Ercoupe (Eng & Research Corp.) ERCO-415C accident near New Lisbon, New York, May 16, 1998
On May 16, 1998 at about 5:50 pm local time, a Ercoupe (Eng & Research Corp.) ERCO-415C, registered N3230H, was destroyed in an accident near New Lisbon, New York. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Detonation within the No. 2 cylinder resulting in melting and breaching of the piston, and the pilot's selection of unsuitable terrain for landing. Contributing factors were the uphill terrain encountered during the landing and the visual perception (illusion) that the terrain was not sloped.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1998 · about 5:50 pm local time
- Place
- New Lisbon, New York · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Ercoupe (Eng & Research Corp.) ERCO-415C
- Registration
- N3230H · no longer on the register · serial 3855
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Approximately 20 minutes after the pilot and passenger departed on a local flight a witness heard the engine sputter then quit. The airplane then maneuvered for an open field, impacted it in a level attitude, and burst into flames. During examination of the number 2 piston, a hole from detonation approximately 1 inch long and 1/4 inch wide was observed melted through the piston head (according to a FAA Advisory Curricular 65-12A, detonation can burn a hole completely through a piston). At the accident location, grass laid over on its side and spaced constant with the airplane's landing gear marked the start of the debris field. These marks were subtle and continued in the direction of the wreckage for about 12 feet. After 12 feet, the slope of the grass covered terrain increased 10 degrees and the ground scars became more pronounced. According to a New York State Police Officer, the state police helicopter crew that responded to the accident reported the crash site looked 'level' from the air. However, when measured along the debris field axis with an inclinometer, the slope was 15 degrees up.
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: 2,300 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, November 13, 1997
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C75-12 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NY54 Cooperstown NY at 5:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 9 knots
- Visibility: 15 statute miles
- Sky: scat at 8,500 ft
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 4:51 pm from UCA, 30 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.