Cessna 150G accident near Social Circle, Georgia, January 14, 1996
On January 14, 1996 at about 5:31 pm local time, a Cessna 150G, registered N3751J, was substantially damaged in an accident near Social Circle, Georgia (Sleepy Hollow 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 flight instructor's inadequate supervision, and his delay in aborting the takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 14, 1996 · about 5:31 pm local time
- Place
- Social Circle, Georgia · Sleepy Hollow
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G · all 150Gs on the register
- Registration
- N3751J · no longer on the register · serial 15065051
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor, the purpose of the flight was to prepare the student pilot for his upcoming private pilot's flight check. After completing the upper air maneuvers, they entered the traffic pattern for a touch-and-go landing at a private airstrip. The pilots completed the before landing checklist, and the airplane touched down on the first one third of the 2,300 foot long paved surface. During the takeoff phase of the procedure, the student pilot returned the carburetor heat lever to the cold position, and advanced the throttle full forward. According to the instructor, the airplane did not appear to operate at its full ability. At this point, he took control of the airplane and aborted the takeoff. Subsequently, the airplane collided with a utility pole about 500 feet from the departure end of the runway. During a functional check of the engine, it was operated to 2,300 RPM; no mechanical problems were discovered during the run-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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,200 hours in all; 120 in this make and model; 300 in the last 90 days; 20 in the last 30 days; 500 as pilot in command; 200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,590 hours
- Last inspection: 100-hour inspection, December 8, 1995; 31 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: 9A1 Covington GA at 4:45 pm
- Flight plan: none
- Runway 12, 2,300 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 24,000 ft; not recorded
- Temperature: 64°F (18°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from AHN, 35 miles away
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.