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Aircraft damaged after striking capybara during landing at Ogle
Newsroom.gy
A Trans Guyana Airways (TGA) aircraft was damaged Tuesday evening after striking a capybara during landing at the Eugene F. Correia (Ogle) International Airport, Ogle.
The aircraft, a Beechcraft 1900 bearing registration 8R-GAQ, had arrived from Suriname shortly after 6 PM when the incident occurred.
Preliminary information indicates that the aircraft’s propeller made contact with the animal on the runway. The impact resulted in substantial damage to the aircraft and caused it to veer off the runway.
Despite the extent of the damage, no injuries have been reported among passengers or crew. A senior company official confirmed that all occupants were safe following the incident.
The Beechcraft 1900 is a twin-engine turboprop aircraft commonly used for regional operations. According to available flight data, aircraft 8R-GAQ regularly operates routes between Guyana and neighbouring destinations, including Suriname.
Authorities are expected to conduct a full investigation to determine the circumstances surrounding the incident, including how the animal gained access to the runway.
Further updates are expected as more information becomes available.
https://newsroom.gy/2026/04/14/aircraft-damaged-after-striking-capybara-during-landing-at-ogle/
Plane veers off runway at North Perry Airport
David Dwork, Digital Journalist
PEMBROKE PINES, Fla. — First responders
rushed to a South Florida airport on Tuesday following an incident on a runway.
Emergency crews arrived to North Perry Airport in Pembroke Pines around 6:11 p.m. due to a plane traveling off of a runway.
Officials said the small plane veered off the runway due to one of its breaks locking up.
There were two people on board at the time, according to authorities.
No injuries were reported.
https://www.local10.com/news/local/2026/04/14/plane-veers-off-runway-at-north-perry-airport/
32,000-gallon jet fuel leak at Joint Base Andrews in Maryland sparks investigation
By JT Moodee Lockman
April 14, 2026
An investigation is underway after 32,000 gallons of jet fuel leaked at the U.S. Air Force's Joint Base Andrews in Maryland between January and March, according to the State Department of the Environment (MDE).
Officials said the leak came from a refueling system, which has since been isolated and shut down.
A contractor, Clean Harbors, is working to clean up the leak and investigate the cause of the system failure, MDE officials said.
Some of the fuel reached Piscataway Creek, which leads into the Potomac River, according to MDE. However, officials said there is no threat to drinking water as the intake pipes are located upstream.
Officials from the base said the leak was discovered when installation staff saw a visible sheen and smelled fuel odors on Piscataway Creek within the boundaries of the base on March 23.
Leaders on the base said staff and federal agencies, including the National Response Center and Environmental Protection Agency, were notified of the leak, and mitigation measures were initiated.
"The installation continues to work closely with regulatory partners to ensure all appropriate steps are taken to address the release and protect surrounding waterways and ecosystems," officials said in a statement. "The base is also coordinating with public health agencies to ensure the safety and well-being of the base populace and surrounding communities."
MDE is still working to assess the full impact of the leak on local waterways by collecting water and soil samples.
"While Maryland values its deep ties to federal defense installations across the state, contaminating Maryland's land and water is unacceptable," Secretary of the Environment Serena Mcilwain said. "The state and the local community deserve answers and a robust response."
https://www.cbsnews.com/baltimore/news/maryland-joint-base-andrews-jet-fuel-leak/
House passes aviation safety bill in response to deadly midair collision near D.C.
By Caitlin Yilek, Olivia Rinaldi
April 14, 2026
Washington — The House on Tuesday passed its version of an aviation safety bill, months after it rejected separate legislation that cleared the Senate with unanimous support and angered families of the victims of a deadly midair crash near Ronald Reagan Washington National Airport.
In a 396 to 10 vote, the House approved the ALERT Act, which came in response to the January 2025 collision between an American Airlines passenger jet and an Army Black Hawk that killed all 67 people aboard both aircraft.
The ALERT Act would require all aircraft, including military planes, that fly near busy airports to install safety instruments that can receive data about the locations of other aircraft in the vicinity. Most planes already have technology that broadcasts their locations, called ADS-B Out, but are not equipped with collision-avoidance technology referred to as ADS-B In.
