20250715012339A

On July 15, 2025, at 10:38 pacific standard time (PST), a Beechcraft 95-B55 (T42A), experienced a loss of control on takeoff that resulted in a collision with the runway and airport property at North Las Vegas Airport.

The 14 code of federal regulations part 91 personal flight departed chino airport (kcno), chino, California with a planned destination of North Las Vegas Airport (kvgt), North Las Vegas, Nevada. The pilot-in-command (PIC) landed on runway 12R at kvgt at approximately 10:23 PST. At 10:26 PST, the PIC taxied on taxiway b (bravo) and held short of runway 12R at taxiway a (alpha) for departure. At 10:38 PST, the aircraft was cleared by vgt tower to depart runway 12R. During the takeoff roll, the aircraft made a series of abrupt nose up and down pitch changes onto the runway that progressively increased in pitch and height until the aircraft nose landing gear collapsed and the right main landing gear sheared from the aircraft. The aircraft departed the right side of runway 12R and struck a runway edge light. The aircraft came to rest approximately 200’ feet past the intersection of taxiway h (hotel). The FAA certificated private pilot was not injured. The aircraft received substantial damage.

The weather at the time of the accident was clear, 10SM visibility, temperature 99 degrees, altimeter 29.87IN, with wind reported 100 degrees at 15 knots.

The investigation examined airport security camera video time stamped footage of the accident aircraft taxing on taxiway b to runway 12R with the wing flaps fully extended. The video evidence also shows the aircraft attempting to depart the runway with the wing flaps fully extended. Photographs taken at the accident scene also indicate the wing flaps in the extended position.

An examination of the aircraft revealed the aircraft sustained substantial damage to the forward fuselage and left-wing structure at the wing root. Both engine propellers exhihibted bending damage consitent with takeoff power being applied to both engines. Both left and right engines had sheared engine mounts. The right main landing gear wheel/tire was seperated during the accident sequence. An examination of the cockpit controls was made. The three position detent switch that controls the wing flap position was in the down detent position. Electrical power was applied to the flap position indicator and it also indicated the wing flaps were in the extended full down 30 degree position. The post accident inspection of the aircraft flight controls revealed full flight control continuity with elevator, ailerons and rudder. The pitch and rudder trim controls and indicators were found to be in normal position for takeoff. The flight control trim tabs for the elevator, rudder and ailerons were in their normal positions and had unrestricted movement when examined. The third-party aircraft checklist in the accident aircraft was examined. The pre-takeoff checklist indicates wing flaps to be in the zero degree “up” position. The pilots operating handbook (POH) and FAA approved airplane flight manual (AFM) was examined. The performance chart for a normal takeoff indicates wing flaps to be in the “up” position.

On July 21, 2025, the pilot-in-command (PIC) provided a telephone statement. The PIC stated that on July 15, 2025, he flew the accident aircraft from kcno to kvgt and after landing at kvgt he intended to return to kcno. The pilot stated that after landing at kvgt he taxied back to runway 12R for departure. The PIC stated he set 10 degrees of flaps for takeoff. The pilot stated he was using the third-party checklist in the aircraft. The PIC stated on takeoff roll the aircraft could not hold airspeed or climb. The PIC stated there were no issues with the flight controls prior to the event and the aircraft was fully operational prior to the accident.

The root cause of the accident was the pic's use of full flaps for takeoff resulting in a loss of pitch and directional control.