Bell 47G-2A-1 accident near Hughes, Arkansas, December 24, 1983
On December 24, 1983 at about 3:38 pm local time, a Bell 47G-2A-1 (helicopter), registered N124CD, was destroyed in an accident near Hughes, Arkansas. It was a public-use flight under general aviation rules (Part 91). 1 person was killed and 2 people were 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
- December 24, 1983 · about 3:38 pm local time
- Place
- Hughes, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-2A-1 · all 47G-2A-1s on the register
- Registration
- N124CD · registry record · serial 3750
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT & OBSERVER WERE ON A FLT TO RESCUE 2 DUCK HUNTERS, STRANDED IN A BOAT THAT BECAME STUCK IN ICE, 500 TO 600 FT FROM SHORE. AFTER REMOVING THE RGT DOOR, THEY PLANNED TO PICK UP 1 HUNTER AT A TIME ON THE RGT SKID WHILE THE OBSERVER HELD ONTO HIM THRU THE OPEN DOOR. AFTER CIRCLING IN GUSTY WINDS, THE PLT WAS ABLE TO HOVER AT THE BOW OF THE BOAT. AS THE 1ST HUNTER CLIMBED ONTO THE RGT SKID, THE HELICOPTER BANKED TO THE RGT, AND SUBSEQUENTLY, ENTERED A SPIN TO THE RGT.HOWEVER, THE PLT REGAINED CONTROL & CONTINUED TO THE LANDING AREA WHILE REMAINING IN A CONSTANT RGT TURN. AS HE ENTERED A 5 FT HOVER TO LAND, THE ACFT PITCHED FORWARD. THE PLT PULLED THE COLLECTIVE TO GAIN ALT, BUT THE ACFT ENTERED A RGT ROLL & TURN, AND SUBSEQUENTLY STRUCK SEVERAL TREES & CRASHED. AN INVESTIGATION REVEALED THE CG EXCEEDED THE FORWARD LIMIT BY .33 INCHES & THE RIGHT CG LIMIT BY 5.2 INCHES. THE ACFT WAS NOT EQUIPPED FOR LATERAL LOADS & NO LATERAL CG LIMITS WERE LISTED IN THE FLT MANUAL. THOSE EQUIPPED FOR LITTERS (LATERAL LOADS) WERE RIGGED WITH ADDITIONAL CYCLIC CTL.
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; rotorcraft: helicopter
- Flight time: 5,742 hours in all; 2,575 in this make and model; 17 in the last 90 days; 5,501 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,769 hours
- Last inspection: inspection type not recorded; 52 hours since
- Maximum gross weight: 2,850 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison 250 (turboshaft); 0 hours total
The flight
- Departed from: Memphis TN
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 13 knots, gusting 20
- Visibility: 20 statute miles
- Sky: broken clouds at 6,000 ft; scat at 3,500 ft
- Temperature: 10°F (-12°C), dew point 0°F (-18°C)
- Observation at 3:52 pm from MEM, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.