0 hours total
The flight
- Departed from: POC La Verne CA at 6:11 pm
- Destination: L36 Rio Linda CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 14°F (-10°C)
- Altimeter: 29.97 inHg
- Observation at 6:53 pm from PMD, 27 miles away
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.