If American Airlines 5342 was equipped with ADS-B In, it could have prevented the fatal accident, according to the National Transportation Safety Board and victims' families. The bipartisan bill would also require military aircraft to install collision-prevention technologies by 2031, with exceptions for fighters, bombers, drones and other special mission aircraft.
House GOP leaders fast-tracked the bill, which required support from two-thirds of members for passage. The Senate version, known as the ROTOR Act, failed by one vote in February after the Pentagon reversed its support for the legislation.
The Pentagon originally endorsed the ROTOR Act in December after the Senate passed the legislation. But just days before the House took it up, the department said its enactment "would create significant unresolved budgetary burdens and operational security risks affecting national defense activities."
The House bill also addresses helicopter route safety and separation requirements, which the NTSB determined to be the probable cause of the 2025 collision. The legislation also seeks to improve air traffic control training and processes.
In February, the NTSB said the ALERT Act fell short of addressing its 50 recommendations after the crash, including equipping all aircraft with the technology to receive more precise information about the locations of other aircraft. House lawmakers amended the bill, which the NTSB said would require the Department of Transportation, Department of Defense and FAA "to take actions that, when completed, would address our recommendations."
But victims' families said in a statement Tuesday that the ALERT Act still does not go far enough in addressing issues that caused the crash.
"The collision prevention technologies ALERT relies upon are not market ready and could take years to become widely available," they said. "Without installation-ready technology, broad waiver requests from industry will follow, and Congress will face immediate pressure to delay compliance rather than enforce it."
The leaders of the Senate Transportation Committee — Sens. Ted Cruz, a Texas Republican, and Maria Cantwell, a Washington Democrat — released a bipartisan statement in March saying the ALERT Act would fail to prevent deadly midair collisions by not having a clear requirement for the implementation of the ADS-B technology.
Cruz argued Tuesday that the ROTOR Act is still the better option and called for the "significant issue" to be addressed.
"Congress should not advance a bill that neither improves aviation safety nor closes the loopholes that have allowed operators, including the military, to fly blind in congested airspace," he said.
https://www.cbsnews.com/colorado/news/house-passes-alert-act-aviation-safety-bill/
NTSB Prelim: Piper PA-28-140
Student Pilot Arrived At The Whiteside County Airport (Sqi) In Rock Falls, Illinois, Around 1430 To Complete His 10th Solo Flight
Location: Rock Falls, IL Accident Number: CEN26FA141
Date & Time: March 20, 2026, 15:03 Local Registration: N9913W
Aircraft: Piper PA-28-140 Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Instructional
On March 20, 2026, about 1503 central daylight time, a Piper PA-28-140 airplane, N9913W, was destroyed when it was involved in an accident near Rock Falls, Illinois. The student pilot sustained fatal injuries. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
The student pilot’s flight instructor stated that the student pilot arrived at the Whiteside County Airport (SQI) in Rock Falls, Illinois, around 1430 to complete his 10th solo flight since receiving his solo endorsement on February 12, 2026. According to the instructor the wind had been variable throughout the day and favored both runway 36 and runway 25 with windy conditions. The instructor stated that the student pilot was going to use runway 25 but was unsure what flight maneuver he was going perform for the local area flight. At 1503, an automatic crash detection alert was received by local emergency services from the student pilot’s Apple iPhone. At 1510, first responders discovered the airplane upright in an agricultural field 1,100 ft south of runway 25. There were no witnesses who observed the accident.
The airplane came to rest upright on a heading of about 323°. The main debris field was about 36 ft in length on a heading of about 087° with the initial impact point ground scar containing fragments of the left wing tip and leading edge. A second impact ground depression was about 22 ft past the intimal impact point and contained forward fuselage debris. The left wing was separated from the airframe and found 67 ft past the initial impact point.
A secondary debris field extended past the airframe on a heading of about 087° and contained various baggage compartment items, sections of the cockpit instrument panel and interior, and personal items. The right flap and flap control system were found in the full down position with the flap handle (Johnson bar) locked in that position. The flap handle was manipulated by hand and operated normally, however, the flap control cable between the bar and roller chain was jammed by impact damage and was unable to rotate the flap torque tube. Flight control continuity was established between all flight control surfaces and their respective cockpit controls. The elevator and aileron flight control cables had separations at the forward fuselage and spar box consistent with overload failure. The left pilot seat lap belt was found with the latch engaged but the left sidewall belt attachment pulled free from the airframe structure.
