An IAI 1124A Westwind aircraft was involved in a runway excursion during takeoff from Harry Reid International Airport in Las Vegas, Nevada on August 28, 2026. The aircraft was departing runway 26R for Toronto-Pearson International Airport when it reportedly veered left during the takeoff roll.
According to the available information, ADS-B data indicates the aircraft was approximately 35 seconds into its takeoff roll and traveling at a ground speed of about 146 knots when it began veering left. The aircraft reportedly exited the side of the runway at approximately 130 knots, crossed a taxiway, and came to rest in the grass. The left main landing gear collapsed during the incident.
The available details do not identify any reported injuries. The cause of the runway excursion has not been determined. Investigators will need to examine aircraft systems, takeoff performance, runway conditions, pilot response, steering, braking, tire condition, wind, and other factors that may have contributed to the aircraft leaving the runway.
Runway excursions during takeoff can be extremely dangerous
A runway excursion occurs when an aircraft leaves the runway surface during takeoff or landing. During takeoff, the aircraft may be accelerating rapidly, generating lift, and transitioning from ground handling to flight. At high speed, even a small directional-control problem can become serious very quickly.
A takeoff-roll excursion is especially concerning because the pilot may have only seconds to decide whether to continue the takeoff, reject the takeoff, or attempt to maintain directional control. At higher speeds, stopping distance increases and the margin for avoiding runway departure decreases.
In this incident, the aircraft reportedly began veering left at a high ground speed and exited the runway at approximately 130 knots. A runway departure at that speed can expose the aircraft and occupants to substantial forces. The aircraft may cross uneven ground, strike signs or lights, collapse landing gear, damage fuel systems, or collide with other airport infrastructure.
A runway excursion investigation should examine the full takeoff sequence. Investigators should determine when the directional deviation began, how quickly it developed, whether the pilot attempted to reject the takeoff, whether the aircraft responded normally, and whether any mechanical or environmental issue affected controllability.
Directional control problems during the takeoff roll
Directional control during takeoff depends on multiple systems and pilot inputs. The aircraft must track the runway centerline while accelerating. Depending on aircraft type and speed, the pilot may use nosewheel steering, rudder, differential braking, thrust control, and other inputs to maintain alignment.
If an aircraft veers during takeoff, investigators may evaluate steering components, rudder effectiveness, brake behavior, tire condition, landing gear alignment, thrust asymmetry, runway surface condition, and pilot response. A sudden pull to one side can be caused by mechanical issues, braking imbalance, tire failure, uneven thrust, crosswind, contamination, or other factors.
A crosswind can also affect directional control during takeoff. Crosswinds can push the aircraft off the centerline, require timely control inputs, and increase workload during acceleration. Crosswind should not be assumed to have caused this incident, but wind conditions should be reviewed as part of the investigation.
Investigators should also examine whether the aircraft was aligned properly before takeoff power was applied, whether acceleration was normal, whether the crew identified the deviation quickly, and whether the aircraft’s systems responded as expected.
Rejected takeoff decisions and high-speed runway departures
A rejected takeoff is one of the most demanding procedures in aviation. Pilots must decide whether to stop the aircraft or continue the takeoff based on speed, runway remaining, aircraft performance, system warnings, directional control, and the nature of the problem.
At low speeds, rejecting a takeoff may be more manageable. At high speeds, the aircraft may require a long distance to stop. If a directional-control issue occurs near a critical speed, the crew may have very little time to respond. A delayed decision can allow the aircraft to continue accelerating or drifting until it exits the runway.
A runway excursion during takeoff can also raise questions about whether a hard landing or landing-gear stress occurred during the final movement off the runway surface. In this case, the left main gear reportedly collapsed after the aircraft exited the runway and crossed a taxiway before coming to rest in the grass. Investigators will need to determine whether the gear collapsed because of terrain impact, side loading, structural failure, or another factor.
High-speed runway excursions require careful review of cockpit actions, aircraft performance, braking, steering, and runway environment. The fact that an aircraft came to rest without a more serious outcome does not mean the event was minor.
Landing gear collapse and aircraft damage
The reported collapse of the left main landing gear is an important part of the investigation. Landing gear may collapse when it is overloaded, side-loaded, structurally damaged, improperly maintained, or subjected to forces beyond its design limits. A gear collapse can also occur when an aircraft leaves pavement and encounters uneven terrain.
Investigators should examine whether the landing gear functioned properly before the excursion, whether the gear collapsed because of the runway departure, and whether any preexisting condition contributed to the failure. Maintenance records, inspection history, component condition, and post-incident wreckage examination may all be relevant.
Aircraft maintenance can become a central issue when a mechanical system fails or does not perform as expected. Maintenance investigators may review landing gear records, steering components, braking systems, tires, hydraulic systems, and any prior discrepancies involving directional control or gear operation.
If an Airworthiness Directive applied to any relevant aircraft system, investigators should determine whether it was properly complied with. Airworthiness directives can address unsafe conditions involving aircraft structures, landing gear, flight controls, engines, or other components.
Brake, tire, steering, and thrust issues to evaluate
A takeoff-roll veer may involve one or more aircraft systems. If a brake drags or applies unevenly, the aircraft may pull to one side. If a tire fails, loses pressure, or experiences damage during acceleration, directional control may be affected. If nosewheel steering malfunctions, the aircraft may not respond as expected. If engine thrust is asymmetric, the aircraft may yaw or drift.
An investigation should examine tires, brakes, anti-skid systems, hydraulic systems, steering linkages, landing gear geometry, engine data, and cockpit indications. Investigators may also review whether the crew reported any abnormal vibration, sound, warning, or handling issue before the runway departure.
