20241115019979A

On November 15, 2024, at 09:15 pacific standard time (PST), a Dehavilland DHC-6-300, experienced a loss of directional control that resulted in a runway excursion upon landing runway 27 at Boulder City airport (kbvu). The 14 code of federal regulations part 135 on-demand commercial air tour flight departed kbvu at 08:01 PST. At 09:15 PST, after completing a west-end air tour flight of the grand canyon, the aircraft landed on runway 27. Shortly after touchdown, the aircraft departed the left side of the runway and struck airport property. The two (2) certificated pilots and fourteen (14) passengers were not injured. The aircraft received substantial damage.

The weather at the time of the accident was clear, visual flight rules (VFR) conditions with wind reported 220 degrees at 23 knots, gusting 28 knots.

The investigation and on-site evidence revealed the aircraft contacted runway 27 prior to the designated runway aim point and on or near runway centerline. During the landing rollout, the aircraft began to swerve left of runway centerline and departed the left edge of runway 27 approximately 1,525 feet beyond the runway threshold. The aircraft’s elevated left main tire struck a runway edge light. The aircraft continued another 208 feet and collided with a runway distance remaining sign positioned approximately 35 feet from the left edge of runway 27. Tire marks on the runway and gravel surface suggest most of the aircraft weight was centered on the nose wheel tire and right main landing gear tire. During the left swerve, the left main tire remained elevated above the gravel surface for approximately 75 feet. Shortly after coming to a stop, the aircraft was taxied on its own power to the main terminal parking ramp. No emergency evacuation of passengers was initiated by the pilots.

The aircraft sustained substantial damage to the right forward fuselage and an internal structural bulkhead below the cockpit floor. The co-pilot’s footstep and right main landing gear brake caliper also sustained impact damage. The operator’s maintenance department conducted a post accident inspection of the aircraft and did not find any mechanical abnormality that would have contributed to the loss of directional control. The post accident inspection of the aircraft flight controls revealed full flight control continuity.

The pilot-in-command (PIC) and second-in-command (SIC) provided separate oral and written statements to the operator’s flight department which concur with the events leading up to and after the landing accident. Both PIC and SIC stated there were no issues with the flight controls prior to the event and the aircraft was fully operational prior to the accident.

The root cause of the accident was the pilot-in-command’s (PIC) mis-management of the aircraft flight controls in a strong gusty crosswind resulting in a loss of directional control.

The operator performed an internal investigation of the accident. The investigation revealed the pilot and co-pilot discussed the wind direction and velocity prior to landing and made the decision to land on runway 27. The crosswind was withing the operator’s crosswind limits as defined in their flight operations training manual (fotm). It was determined that the PIC was at the flight controls as “flying pilot” and failed to maintain directional control of the aircraft during the landing rollout phase. After colliding with the airport runway light and sign, the PIC elected to taxi back onto the taxiway and taxi the aircraft to the terminal parking ramp and unload the passengers. Operator inspection of the aircraft commenced after the passengers were unloaded.

The PIC and SIC were removed from flight status pending the operator’s internal post accident investigation. The SIC was returned to flight status, but it was determined that the PIC required re-training conducted by the operator.