# NTSB WPR25LA038: Dehavilland DHC-6-300, N241SA, Boulder City, NV, November 15, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: November 15, 2024, 09:03 local (17:03 UTC) - Place: Boulder City, NV - Coordinates: 35.945843, -114.85885 - Nearby events: https://openairdocs.org/map.md?lat=35.9458&lon=-114.8589&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: No injuries - Injuries: 16 uninjured - Status: Completed, report September 18, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 195495 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR25LA038 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195495/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195495 - Page: https://openairdocs.org/ntsb/WPR25LA038 ## Probable cause A loss of directional control during the landing roll in gusting crosswind conditions. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Dehavilland DHC-6-300, 2 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=2802630), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Dehavilland DHC-6-300, 4 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2802630), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: sudden wind shift](https://openairdocs.org/ntsb-findings/03034010): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate (probable cause); cases with it: [Dehavilland DHC-6-300, 1 case](https://openairdocs.org/ntsb-findings/03034010/cases.md?model=2802630), [All aircraft, 114 cases](https://openairdocs.org/ntsb-findings/03034010/cases.md) - [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate (probable cause); cases with it: [Dehavilland DHC-6-300, 1 case](https://openairdocs.org/ntsb-findings/03034040/cases.md?model=2802630), [All aircraft, 1,008 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Dehavilland DHC-6-300, 1 case](https://openairdocs.org/ntsb-events/400/sequence.md?model=2802630), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [Dehavilland DHC-6-300, 3 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2802630), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Dehavilland DHC-6-300, 4 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2802630), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The crew of the Part 135 sightseeing flight was returning from a tour when they encountered strong, gusting crosswinds during the landing approach at velocities approaching the airplane’s maximum demonstrated crosswind component (a value which the airplane’s flight manual stated is not considered limiting). The crew elected to continue the approach and land on the airport’s longest and widest runway. The captain, who was the pilot flying, configured the airplane with reduced flaps in accordance with the manufacturer’s crosswind landing recommendations. Both pilots stated that the approach and touchdown were stable and on the centerline; however, shortly after touchdown, a gust or shift in wind direction caused the airplane to veer left. Despite the captain’s corrective control inputs, the airplane departed the runway and struck a runway distance marker, resulting in substantial structural damage. Examination revealed no mechanical anomalies with the flight controls or brakes; neither the crew nor passengers were injured. Review of recorded weather information indicated that the wind conditions encountered during landing were slightly higher than forecast and higher than that reported during departure. Weather at nearby airports showed even higher wind velocities, which would have resulted in comparable or greater crosswind components for their runways. Given that all nearby airports were affected by similar conditions, a diversion was unlikely to provide improved landing conditions. ## Factual narrative On November 15, 2024, about 0903 Pacific standard time, a De Havilland DHC-6-300 airplane, N241SA, was substantially damaged when it was involved in an accident near Boulder City, Nevada. The two pilots and 14 passengers were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 revenue sightseeing flight. The flight was returning from a tour of the Grand Canyon, after departing from its base of Boulder City Municipal Airport (BVU), about 0800. The crew checked the weather conditions during the initial stages of the landing approach into BVU and noted that the wind had increased since takeoff, and was now out of the southwest gusting to about 27 kts. As they got closer to the airport, they rechecked wind and communicated with the operator, who repeated the weather and stated that all runways were exhibiting crosswinds. The crew then decided to land on runway 27 because it was the longest and widest. The captain was the pilot flying during the landing. The crew decided to perform the landing with 10° flaps due to the strong wind, and they both reported that the approach was stable and the airplane touched down smoothly and on the runway centerline. The captain stated that, shortly after touchdown, the wind changed and the airplane started veering to the left. He countered with right rudder and left aileron, but after the airplane straightened out he felt the left wing lift. He then applied more left aileron control and the airplane departed the runway to the left. The airplane impacted the 3,000 ft runway remaining sign about 1,750 ft from the landing threshold. The captain moved the power levers to reverse, applied brakes, and the airplane came to rest short of a series of drainage ditches. The captain was able to taxi the airplane back to the ramp uneventfully. The airplane sustained substantial damage to the floor beams beneath the cockpit and the station 44 bulkhead. Postaccident examination did not reveal any anomalies with either the