Aerospatiale AS-350-B accident near Humuula, Hawaii, February 24, 1994
On February 24, 1994 at about 2:13 am local time, a Aerospatiale AS-350-B (helicopter), registered N766MP, was substantially damaged in an accident near Humuula, Hawaii. It was flown under charter and air-taxi rules (Part 135). 2 people were seriously injured; 5 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's poor in-flight decision by failing to attain the best rate of climb speed and exceeding the helicopter's hover performance capability. The clouds and downdraft were factors in this accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 1994 · about 2:13 am local time
- Place
- Humuula, Hawaii · map
- Type
- Accident
- Injuries
- 2 people were seriously injured; 5 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aerospatiale AS-350-B · all AS-350-Bs on the register
- Registration
- N766MP · no longer on the register · serial 1301
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS CONDUCTING A LOCAL SIGHTSEEING HELICOPTER FLIGHT IN MOUNTAINOUS TERRAIN. THE PILOT ENCOUNTERED CLOUDS COVERING THE MOUNTAIN PASS AND ELECTED TO PROCEED TOWARD AN ALTERNATE DESTINATION. THE CLOUDS FORCED THE PILOT TO CLIMB THE HELICOPTER TO 10,500 FT MSL. THE PILOT ALLOWED THE AIRSPEED TO DECREASE, EXECUTED A TURN, AND ENCOUNTERED A DOWNDRAFT. THE PILOT WAS UNABLE TO MAINTAIN THE ALTITUDE AND THE HELICOPTER COLLIDED WITH THE MOUNTAINOUS TERRAIN. THE PILOT REPORTED THAT THE HELICOPTER OR ENGINE DID NOT EXPERIENCE ANY MECHANICAL DIFFICULTIES BEFORE THE ACCIDENT. THE PERFORMANCE DATA SHOWED THAT THE HELICOPTER WAS CAPABLE OF A RATE OF CLIMB OF 700 FT/MIN IF THE PILOT HAD FLOWN THE PROPER BEST RATE OF CLIMB SPEED STRAIGHT AHEAD. AT 10,500 FT MSL, THE HELICOPTER COULD NOT HOVER IN OR OUT OF GROUND EFFECT.
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; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 5,757 hours in all; 522 in this make and model; 234 in the last 90 days; 60 in the last 30 days; 2,713 as pilot in command; 2,434 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,687 hours
- Last inspection: 100-hour inspection, February 14, 1994; 27 hours since
- Maximum gross weight: 4,300 lb
- Seats: 7
- Landing gear: retractable
- Engine: Turbomeca ARRIEL 1B (turboshaft); 0 hours total
The flight
- Departed from: Waikiloa HI at 1:00 am
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,800 ft; scat at 1,800 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 1:52 am from ITO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.
Other NTSB records under N766MP 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.