I spoke with the passenger of vessel #1, V1 passenger.  V1 passenger said they were all going about 50 mph  South bound.  Their PWC was behind the other one.  The PWC turned in front of them and Operator1 tried to turn but the accident happened too fast.  He said they hit the other PWC and ramped over them.  Operator1 had been released from Good Samaritan without treatment for any injuries.  She was shaken up and hyper ventilating but not injured.                   
     On 07-07-11 I photographed the damage on the PWC''s.  At 3:00 p.m. V2 occupant was preparing for surgery in Deaconess Hospital to place a pin in her right leg.  She broke the femur during the accident.  V2 occupant said she was a passenger on the PWC with Operator2 operating.  She said they were in front of Operator1 and turned right.  The other PWC hit their PWC from the side and she went into the water.  I met Operator2 and Operator1 at their residence at 5:30 p.m.  Operator1 filled out a written statement.  Operator2 said he did not remember any of the accident.  Operator2 said he sustained a concussion with bruising, 4 broken ribs with a bruised lung and a broken vertebrae in his spine.  I issued each operator a BAR to fill out and return.  Operator1 was cited for operation of a watercraft without granting the right of way to an overtaken boat.  Operator1''s mother was cited for allowing the operation of a PWC by a 14 year old without a boater safety certificate-parental responsibility.  Mother said she was unaware of any age requirement for operators of watercraft or the requirement of a sounding device for PWC''s.       
     On 07-08-11 I took measurements and diagrammed the damage evidence assessment for the PWC''s.  The damage assessment shows an initial impact area on vessel #2 on the starboard side 3 1/2 feet from the stern.  The angle of impact is approximately 125 degrees.  The transition from on plane to a right turn of vessel #2 increased the starboard side exposure of the PWC.  The attitude (bow elevation) of vessel #1 was on plane and consistent with the initial impact area 20" from the bow and 1" on the starboard side of the hull.  Vessel #1 pivoted upward upon striking vessel #2 causing vessel #2 to roll down on the starboard side and rotate.  The path of engagement for vessel #1 was approximately 125 degrees as it ramped vessel #2.  The port handlebar was the exit point for the accident.  All 4 persons were ejected from the PWC''s.  Operator1 said she let off the gas and was unable to turn to avoid hitting vessel #2.  
       Operator1 is at fault for the accident.  Contributing factors for the operator of vessel #1 are, operator inexperience (following too close/e...

Whittington                   