Aerospatiale AS-350-B2 and Cessna 172RG mid-air collision near Juneau, Alaska, May 31, 1998
On May 31, 1998, 2 aircraft, Aerospatiale AS-350-B2 (N187EH) and Cessna 172RG (N4948V), were involved in a mid-air collision near Juneau, Alaska. 2 people were killed and 1 person was seriously injured; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both command pilots to maintain an adequate lookout to see and avoid each other's aircraft. Factors associated with the accident were the other pilot's failure to follow published advisory procedures to monitor/issue position reports on the appropriate radio frequency, and his lack of familiarity with the geographic area.
The failure of both command pilots to maintain an adequate lookout to see and avoid each other's aircraft. Factors associated with the accident were the pilot's failure to follow published advisory procedures to monitor/issue position reports on the appropriate radio frequency, and his lack of familiarity with the geographic area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1998
- Place
- Juneau, Alaska · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed and 1 person was seriously injured; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Aerospatiale AS-350-B2 · all AS-350-B2s on the register
- Registration
- N187EH · registry record · serial 2839
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
- Aircraft 2
- Cessna 172RG · all 172RGs on the register
- Registration
- N4948V · no longer on the register · serial 172RG0422
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Aerospatiale AS-350-B2 final · quoted from the NTSB record
The air tour helicopter was at 2,100 feet msl, and had just crossed a salt water channel when it collided with the airplane. The helicopter landed with substantial damage, and one injured passenger. The airplane was destroyed when it impacted water in the channel, and both pilot-rated occupants were fatally injured. An 18-inch portion of the airplane's right wing remained attached to the helicopter. None of the occupants of the helicopter saw the airplane prior to collision. The helicopter was on a standard tour route utilized by the company, and published in an FAA advisory pamphlet which the airplane occupants also had on board. The collision occurred at a location where the advised traffic route inbound to the Juneau airport crossed the helicopter's air tour route. The helicopter had completed crossing the channel, and was 100 feet above the upper limit of the recommended altitude for the crossing. The airplane was 100 feet above the lower limit of the recommended altitude for aircraft traveling west. This area has a high volume of VFR air tour, air taxi, and general aviation traffic. The area is uncontrolled, Class G, airspace, with no radar coverage. The helicopter pilot described the visibility as good. The helicopter pilot made traffic advisory radio transmissions on the common traffic advisory frequency (CTAF) for the area of the collision. This frequency was published in the Alaska Supplement, the FAA advisory pamphlet for the area, and the VFR sectional aeronautical chart. The airplane's radios were not tuned to this frequency. The helicopter was illuminated with pulsating landing lights, and high visibility strobes. The airplane was configured with high visibility strobe lights on the wing tips, and two, nose-mounted landing/taxi lights, and a red anti-collision beacon on the tail. The control switches for the anti-collision beacon was found 'ON.' The control switch for the strobe lights was found in the 'OFF' position. The position of the landing/taxi lights could not be determined. Neither pilot in the airplane had any record of flight experience in the Juneau area.
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 NTSB's narrative for the Cessna 172RG final · quoted from the NTSB record
The air tour helicopter was at 2,100 feet msl, and had just crossed a salt water channel when it collided with the airplane. The helicopter landed with substantial damage, and one injured passenger. The airplane was destroyed when it impacted water in the channel, and both pilot-rated occupants were fatally injured. An 18-inch portion of the airplane's right wing remained attached to the helicopter. None of the occupants of the helicopter saw the airplane prior to collision. The helicopter was on a standard tour route utilized by the company, and published in an FAA advisory pamphlet which the airplane occupants also had on board. The collision occurred at a location where the advised traffic route inbound to the Juneau airport crossed the helicopter's air tour route. The helicopter had completed crossing the channel, and was 100 feet above the upper limit of the recommended altitude for the crossing. The airplane was 100 feet above the lower limit of the recommended altitude for aircraft traveling west. This area has a high volume of VFR air tour, air taxi, and general aviation traffic. The area is uncontrolled, Class G, airspace, with no radar coverage. The helicopter pilot described the visibility as good. The helicopter pilot made traffic advisory radio transmissions on the common traffic advisory frequency (CTAF) for the area of the collision. This frequency was published in the Alaska Supplement, the FAA advisory pamphlet for the area, and the VFR sectional aeronautical chart. The airplane's radios were not tuned to this frequency. The helicopter was illuminated with pulsating landing lights, and high visibility strobes. The airplane was configured with high visibility strobe lights on the wing tips, and two, nose-mounted landing/taxi lights, and a red anti-collision beacon on the tail. The control switches for the anti-collision beacon was found 'ON.' The control switch for the strobe lights was found in the 'OFF' position. The position of the landing/taxi lights could not be determined. Neither pilot in the airplane had any record of flight experience in the Juneau area.
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 for the Aerospatiale AS-350-B2 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,350 hours in all; 403 in this make and model; 35 in the last 90 days; 23 in the last 30 days; 2,250 as pilot in command; 1,010 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,577 hours
- Last inspection: approved inspection programme, May 27, 1998; 20 hours since
- Maximum gross weight: 4,961 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca ARRIEL-1D1 (turboshaft); 0 hours total
The flight
- Departed from: AK at 7:06 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,500 ft; not recorded
- Temperature: 63°F (17°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 7:13 pm from JNU, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 4 |
The factual record for the Cessna 172RG from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 433 hours in all; 127 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 349 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,467 hours
- Last inspection: 100-hour inspection, April 27, 1998; 68 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Federal Aviation Administrat'N
The flight
- Departed from: PSG Petersburg AK at 6:21 pm
- Destination: JNU AK
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.