Westwind 1124A accident near Las Vegas, Nevada, August 28, 2026
On August 28, 2026 at about 8:45 am local time, a Westwind 1124A, registered CGIAW, was substantially damaged in an accident during takeoff near Las Vegas, Nevada (Harry Reid Intl airport). It was a business flight under foreign airline rules (Part 129). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 28, 2026 · about 8:45 am local time
- Place
- Las Vegas, Nevada · Harry Reid Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Westwind 1124A
- Registration
- CGIAW · no longer on the register
- Damage
- Substantial damage
- Flight
- Business flight · foreign airline rules (Part 129)
The NTSB's narrative preliminary · quoted from the NTSB record
On August 28, 2026, about 0145 Pacific daylight time, an IAI 1124A Westwind airplane, Canadian registration C-GIAW, was substantially damaged when it was involved in an accident at Harry Reid International Airport (LAS), Las Vegas, Nevada. The two pilots, and three medical crew members were not injured. The airplane was operated by SkyCare Air Ambulance and Charter as a Title 14 Code of Federal Regulations Part 129 air ambulance flight. According to the pilot, during the takeoff roll, the airplane’s left main tire burst when the airplane reached about 130 knots indicated, which was followed by an audible “thud” sound. The airplane then veered left and the pilot retarded the throttle levers, deployed the idle thrust reversers and pushed hard on the brakes and right rudder. In an attempt to regain control of the airplane the pilot released the left brake. However, the airplane exited the left side of the runway and traversed the runway safety area before it came to rest in an adjacent taxiway. The left main landing gear collapsed, and the right tire blew during the accident sequence. The runway surface revealed two parallel tire marks to the left of the runway centerline about midfield that were accompanied by irregular tire signatures and shredded tire material and brake components. The airplane’s lower fuselage sustained substantial damage. The airplane was recovered to the ramp area at LAS for further examination.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Sys/Comp malf/fail (non-power) during takeoff defining event
The aircraft
- Landing gear: retractable
The flight
- Destination: CYYZ Toronto
- Flight plan: IFR
- Runway 08L/, 14,835 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 250° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 24,000 ft; scat at 18,000 ft
- Temperature: 97°F (36°C), dew point 45°F (7°C)
- Altimeter: 29.91 inHg
- Observation at 1:00 am from KLAS, 1 miles away
Weather report (METAR): METAR KLAS 280756Z 25005KT 10SM SCT180 BKN240 36/07 A2991 RMK AO2 SLP091 T03560072 404390333
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.