Beech E18S accident near Mount Haleakala, Hawaii, April 23, 1992
On April 23, 1992 at about 1:53 am local time, a Beech E18S, registered N342E, was destroyed in an accident near Mount Haleakala, Hawaii. It was flown under charter and air-taxi rules (Part 135). 9 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE CAPTAIN'S DECISION TO CONTINUE VISUAL FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS THAT OBSCURED RISING MOUNTAINOUS TERRAIN AND HIS FAILURE TO PROPERLY USE AVAILABLE NAVIGATIONAL INFORMATION TO REMAIN CLEAR OF THE ISLAND OF MAUI. CONTRIBUTING TO THE ACCIDENT WAS THE FAILURE OF SCENIC AIR TOURS TO CONDUCT SUBSTANTIVE PILOT PREEMPLOYMENT BACKGROUND SCREENING, AND THE FAILURE OF THE FEDERAL AVIATION ADMINISTRATION TO REQUIRE COMMERCIAL OPERATORS TO CONDUCT SUBSTANTIVE PILOT PREEMPLOYMENT SCREENING. (NTSB REPORT AAR-93/01)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 1992 · about 1:53 am local time
- Place
- Mount Haleakala, Hawaii · map
- Type
- Accident
- Injuries
- 9 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech E18S · all E18Ss on the register
- Registration
- N342E · no longer on the register · serial BA-308
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING THE AIR TOUR FLT THE PLT HAD RADIOED HIS INTENTIONS TO FSS TO OVERFLY AN AREA ABOUT 5 MI SW OF THE ISLAND OF MAUI. APRX 10 MIN LATER THE AIRPLANE IMPACTED MOUNTAINOUS TERRAIN ON THE ISLAND. IMC PREVAILED AT THE TIME AND LOCATION OF THE ACCIDENT. THE PLT DID NOT POSSESS THE MINIMUM HOURS STIPULATED IN THE COMPANY OPS MANUAL TO QUALIFY AS A CAPTAIN. HE FALSIFIED THE EMPLOYMENT APPLICATION & RESUME. THE COMPANY DID NOT PURSUE SUBSTANTIVE PREEMPLOYMENT BACKGROUND CHECKS, NOR WERE THEY REQUIRED BY THE FAA TO DO SO. REGULATIONS ARE NEEDED FOR AIR TOUR OPERATORS THAT WILL ENABLE FAA INSPECTORS TO REQUIRE, RATHER THAN MERELY ENCOURAGE, OPERATORS TO ADHERE TO PROCEDURES THAT OFFER THE SAFETY IMPROVEMENTS OF SFAR 50-2 AND FAA HANDBOOK 8400.10 BULLETIN 92-01.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,100 hours in all; 465 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,925 hours
- Last inspection: 100-hour inspection, March 29, 1992; 49 hours since
- Maximum gross weight: 10,100 lb
- Seats: 11
- Landing gear: retractable
- Engine: P&W R-985 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ITO Hilo HI at 1:12 am
- Destination: HNL Honolulu HI
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 15 knots
- Visibility: 0.1 statute miles
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 8 |
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.