Cessna 150H accident near Senoia, Georgia, July 28, 2002
On July 28, 2002 at about 1:06 pm local time, a Cessna 150H, registered N6486S, was substantially damaged in an accident near Senoia, Georgia (Peachtree City - Falcon Field). It was an instructional 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 certificated flight instructor's failure to follow published procedures for the application of carburetor heat, which resulted in a loss of engine power due to carburetor ice formation, and subsequent collision with trees during the forced landing. A factor was the lack of suitable terrain for landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2002 · about 1:06 pm local time
- Place
- Senoia, Georgia · Peachtree City - Falcon Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150H · all 150Hs on the register
- Registration
- N6486S · no longer on the register · serial 15067286
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot and flight instructor performed a simulated engine failure with power at idle. When the throttle was advanced to recover from the descent, the engine did not respond. Attempts to restore engine power were not successful. During the forced landing, the airplane collided with trees. The flight instructor stated carburetor heat was used; the student pilot stated carburetor heat was not used. Examination of the wreckage revealed the tail section was separated, both wingtips displayed crush damage, and fuel was recovered. Examination of the engine revealed no defects that would have prevented normal operation. A review of induction icing probability curves reveals the temperature and dew point reported at the time of the accident fall within the "serious icing, glide power" range. The Owner's Manual for the Cessna 150 states the procedures for descent are as follows: 1. Mixture - rich, 2. Carburetor Heat - apply full heat before closing throttle.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,660 hours in all; 100 in this make and model; 195 in the last 90 days; 1,575 as pilot in command; 1,400 on instruments
- Last flight review: February 28, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,947 hours
- Last inspection: annual inspection, June 11, 2002; 97 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: FFC Peachtree City GA at 3:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.17 inHg
- Observation at 12:53 pm from FFC, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.