Hughes 269B accident near Brickeys, Arkansas, July 18, 1991
On July 18, 1991 at about 12:25 pm local time, a Hughes 269B (helicopter), registered N11XC, was destroyed in an accident near Brickeys, Arkansas. It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE CLUTCH CONTROL CABLE DUE TO FRAYING WHICH INITIATED THE FORCED LANDING AND THE OPERATOR'S FAILURE TO PERFORM RECOMMENDED INSPECTIONS ON THE AIRCRAFT. FACTORS WERE THE PILOT'S FAILURE TO MAINTAIN ROTOR RPM AND THE UNSUITABLE TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 1991 · about 12:25 pm local time
- Place
- Brickeys, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269B · all 269Bs on the register
- Registration
- N11XC · no longer on the register · serial 64-102
- Damage
- Destroyed
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT IMPACTED VERTICALLY IN A HEAVILY WOODED SWAMP. EVIDENCE INDICATED THAT THE AIRCRAFT IMPACTED WITH A HIGH VERTICAL RATE OF DESCENT AND LOW ROTOR RPM. INVESTIGATION REVEALED THAT THE BELT DRIVE CLUTCH ENGAGEMENT CABLE HAD SEPARATED DUE TO ABRASION CAUSED BY INTERNAL CONTACT BETWEEN THE CABLE AND ASSEMBLY COMPONENTS. SEPARATION OF THE CABLE RESULTED IN A DISCONNECT BETWEEN THE ENGINE AND THE TRANSMISSION. REVIEW OF THE AIRCRAFT MAINTENANCE RECORDS COULD NOT DETERMINE THE EXACT TOTAL TIME ON THE CABLE; HOWEVER, THE RECORDS DID INDICATE THAT THE CABLE HAD LAST BEEN DISASSEMBLED AND INSPECTED ABOUT 636.8 HOURS BEFORE THE ACCIDENT. A MANUFACTURER'S SERVICE INFORMATION NOTICE HAD BEEN ISSUED ON THE CABLE ASSEMBLY WHICH REQUIRED AN INITIAL INSPECTION WITHIN 50 HOURS AND A RECURRING INSPECTION EVERY 400 HOURS THEREAFTER, UNTIL THE UNIT WAS REPLACED WITH AN IMPROVED MODEL. THE AIRCRAFT MAINTENANCE RECORDS DID NOT INDICATE COMPLIANCE WITH THE INFORMATION NOTICE; HOWEVER, THE OPERATOR STATED THAT THE INSPECTIONS WERE BEING PERFORMED.
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, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,498 hours in all; 539 in this make and model; 266 in the last 90 days; 74 in the last 30 days; 6,598 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,877 hours
- Last inspection: 100-hour inspection, July 14, 1992; 17 hours since
- Maximum gross weight: 1,670 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-A1A (piston); 0 hours total
- Operator: Southern Flying Service, INC.
The flight
- Departed from: MO1 Memphis TN at 11:45 am
- Destination: 55M Star City AR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots, gusting 2
- Visibility: 15 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 11:51 am from MEM, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N11XC the same tail number, which may have belonged to a different aircraft at the time
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.