flight controls or wheel brake system that would have precluded normal operation. Crosswind Landings The Normal Procedures section of the airplane’s flight manual stated that the maximum demonstrated crosswind component with flaps set to 37.5° was 20 kts measured at 6 feet, equivalent to 27 kts at 50 feet. The manual stated that this was the maximum wind velocity encountered during crosswind landing flight testing and is not considered limiting. The manual stated that, in strong crosswinds, landing with reduced flaps is recommended to reduce the crosswind component (as a percentage of airspeed) at touchdown. The flight manual provided guidance for crosswind landing techniques, stating that the preferred method was for the upwind wing to be lowered during the approach with sufficient opposite rudder applied to align the aircraft with the runway. During the flare and rollout, both of the control inputs must be increased as the airplane slows. The nose wheel should be held on theground during the ground roll, along with “into wind” aileron. Directional control should be maintained with rudder only unless it becomes absolutely necessary to use nose wheel steering. There were no brake application speed limitations, with the manual recommending that brakes should be applied as required after nose wheel contact. Meteorological Information At 0855, the BVU weather reporting station indicated wind from 220° at 23 kts gusting to 28 kts. About that time, the two closest airports, Henderson (HND) and Las Vegas (LAS) both reported similar wind directions, with velocities gusting to 30 kts and 38 kts, respectively. The runways at HND were oriented 17/35 and the runways at LAS were oriented 8/26 and 1/19. Wind at BVU about the time of takeoff was from 210° at 19 kts. A terminal aerodrome forecast for HND current at the time of departure indicated wind velocities through 1100 from 220° at 12 kts gusting to 22 kts, and later increasing to 17 kts, gusting to 27 kts. Runway 27 at BVU was 5,103 ft long and 75 ft wide. The other runway, which was oriented 15/33, was 3,852 ft long and the same width. ## Aircraft - Registration: [N241SA](https://openairdocs.org/aircraft/N241SA), registered now, S/N 556, built 1977 (OpenAirDocs) - Reported make and model: DEHAVILLAND DHC-6-300 - Registry model: [Dehavilland DHC-6-300](https://openairdocs.org/model/dehavilland-dhc-6-300) (registry code 2802630) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A-27 series](https://openairdocs.org/engine/pratt-whitney-pt6a-27-series) (registry code 52141, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 556 - Year built: 1977 - Airframe hours: 61757.6 - Engines: Pratt and Whitney PT6A-27 620 horsepower turbo prop; Pratt and Whitney PT6A-27 620 horsepower turbo prop - Damage: Substantial damage - Flight: Other work use, Part 135 - Operator: Grand Canyon Airlines, Inc., doing business as Grand Canyon Scenic Airlines - Registered owner: Diamond Bar LLC - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, October 15, 2024, 68 hours before - Destination: Same as departure - Flight plan: Company VFR - Airport: BVU, Boulder City Muni, runway 09/27, 5,103 × 75 ft, asphalt - Equipment: Onboard weather, Satellite tracking device, Electronic flight bag or handheld device, ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 10, 2024; seat: left; restraint: 4-point; flight hours: 2,089 total, 307 in this make and model, 2,004 as pilot in command, 129 in the last 90 days, 32 in the last 30 days, 1 in the last 24 hours - Co-pilot; age 28; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review June 13, 2024; seat: rear; restraint: 4-point; flight hours: 1,150 total, 583 in this make and model, 395 as pilot in command, 130 in the last 90 days, 22 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 23 knots, gusting 28 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 30 °F - Altimeter: 29.70 inHg - Observed at: KBVU - METAR: METAR KBVU 151655Z AUTO 22023G28KT 10SM CLR 14/M01 A2970 RMK AO2= ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20241115019979A](https://openairdocs.org/incident/20241115019979A), Nov 15, 2024: Dehavilland DHC-6-300, Boulder City, NV, Substantial damage. 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… ## Other investigations on N241SA (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB DEN00FA085](https://openairdocs.org/ntsb/DEN00FA085), May 5, 2000: de Havilland DHC-6-300 (N241SA), Monument Valley, UT, substantial damage. Probable cause: The pilot-in-command's failure to maintain directional control. A factor was wind shear. ## Docket (5 files) The files NTSB released with the investigation on September 18, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195495. 4.8 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 12 pages, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19502035&FileExtension=pdf&FileName=r_6120_Redacted-Rel.pdf - Operator-provided statements (item 2, PDF, 2 pages, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19502147&FileExtension=pdf&FileName=r_Operator-Provided%20Statements_Redacted-Rel.pdf - Pilot statements to bvu airport ops (item 3, PDF, 2 pages, 630 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19502332&FileExtension=pdf&FileName=r_Pilot%20Statements%20to%20BVU%20Ops_Redacted-Rel.pdf - DHC-6 flight manual excerpt (item 4, PDF, 2 pages, 223 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19502216&FileExtension=pdf&FileName=DHC6300.POH-AFMIR.POH-AFMLanding_98-Rel.pdf - Photos (item 5, PDF, 3 pages, 2 photos, 730 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19502342&FileExtension=pdf&FileName=Photos-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.