20260414003069I

On April 14, 2026, at 14:39 mountain standard time (MST), a Dehavilland DHC-6-300 experienced a loss of directional control that resulted in a runway excursion upon landing runway 33 at Page Municipal Airport (kpga). The 14 code of federal regulations part 135 on-demand commercial air tour flight departed kpga at 14:08 MST. At 14:39 MST, after completing an air tour flight of horseshoe bend and lake powell, the aircraft landed on runway 33.

Shortly after touchdown, the aircraft departed the left side of the runway. The two (2) certificated pilots and fifteen (15) passengers were not injured. The aircraft received minor damage.

The weather at the time of the incident was clear, visual flight rules (VFR) conditions with wind reported 270 degrees at 12 knots, gusting 23 knots.

The operator’s director of operations (do) stated the aircraft contacted runway 33 approximately 1,300’ past the designated runway aim point and on or near runway centerline. Based on the statement from the PIC, the right main tire contacted the runway followed by the nosewheel. When the aircraft became unstable, the PIC stated that he initiated full reverse power. The aircraft immeditely began to swerve left of runway centerline and departed the left edge of runway 33 approximately 3,000’ feet beyond the runway threshold. The aircraft’s right wingtip and outer aileron control arm/hinge struck the runway. The aircraft continued off the left side of the runway and exited the runway at taxiway “A-2” / “a” to the main terminal parking ramp under its own power. No emergency evacuation of passengers was initiated by the pilots.

The aircraft sustained minor damage to the right wingtip fairing, right outer aileron control arm/hinge and lower right-wing structure. The operator’s maintenance department conducted a post incident inspection of the aircraft and did not find any mechanical abnormality that would have contributed to the loss of directional control. Aircraft flight control continuity was examined and confirfimed unrestricted and correct.

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 incident.

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

The operator performed an internal investigation of the incident. 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 33. The crosswind was within 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 touchdown and the landing rollout phase. After the runway excursion, the PIC elected to taxi back onto intersection taxiway “A-2”, taxiway “a” and continued to the terminal parking ramp. Operator inspection of the aircraft commenced after the passengers were unloaded.

After the landing incident, both PIC and SIC were administered mandatory post incident/accident drug and alcohol drug screening. The results were negative for both involved pilots.

The PIC and SIC were removed from flight status pending the operator’s internal post incident investigation. The SIC was returned to flight status, but it was determined that the PIC required re-training. The PIC ground and flight re-training is scheduled to begin on 5/1/2026 in accordance with the operator’s flight training manual with specific emphasis on crosswind landings, aircraft control, reverse thrust, differential thrust and airman decision making (adm).