RedactedNarrative: Operator#1 was operating V1 and his self-stated speed of 25 to 30 miles per hour fits the damage documented on V1 and V2. When Operator#2 slowed V2, Operator#1 continued toward V2 on V1. When Operator#1 realized he was on a collision path, Operator#1 let go of the throttle on V1. This effectively removed all steering input that Operator#1 would have applied in an effort to avoid the collision. Due to the design of the water jet engine on these vessels, removing power from the water jet removes their ability to maneuver more than a few degrees of change. This is commonly known as off throttle loss of steering. 
  
  V1 collided with V2 effectively utilizing V2's stern (rear) floor board as a ramp due to the level it sat in the water. V1 continued up through the rear handle of V2, and tilted to the starboard side (right facing the bow/front) causing damage to V2's starboard stern. At this point V1 became fully airborne and struck Operator#2 causing her injuries. Based on the injuries of Passenger, it is believed that Operator#2 was pushed forward by V1 and thus pushed Passenger forward. Passenger's head likely struck the starboard handlebar of V2 causing it to bend and causing Passenger's injury and unconsciousness. V1 continued, descending back towards the water, striking its port (left side facing the bow) stern on the starboard side of V2 near the bow causing additional damage.
  
  This collision happened near the middle of the river, upriver approximately 100 to 200 yards from the Laughlin Bridge at approximately 1435 hours on October 18, 2016. Valid information showing that the incident was clearly on the Arizona or Nevada side of the center of the river was unavailable. Based upon the statement by Operator#2 of believing that the water was becoming shallow, the collision was declared to be an Arizona collision as the shoreline gets much shallower on the Arizona side in this location.
  
  Following these collisions, all occupants were ejected. Passenger was unconscious and Operator#2 had immediately known broken bones.
  
  Damage to V1 appears to be a damaged left stabilizer fin, gel coat damage, paint transfer and a broken bow rub rail. Damage is estimated at $600. Vessel was impounded as evidence with NDOW.
  
  Damage to V2 appears to be fiberglass damage, gel coat damage, a broken handlebar and handlebar plastics, broken starboard mirror, broken rear handle and broken stern rub rail. Damage is estimated at $2500. Vessel was impounded as evidence with NDOW.
  
  Operator#1 was issued a citation on the scene for improper lookout causing a collision, Rule 5 of the United States Coast Guard Rules for Inland Navigation, citation number 97014. Operator#1 was obviously in distress over the incident and showed emotions that he felt responsible for the collision and subsequent injuries.
  
  Blood toxicology tests were submitted on both Operator#1 and Operator#2 by Bullhead City Police Department.
  
  Operator#2 received injuries in the form of a fractured spine, fractured scapula and fractured ribs on her right side. Passenger's injuries included contusions and a fractured skull on the front of her skull.
  