Hughes 369D and Hughes 369D mid-air collision near Hanapepe, Hawaii, June 23, 1990
On June 23, 1990 at about 11:00 pm local time, 2 aircraft, Hughes 369D (N8605F) and Hughes 369D (N1103N), were involved in a mid-air collision near Hanapepe, Hawaii. No one was hurt; 10 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF PILOT OF THE PHOTOGRAPHING HELICOPTER TO MAINTAIN CLEARANCE AND AVOID COLLISION.
FAILURE OF PILOT OF THE PHOTOGRAPHING HELICOPTER TO MAINTAIN CLEARANCE AND AVOID COLLISION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1990 · about 11:00 pm local time
- Place
- Hanapepe, Hawaii · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 10 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Hughes 369D · all 369Ds on the register
- Registration
- N8605F · no longer on the register · serial 490119D
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Hughes 369D · all 369Ds on the register
- Registration
- N1103N · no longer on the register · serial 9450
- Damage
- Minor damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative for the Hughes 369D final · quoted from the NTSB record
ONE HELICOPTER, N8605F, WAS CONDUCTING A PART 91 SIGHT-SEEING FLIGHT FOR HIRE WITH FOUR PAYING PASSENGERS. THE OTHER HELICOPTER, N1103N, WAS PLANNING TO PHOTOGRAPH N8605F FOR ADVERTIZING PURPOSES. N1103N HAD TWO PROFESSIONAL PHOTOGRAPHERS WITH ASSISTANTS ON BOARD. THE HELICOPTER WERE FLYING PARALLEL COURSES. N8605F WAS AHEAD AND BELOW N1103N. THE PILOTS INDICATED THERE WAS ABOUT 100 HORIZONTAL AND 50 FEET VERTICAL SEPARATION. THE PILOT OF THE N8605F THEN LOOKED FORWARD AND THEN TO THE RIGHT. THE PILOT OF PHOTOGRAPHING HELICOPTER WAS ABOUT TO MAKE CONTACT WITH THE OTHER PILOT VIA RADIO. THE HELICOPTERS THEN COLLIDED. THE LEFT FRONT SKID OF THE PHOTOGRAPHING HELICOPTER STRUCK THE REAR OF THE OTHER HELICOPTER'S MAIN ROTOR SYSTEM.
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 Hughes 369D final · quoted from the NTSB record
ONE HELICOPTER, N8605F, WAS CONDUCTING A PART 91 SIGHT-SEEING FLIGHT FOR HIRE WITH FOUR PAYING PASSENGERS. THE OTHER HELICOPTER, N1103N, WAS PLANNING TO PHOTOGRAPH N8605F FOR ADVERTIZING PURPOSES. N1103N HAD TWO PROFESSIONAL PHOTOGRAPHERS AND ASSISTANTS ON BOARD. THE HELICOPTERS WERE FLYING PARALLEL COURSES. N8605F WAS AHEAD AND BELOW N1103N. THE PILOTS INDICATED THERE WAS ABOUT 100 HORIZONTAL AND 50 FEET VERTICAL SEPARATION. THE PILOT OF THE N8605F STATED HE LOST VISUAL CONTACT WITH THE OTHER HELICOPTER. THE PILOT OF N8605F THEN LOOKED FORWARD AND THEN TO THE RIGHT. THE PILOT OF PHOTOGRAPHING HELICOPTER WAS ABOUT TO MAKE CONTACT WITH THE OTHER PILOT VIA RADIO. THE HELICOPTERS THEN COLLIDED. THE LEFT FRONT SKID OF THE PHOTOGRAPHING HELICOPTER STRUCK THE REAR OF THE OTHER HELICOPTER MAIN ROTOR SYSTEM.
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 Hughes 369D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, military, private
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 3,800 hours in all; 120 in this make and model; 140 in the last 90 days; 120 in the last 30 days; 2,200 as pilot in command; 20 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,825 hours
- Last inspection: 100-hour inspection, June 7, 1990; 63 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: PAK Port Allen HI at 10:55 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 15 knots, gusting 20
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 10:54 pm from LIH, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
The factual record for the Hughes 369D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 12,500 hours in all; 5,000 in this make and model; 100 in the last 90 days; 50 in the last 30 days; 12,000 as pilot in command; 600 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,087 hours
- Last inspection: 100-hour inspection, June 21, 1990; 9 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: PAK Port Allen HI at 10:55 pm
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.