Avionics and onboard systems may help reconstruct the event. Depending on the aircraft’s equipment, investigators may be able to review recorded parameters, alerts, navigation data, heading changes, groundspeed, and other information showing how the deviation developed.
Because the aircraft reportedly crossed a taxiway before stopping in the grass, the runway excursion path should also be documented. Tire marks, pavement scars, broken lights, ground impressions, and debris can help establish the aircraft’s movement and forces during the event.
ADS-B data and accident reconstruction
The available details state that ADS-B data showed the aircraft was approximately 35 seconds into the takeoff roll and traveling at about 146 knots when it began veering left. ADS-B data can be useful, but it is only one part of the investigation. It may show position, groundspeed, track, and timing, but it may not explain why the aircraft departed the runway.
Flight data can help investigators reconstruct the aircraft’s acceleration, path, speed, and heading changes. If additional onboard data is available, it may also help evaluate braking, engine parameters, control inputs, warnings, and system behavior.
Some aircraft have cockpit voice recorders or flight data recorders, while others may not. A black box can provide crucial information when available, but investigators may also rely on ADS-B, airport surveillance video, air traffic control communications, maintenance records, pilot statements, and physical evidence.
A complete reconstruction should compare electronic data with runway marks, aircraft damage, witness observations, and airport conditions. The goal is to determine not just where the aircraft traveled, but why it left the runway.
Airport and runway conditions
Runway conditions can contribute to takeoff and landing incidents. Investigators should determine whether runway 26R was dry, wet, contaminated, or affected by rubber deposits, debris, construction activity, or surface irregularities. They should also examine lighting, markings, airport operations, and any notices to airmen that may have been relevant.
If there was construction, debris, or another hazard in the area, that should be evaluated. If the runway surface was normal and dry, investigators may focus more heavily on aircraft systems, pilot inputs, and wind.
Air traffic control errors are not suggested by the provided facts, but communications may still be reviewed as part of the normal investigation. Investigators may examine takeoff clearance, runway assignment, any crew reports, emergency calls, and airport response.
Airport surveillance footage may also be important. Cameras may show the aircraft’s alignment, acceleration, point of deviation, runway departure, taxiway crossing, and final resting position.
Evidence to preserve after a runway excursion
Important evidence should be preserved quickly after a runway excursion. This may include the aircraft, landing gear, tires, brakes, steering components, hydraulic systems, engine data, maintenance records, cockpit data, ADS-B data, air traffic control recordings, airport surveillance video, runway inspection records, weather data, and witness statements.
A formal NTSB preliminary report may provide early factual details about the aircraft, crew, runway, weather, damage, and initial sequence of events. The preliminary report generally does not identify the final probable cause. That determination usually comes later, after technical analysis is complete.
An accident report can be helpful, but it should not be treated as the only evidence. In runway excursion cases, physical evidence and electronic data are often critical. Tire marks, gear damage, brake condition, runway marks, and recorded speed or track data can be essential to understanding what happened.
A preservation letter can help protect maintenance records, electronic data, airport video, aircraft components, and communications before they are overwritten, repaired, moved, or discarded.
Legal issues after a runway excursion
Legal responsibility after a runway excursion depends on the evidence. Potentially responsible parties may include the aircraft owner, operator, maintenance provider, component manufacturer, airport operator, pilot, or another person or company whose conduct contributed to the event.
An aviation accident attorney can evaluate whether the runway excursion involved pilot error, improper maintenance, landing gear failure, braking problems, steering issues, tire failure, runway condition, inadequate warnings, or another preventable issue.
A legal claim requires proof of causation. The evidence must connect the unsafe act, defective component, maintenance failure, runway condition, or operational error to the runway excursion and resulting harm. In aviation cases, causation often involves several contributing factors rather than one isolated mistake.
The investigation may also require an expert witness to evaluate aircraft performance, mechanical systems, runway excursion dynamics, pilot response, maintenance practices, and accident reconstruction.
Injuries and damages after a runway excursion
The available information does not identify any reported injuries from this incident. Still, runway excursions can cause serious injuries when an aircraft leaves pavement at high speed, collapses landing gear, strikes terrain, or comes to an abrupt stop. Occupants may experience impact forces, sudden deceleration, falling cabin contents, evacuation hazards, or fire risk.
In more severe runway excursion cases, occupants may suffer traumatic brain injury, spinal trauma, fractures, burns, internal injuries, or other serious and catastrophic injuries. Injuries can also occur during emergency evacuation if passengers must exit quickly over uneven ground or damaged aircraft components.
When injuries occur, damages may include medical bills, lost income, future treatment, pain, impairment, and emotional distress. Economic damages can include measurable financial losses, while non-economic damages can include pain, mental anguish, and loss of normal life.
If a runway excursion results in fatal injuries, surviving family members may have a wrongful death claim depending on the facts and applicable law.
Speak With an Aviation Accident Attorney
Spagnoletti Law Firm represents individuals and families affected by serious aviation accidents. Our attorneys work with qualified experts to investigate runway excursions, takeoff accidents, aircraft maintenance, landing gear failures, braking and steering issues, flight data, runway conditions, and the evidence needed to determine what happened.
We offer a free consultation, and we handle aviation accident cases on a contingency fee basis, meaning there are no upfront attorney’s fees and we are paid only if we recover compensation for you.
If you or a loved one has been impacted by an aviation accident, call Spagnoletti Law Firm at 713-804-9306 or contact us online.