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            N3103H is not your grandfathers Ercoupe!  This is a one-of-a kind and arguable the best Ercoupe 415D on the planet.  It won “Best in Show” award at the National Ercoupe Convention.  History: I am a flight instructor and purchased this Ercoupe 11 years ago to teach my friend from grade school to fly.  He had polio which left him disabled.  He now flies his own Ercoupe.  Shortly after that, Jessica Cox, the first person without arms to earn a pilot certificate without restrictions, received her first 30 hours of training with me in N3103H. See Inside Edition Video .

            I bought the Ercoupe from a woman who lived in Alaska.  She was a licensed A&P.  Under her ownership and skilled hands, N3103H received many upgrades and very unique modifications that you will never see on another Ercoupe.  All upgrades were done legally and documented with field approval.  For example, this aircraft has an 8 hour range (920 miles) as she holds 40 gallons of fuel.  Besides the original header tank (6 gallons) and two wing tanks(9 gallons each), there are two additional (outboard) 9 gallon wing tanks that gravity feed into the original (inboard) wing tanks.  There are no switches, valves or transfer pumps to monitor.  It all happens automatically via gravity feed.

            Another great mod is the access panel to the back of the instruments.  Ercoupes are small airplanes. Working on instruments or gauges behind the panel means assuming the upside-down position with your head under the panel and your feet out the side windows.  Not with N3103H.  Remove the access panel just behind the engine on the cowling and have complete access to everything behind the panel while you stand next to the airplane.  

            The original horizontal stabilizer was replaced with the “split tail”. What is the "split" tail? The split tail is a cutout in the center of the elevator, in the area where most of the slipstream passes the elevator. It's not completely cut out, but for a bit more than a yard in the middle there's not much elevator surface. Since the slipstream narrows with the fuselage as it goes back, the cutout matches the slipstream fairly well. In keeping with the design philosophy of having the same behavior and trim from no power to full power, the "split" elevator accomplishes this pretty well. This is a very smart and valuable improvement to the Coupe design.  It was first introduced with the E model.

            High power landing lights were installed completely flush in both wings (Pulse-Light).  They operate with a three way switch:  Off, On or Pulse.  In the pulse position, they alternate right on, right off, left on, left off while drawing very little current.  In addition to the landing lights, there are wing tip strobes and navigation lights.  Turn the landing lights to pulse, the strobes and the  navigation lights on and N3103H looks like a 747 coming in for landing!  Electrical power is not a problem even with everything on as the original 13 amp generator has been replaced with a 60 amp alternator.  The old (heavy) pull starter was replaced with a lightweight Sky-Tec pushbutton starter.  The old fashion (heavy) battery was replaced with a sealed Odyssey battery saving several more pounds plus providing extra cranking power.

            Brakes were changed to Cleveland via STC.  The single nose fork which is notorious for shimmy and costly, hard to find parts, was replaced with a dual fork. The baggage compartment was upgraded from the small canvas bag to an extended baggage compartment (via STC) which is large enough for my folding bike and luggage. 

            In 1997 the fabric on the wings was removed.  The internal structure was etched, alodyned, primed with Stitts Epoxy Primer and recovered with Poly-Fiber.  If you look at the wings today they look as if they were recovered yesterday.  The workmanship is meticulous.  The internal structure looks brand new! 

            To comply with the AD for inspection of the center section and main spar, 17 inspection plates were installed on the underside of the aircraft as well as drain holes and clam shell covers, as per SB-31.  In addition, an ultrasonic inspection was performed with no problem detected.

           All fuses in the aircraft have been replaced with circuit breakers.

            Interior lighting on the panel is airline quality thanks to the Aero Enhancements system.   This system draws very little current while providing even, soft lighting over the entire panel.  It even has an internal back-up battery system which will keep your panel lit for an hour should you lose the main electrical system in the aircraft.

            New (old stock) “pretzel” control yokes were installed with PTT on both sides.  New control column shafts and bearings and nose wheel steering rod bushings were installed. An original hand brake was installed.  A new shoulder harness system was installed as well as new seatbelts.  All new windows were installed as well as window welting.

