Ercoupe (Eng & Research Corp.) 415-C accident near Rome, New York, March 4, 2000
On March 4, 2000 at about 10:00 pm local time, a Ercoupe (Eng & Research Corp.) 415-C, registered N3719H, was substantially damaged in an accident near Rome, New York (Griffiss Airpark 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 pilot inadvertently selecting the mixture control to off, resulting in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 2000 · about 10:00 pm local time
- Place
- Rome, New York · Griffiss Airpark · 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.) 415-C
- Registration
- N3719H · no longer on the register · serial 4344
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed and flew to his intended destination to conduct some touch-and-go landings. The weather was 'excellent VFR,' and the winds were from the northeast approximately 12 knots. The first touch-and-go to runway 33 was completed without incident. On the second touch-and-go, at 300 feet agl, the pilot inadvertently selected the mixture control to off. Realizing the error, the pilot elected to continue the approach without trying to restart the engine because of altitude remaining. The airplane developed a 'high' rate of descent, and with insufficient time and altitude to regain 'adequate' airspeed, the pilot unsuccessfully attempted to flare the airplane for touchdown. The airplane impacted the runway approximately 10 degrees nose down, and 50 knots. The pilot secured the airplane's systems. Then, both he and his passenger exited the airplane.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,865 hours in all; 118 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,311 hours
- Last inspection: annual inspection, September 1, 1999; 70 hours since
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85 (piston); 0 hours total
The flight
- Departed from: UCA Utica NY at 9:20 pm
- Destination: RME
- Flight plan: none
- Runway 33, 11,820 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft; not recorded
- Temperature: 39°F (4°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 9:56 pm from UCA, 6 miles away
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.