Ercoupe 415-CD accident near Dalton, Massachusetts, December 4, 2002
On December 4, 2002 at about 6:00 pm local time, a Ercoupe 415-CD, registered CFXJK, was substantially damaged in an accident near Dalton, Massachusetts. 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
The pilot's inadequate preflight inspection of the aircraft, which resulted in a total loss of engine power due to fuel contamination. A factor was the cold air temperature.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 4, 2002 · about 6:00 pm local time
- Place
- Dalton, Massachusetts · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe 415-CD · all 415-CDs on the register
- Registration
- CFXJK · no longer on the register · serial 4666
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, on the third and final leg of a trip, the engine lost all power. The pilot performed a forced landing to a field, and the airplane struck uneven terrain. Examination of the engine revealed a frozen liquid in the gascolator, consistent with water. The pilot reported that prior to the trip, he fueled the airplane with "an old batch" of 80/87 aviation gasoline. The airplane then remained parked in a leaky hangar for approximately 1 month. Before his initial departure, the pilot sumped both wing tanks and the engine sump, but did not observe any water. However, the pilot added that the temperature was very cold, and he believed that water in the fuel tanks had frozen and risen to the surface. During the second leg of the trip, the pilot stopped at an airport and added 5 gallons of 100LL aviation gasoline. He also sumped the tanks after that fueling, and did not observe any water. The reported temperature near the accident site was 22 degrees F.
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; single-engine sea
- Flight time: 700 hours in all; 30 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 700 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,400 hours
- Last inspection: annual inspection, August 6, 2002; 25 hours since
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85-12 (piston); 0 hours total
The flight
- Departed from: GFL Glens Falls NY at 5:00 pm
- Destination: 3B9 Chester CT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 21°F (-6°C), dew point 7°F (-14°C)
- Altimeter: 30.30 inHg
- Observation at 5:54 pm from PSF, 5 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.