RedactedNarrative: Operator1 stated that he was operating V1 downriver from the Laughlin Bridge area towards the Colorado Belle at 26 miles per hour. Operator1 stated that V2 was on the far right side of the river. Approximately 150 feet from V2 Operator1 realized V2 was in his path of travel. Operator1 let off the throttle and attempted to turn left. Operator1 stated that V1 did not turn and Operator1 then hit the back corner of V2 causing ejection from V1. 
  
  Following his ejection, Operator1 was assisted by bystanders. Operator1 reported that an uninvolved PWC assisted in towing V1 to the shoreline. Another uninvolved PWC assisted Operator1 to the shoreline by allowing Operator1 to hold the side of that PWC while it dragged him to the shoreline. Operator1 stated he believed something was wrong with V1 because it would not turn prior to the collision. I therefore confirmed twice more on scene, for a total of three times, that Operator1 was sure he removed all throttle input prior to the collision and while attempting to turn left. Each time Operator1 agreed this is what occurred.
  
  Operator1 stated that he had consumed zero alcohol and did not show any clues on a horizontal gaze nystagmus test. Operator1 stated he did not lose consciousness during or after the collision. Operator1 stated he had operated a PWC three times total in his life and had never taken a vessel operation safety course. Operator1 stated he could swim prior to the collision and that he had personally rented V1.
  
  I spoke with Operator2 at Fisherman''s Access and was informed that he was the operator of V2 at the time of the collision. Operator2 stated that he was at the Riverside Resort Dock, V2 was engaged into gear to hold it against the current and against the dock and V2 was not tied off to the dock. Operator2 stated that V2 was at the downriver side of the upriver dock at the Riverside Resort when the collision occurred. Operator2 stated that two unknown passengers aboard V2 and that he was attempting to load additional passengers when V1 struck the starboard side of V2 approximately mid-ship. Operator2 informed his passengers he needed them to depart V2, to which they complied. Operator2 then operated V2 downriver in an attempt to assist V1 and Operator1, but PWCs had already assisted them. Operator2 was unaware of who these passengers were and they had departed the scene.
  
  I was informed that Operator1 had a fractured right femur and abrasions to his right elbow; however no other injuries were apparent. I was informed Operator1 was being transferred to Sunrise Hospital in Las Vegas for additional treatment.
  
  At approximately 2005 hours I informed US Coast Guard Sector San Diego about the collision due to it involving a commercial vessel. Sector San Diego relayed that the owner of V2 had already reported the collision, but took the additional information regarding the investigation that I could provide.
  
  Operator1 is at fault for the collision. Due to limited experience operating PWCs combined with the aspects of vessel speed, moving current and an impending collision Operator1 removed his throttle input to V1. Therefore when Operator1 attempted to turn left, V1 was unable to make a left hand turn due to a condition known as off throttle loss of steering that is inherent with water jet vessels.
  