Cessna 150H accident near Homerville, Georgia, December 3, 1996
On December 3, 1996 at about 1:25 am local time, a Cessna 150H, registered N6532S, was substantially damaged in an accident near Homerville, Georgia. It was a personal 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
carburetor ice, due to the pilot's improper use of carburetor heat, which resulted in a forced landing and impact with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 3, 1996 · about 1:25 am local time
- Place
- Homerville, Georgia · 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
- N6532S · no longer on the register · serial 15067332
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's engine lost complete power, and the pilot requested radar vectors to the nearest airport. While on short final, the airplane struck trees, turned 180 opposite the direction of travel, and impacted the ground. The pilot stated that just after establishing radar contact with ATC, the airplane 'experienced [a] power failure.' The engine then surged momentarily for about 30 seconds, then stopped. The pilot did not try to restart the engine again. He performed a forced landing, but was not able to reach the airport due to head winds. The airplane had begun a descent from 6,000 feet, shortly before the engine failed. The carburetor heat control was found in the 'cold' position, and the fuel selector was 'on.' Fuel was found in both fuel tanks. The airplane's engine was examined, started, and ran without any discrepancies noted. About 31 miles west-southwest at Valdosta, Ga, the temperature and dew point at 1955 EST were 46 and 41 degrees, respectively. According to icing probability charts, conditions at Valdosta were conducive for carburetor ice.
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; instrument: airplane
- Flight time: 48,000 hours in all; 80 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 46,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection; 3 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: DYB Summerville SC at 2:10 am
- Destination: VLD Valdosta GA
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 225° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.