Accident Sequence
On August 9, 2025, about 1240 Pacific daylight time, a De Havilland DHC-6-300, registration N189GC, was substantially damaged when it was involved in an accident near Whitmore, Arizona. The airplane was operating as a Title 14 Code of Federal Regulations Part 135 on-demand air taxi flight. Six passengers sustained minor injuries; the captain, first officer, and remaining eight passengers were not injured.
The flight departed from Boulder City Municipal Airport (BVU), Boulder City, Nevada, to transport passengers to Grand Canyon Bar Ten Airstrip (1Z1), Whitmore, Arizona, where they were scheduled to begin a river tour. The airplane was the second in a group of four scheduled to arrive at about the same time. The first airplane was a Cessna 208 (Caravan), and the remaining three were similarly equipped DHC-6-300s.
1Z1 is a remote airstrip at an elevation of 4,100 ft msl, within a 2½-mile-wide valley surrounded by steep terrain. It has a single 4,600 ft long by 40 ft wide north/south oriented runway, with 4,000 ft consisting of a 33 ft-wide asphalt chip seal surface.
The airstrip lacked a weather reporting station. The crew checked area weather before departure, which indicated gusting winds out of the west. Pre-flight preparations, boarding, and the en route cruise segment were uneventful, with the first officer flying the airplane. During the final stages of cruise, the crew checked weather at Grand Canyon West airport (1G4), 38 miles southwest of 1Z1, which reported wind from 270° at 13 knots, gusting to 22 knots. The crew consulted with the Caravan pilot, who had just departed after dropping off passengers; he stated wind conditions were strong, variable, and gusting, but favoring runway 16.
The crew discussed arrival and landing procedures and decided runway 16 was most prudent based on prevailing wind conditions and terrain clearance for a potential go-around. They configured the airplane for descent, with the captain assuming pilot flying duties.
The captain reported that the final approach was stable, on speed, and on centerline. Gusting winds caused airspeed changes but did not require large power adjustments. Due to westerly winds, the captain maintained a crab angle on final. As they neared the runway, she observed windsocks “pegged” indicating winds directly out of the west.
Shortly after touchdown, between 500 and 1,000 ft beyond the threshold, the captain maintained directional control with right aileron and left rudder, tracking the runway centerline while retarding engine power levers to zero-thrust. Approaching the runway midpoint, she felt the airplane being “pushed.” She maintained full left rudder and began releasing right aileron pressure. The airplane then departed the runway surface to the right, entering the dirt edge of the paved surface. She maintained runway heading but could not steer back onto the pavement.
The gravel area became bumpier. Approaching a ditch, the captain applied aft control yoke to raise the nose and prevent the nose gear from digging in. Ground disruptions and runway markings were consistent with the airplane swerving left as terrain rose. The left wingtip struck the runway, and the airplane began a sharp right turn about when the captain applied brakes and retarded engine controls further.
The airplane then struck a deep ditch beyond and to the right of the departure end of the runway, coming to rest upright. The crew secured the airplane and evacuated passengers. The airplane sustained substantial damage to the left wing and entire forward fuselage structure during the accident sequence.