Cessna 150 accident near Kennesaw, Georgia, May 7, 1983
On May 7, 1983, a Cessna 150, registered N5835G, was substantially damaged in an accident near Kennesaw, Georgia (Mccullan airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 1983
- Place
- Kennesaw, Georgia · Mccullan · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N5835G · no longer on the register · serial 150-71335
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT CRASHED IN A WOODED AREA AFTER A TOUCH AND GO LANDING. THE WING FLAPS LEVER HAD BEEN PLACED TO THE UP POSITION BUT THE FLAPS DID NOT RETRACT. WHEN THE CFI FINALLY NOTICED THAT THE FLAPS WERE NOT UP HE TOOK OVER AT ABOUT 200 FT AGL AND STARTED A SHALLOW RIGHT TURN. THE AIRSPEED WAS ABOUT 62 MPH INDICATED WHEN THE CFI TURNED LEFT WITH A NOSE HIGH ATTITUDE. THE ACFT STALLED AND SPUN TO THE GROUND ABOUT 600 FT FROM THE DEPARTURE END OF THE RWY. THE FLAP INDICATOR REGISTERED 33 DEGREES. THERE WAS A NOTICE POSTED BELOW THE FLAP INDICATOR WHICH READ 'USE 30 DEGREE FLAP MAX'. INVESTIGATION REVEALED THAT THE FLAP MOTOR FUSE WAS BLOWN. BOTH PLTS HAD BEEN RESTRAINED BY SHOULDER HARNESS SECURED THROUGH INTERIOR PLASTIC MOLDING. AT IMPACT THEY CAME LOOSE. THIS ACFT WAS NOT MANUFACTURED WITH SHOULDER HARNESS. ACFT LOGS DID NOT SHOW WHERE, WHEN OR BY WHOM THE EXISTING HARNESS WAS INSTALLED.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,677 hours in all; 44 in this make and model; 144 in the last 90 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,170 hours
- Last inspection: inspection type not recorded, November 5, 1982; 64 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
- Operator: Consolidated Aviation
The flight
- Departed from: 8A4 Kennesaw GA at 11:45 pm
- Flight plan: none
- Runway 27, 4,580 ft by 75 ft
Weather at the time
- Light: night, bright
- Visibility: 10 statute miles
- Sky: not recorded; not recorded
- Temperature: 64°F (18°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.