Curtiss-Wright P-40E accident near Phelps, New York, May 11, 1995
On May 11, 1995 at about 11:40 pm local time, a Curtiss-Wright P-40E, registered N940AK, was substantially damaged in an accident near Phelps, New York. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power for undetermined reasons. A factor related to the accident was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 11, 1995 · about 11:40 pm local time
- Place
- Phelps, New York · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Curtiss-Wright P-40E
- Registration
- N940AK · registry record · serial 15321
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT THE PREFLIGHT INSPECTION, ENGINE RUN-UP, TAKEOFF AND CLIMBOUT WERE NORMAL. ABOUT 10 MINUTES INTO THE FLIGHT, AT 1,600 FEET MSL, THE ENGINE SEEMED TO 'BACKFIRE VIOLENTLY TWICE,' THEN QUIT COMPLETELY. THE PILOT ATTEMPTED TO RESTART THE ENGINE, BUT WAS UNSUCCESSFUL. HE REPORTED THAT HE DID NOT HAVE SUFFICIENT ALTITUDE TO GLIDE TO A MORE SUITABLE LANDING AREA; THE LANDING GEAR COLLAPSED DURING THE FORCED LANDING IN A PLOWED CORNFIELD. POSTACCIDENT EXAMINATION REVEALED THAT THERE WAS NO FUEL IN THE CARBURETOR NOR IN THE FUEL LINE TO THE ENGINE. THE FUEL LINES WERE COMPROMISED DURING THE IMPACT SEQUENCE. THE ENGINE DRIVEN FUEL PUMP AND ELECTRIC DRIVEN FUEL PUMP WERE REMOVED FOR FURTHER EXAMINATION AND FUNCTIONED SATISFACTORILY. ACCORDING TO THE PILOT, THE AIRPLANE HAD BEEN IN STORAGE ALL WINTER, AND HAD JUST COMPLETED AN ANNUAL INSPECTION.
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; single-engine sea; instrument: airplane
- Flight time: 3,800 hours in all; 400 in this make and model; 45 in the last 90 days; 12 in the last 30 days; 3,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 501 hours
- Last inspection: approved inspection programme, April 19, 1995; 2 hours since
- Maximum gross weight: 8,260 lb
- Seats: 1
- Landing gear: retractable
- Engine: Allison V1710-111 (piston); 0 hours total
The flight
- Departed from: N00 Fulton NY at 11:30 pm
- Destination: D52 Geneseo NY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 2,600 ft; not recorded
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
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.