            In 2007, N3103H suffered a hard landing during the first solo flight of a young man with Spina Bifida.  The nose wheel collapsed causing a prop strike.  While most owners would consider this a bad event, I chose to think of it as an opportunity to make N3103H an even better Ercoupe than before.  I hired a very talented A&P/IA, Victor Rodriquez, full time to rebuild N3103H to better than new condition.  It took him almost one year to complete.  The engine, a Continental C-85, was removed and sent out for major overhaul.  The prop was replaced as was the engine mount and nose gear.  While the fuselage was fine, I took this opportunity to replace then entire fuselage and center section with a PRISTINE one I located in New Mexico. Once I got started, I couldn’t stop so just about everything on the airplane was replaced with new. All the instruments were replaced with state-of-the-art ECI electronic gauges.  They all have numeric readouts as well as “fast read” yellow, green and red LED displays.  No longer is hot oil running to the back of the gauges as each gauge now has remote sensors in the engine compartment.  Gauges include Oil Temp, Oil Pressure, Voltage, Amperage and a digital tachometer which also logs flight time and well as a timer.  An Electronic Instruments UG-B16 Computer Engine Monitor was installed which constantly scans all engine parameters (several times/second) and warns the pilot if anything goes outside the engine manufactures limits, including EGT and CHT temps.  It shows a bar graph of EGT and CHT. It also has an engine leaning assist feature. Additionally, there is a port in the panel to plug in a computer to download all engine parameters after a flight.

            The Artificial Horizon was replaced with the TruTrac Attitude Direction Indicator (ADI) , an all electric, solid state rate gyro for pitch and roll. This instrument has a built in GPS and shows instantaneous changes in bank angle and pitch. An electronic DG constantly shows track. Extreme bank angle is enunciated by flashing red arrows which indicate required stick motion to correct unusual attitude. Low airspeed warning is enunciated by flashing A-S on the display (electronic stall warning).

            The rubber donut main gear shock absorbers were replaced with Belleville springs (SK-35) which offers a smoother ride on rough fields, better taxiing control, reduces "pitch" (less wear to nose gear parts) and reduces wing "oil canning" on the ground. The reduced landing shock affords added protection to the rear spar.  They also raise the tail to the proper level, 75 inches. .

            Headset jacks were installed on the ceiling of the baggage area to eliminate wires getting in the way during entry and egress from the aircraft.  Hooks to hang two headsets were also installed.

           The original Ercoupe muffler and exhaust system was removed and replaced with the more efficient Alon dual exhaust system, which eliminates heat radiating into the cabin compartment. 

            Supports to hold the cowling open were fabricated and installed to make pre-flight and maintenance easier.

            An aluminum duct was installed between the firewall and the forward bulkhead to channel cabin heat to the inside of the cabin, not into the tailcone, when cabin heat is required.

Avionics list:

Garmin GNC 250XL   GPS/Moving Map/Com/Electronic Checklist

Sigtronics SPA 400 Intercom

Bendix King KT76A Transponder

ACK E-01 ELT

Garmin 496 GPS with ship power and external antenna

Additional equipment/specs:

Datcom 873 Hour meter

Vernier throttle control

Accessory Power Source

Rheostat controlled instrument lighting

Custom chart box in panel

Custom covered glareshield

Map pockets on sidepanels and behind seats.

Custom Black and White interior with pleated seats and side panels

Additional sound proofing

Matching powder coated towbar

New custom made powdered coated instrument panel.

Paint is Black and White with an art-deco design (matching the interior)

Propeller: McCauley MET-L 1B90CM

Total time Airframe: 2245

Since Major Overhaul: 150

Empty Weight: 907

            The clock: You will notice in the photographs a clock, mounted in the panel behind the pilots yoke and below the compass.  My father flew in PBY Catalinas during WWII.  This is a Hamilton model 37500. It was used during WWII in the PBY as well as many other warbirds of that era. The 37500 is one of the most complicated clocks produced for use in aircraft.  It has functions for displaying 24 hour time, running seconds, length of trip (12 hour), 60 minute center seconds chronograph and Civil Date. This one has been completely restored and functions perfectly.  See website of Historic Timekeepers:   I consider the clock to be a piece of history mounted in another piece of history.

This aircraft is truly one of a kind.  You will not find an Ercoupe that has been rebuilt to better than new condition with more emphasis on safety, comfort and beauty than N3103H.

Aircraft is hangared at N07 in Lincoln Park, New Jersey.  I will deliver the aircraft anywhere in the US for expenses, airfare home and a small daily fee.

Winner must provide a $2500 deposit within 48 hours of close of auction.  Balance paid within 14 days.  If you are not 100 percent satisfied with this Ercoupe when you come to see it, your deposit will be immediately refunded, no questions asked.

            Please feel free to call me if you have any questions or if you want to arrange a visit to see  this magnificent aircraft.  Glen Davis  917 297 1111

If you have no positive feedback do not bid without contacting me first or your bid will be removed

Please see a gallery of more than 100 detailed photos at: