Unit 1 was heading west bound at approximately 30 - 40 mph.  As unit 1 turned heading south, unit 1 collided with unit 2.  A good samaritan stopped and assisted the operator of vessel 1.  The crash occurred outside a no wake area, near the shoreline.  Point of impact was at the hull of vessel 2 near the engine compartment and rear engine cover cowling.  This location is at the front of the  operator's position, and near the handle bar steering controls.  The fiberglass at this location was cracked the worst.  It was also fractured inward, showing the direction of force.

Damage to vessel 1 occurred at the bow, on the keel, below the bow eye, near the middle chine.  Minimum planing speed for vessel 1 would be approximately 20-25 mph and this would cause an over-ride situation where vessel 1 would go over vessel 2.  On plane vessel 1 is a high profile vessel causing the bow to ride high in the water and to cause the stern to set lower, due to the weight of the vessel and the engine.  This makes for a good ramping situation, because the bow wants to climb over items in the water and the weight in the rear of the boat to want to depress the item being driven over.

The PWC attitude as it sits in the water is a very low profile, with about 21 inches of height above the water, depending on the weight of the operator.  The weight of the pwc, being light, also plays into the craft being depressed into the water.  This makes for a good ramping situation.  The initial approach and impact angle of vessel 1 in relation to the centerline of the pwc was approximately 225 degrees, + or - 15 degrees.

Upon impact the pwc most likely did not yaw much, due to the point of impact being close to the center of gravity and balance.  The pwc did most likely roll, causing the port side to go down and the starboard side to rise.  At the same time the pwc was depressed downward into the water, causing a ramping or over ride situation.  The pwc went under along the port side of vessel 1 where it slid out from under the boat near the port side lifting strake.  The operator of the pwc most likely went under vessel 1 along the starboard side.  This would account for the injuries to the rear left side of his head and the propeller cuts to his left leg and left hand.  A mark on vessel 1 appears to be a black rubber scuffmark made by a boot worn by the operator.

The body of the operator was taken to the nearest dock for medical assistance.  He was transported to the hospital where he was pronounced dead by medical staff.  The coroner's autopsy reported that the operator sustained blunt force trauma to the head, causing a skull fracture, and traumatic partial amputation to the left leg.  Both injuries were life ending.
Antioch                       