The engine crankshaft was rotated by hand by the propeller and continuity to the accessory section was established. The magnetos were removed and rotated with a drill with spark was observed on all leads. The engine driven fuel pump was also removed with fuel observed in the pump. The entire fuel system was found compromised and open to atmosphere in numerous locations consistent with impact damage. Fuel was only observed in the left fuel tank fuselage fuel line and the left wing fuel tank exhibited hydrologic deformation. No blockages were observed in the fuel lines, all fuel screens were clean, and the fuel selector operated normally.
The airplane was not equipped with an ADS-B Out transponder, and the Mode C transponder was found in the off position. The flight instructor stated that this was not unusual because the student pilot kept the radios off due to the airplane not being equipped with an avionics master switch.
A review of the student pilot’s logbook showed about 20 hours of recorded total flight time; 11.1 hours of dual instruction, and 3.8 hours of recorded solo time as of the logbook’s last entry on February 15, 2026. The flight instructor stated that the student pilot had flown an additional six solo and three dual instruction flights since February 15, 2026. Additionally, the student pilot had performed three unassisted takeoffs and landings with the flight instructor earlier in the day and the flight instructor had no concerns with him performing further solo flights.
A uAvionix Sentry ADS-B IN unit and an Apple iPhone were recovered and retained for further examination.
FMI:Â www.ntsb.gov
Today in History
24 Years ago today:Â On 15 April 2002 Air China flight 129, a Boeing 767-200, impacted a mountain while on approach to Busan-Gimhae, South Korea, killing 129 occupants; 37 survived the accident.
| Date: | Monday 15 April 2002 |
| Time: | 11:21 |
| Type: | Boeing 767-2J6ER |
| Owner/operator: | Air China |
| Registration: | B-2552 |
| MSN: | 23308/127 |
| Year of manufacture: | 1985 |
| Total airframe hrs: | 39541 hours |
| Cycles: | 14308 flights |
| Engine model: | P&W JT9D-7R4E4 |
| Fatalities: | Fatalities: 129 / Occupants: 166 |
| Other fatalities: | 0 |
| Aircraft damage: | Destroyed, written off |
| Category: | Accident |
| Location: | 4,6 km N of Pusan-Kimhae Airport (PUS) -Â Â Â Â South Korea |
| Phase: | Approach |
| Nature: | Passenger - Scheduled |
| Departure airport: | Beijing-Capital International Airport (PEK/ZBAA) |
| Destination airport: | Busan-Gimhae (Pusan) International Airport (PUS/RKPK) |
| Investigating agency:Â | KAIB |
| Confidence Rating: | Â Accident investigation report completed and information captured |
Narrative:
Air China flight 129, a Boeing 767-200, impacted a mountain while on approach to Busan-Gimhae, South Korea, killing 129 occupants; 37 survived the accident.
Air China flight 129 departed Beijing at 08:37 on a scheduled flight to Pusan-Gimhae in South Korea. The en route part of the flight was uneventful. At 11:06 the second officer contacted Gimhae Approach. At that moment the airplane was 32 nm from the airport at an altitude of FL170. The approach controller cleared the flight to descend to 6000 feet. Runway 36L was in use and the crew could expect a straight-in approach. at 11:09 the controller notified the crew that the runway was changed to 18R, with winds 210 degrees at 17 kts. This meant a circling approach which none of the crew members had flown yet at Pusan. The captain and first officer then discussed the approach to be flown. The captain cautioned: "We won't enlarge the traffic pattern, the mountains are
all over that side." At 11:13 the flight was further cleared down to 2600 feet. Two minutes later the approach controller radioed: "Air China 129, turn left heading 030 cleared for ILS DME runway 36L, then circle to runway 18 right, report field in sight." At 11:17 they captured the ILS and were cleared further down to the circling altitude of 700 feet. The landing gear was extended and flaps set at 20 degrees. Then the controller instructed the flight to contact Gimhae Tower and to circle west. The second officer responded but did not read back the frequency change. The captain then instructed the first officer to disconnect the autopilot and turn left. From his position in the right hand seat the first officer was able to observe the runway. As the aircraft passed abeam the
runway the autopilot was reengaged with heading select. At that moment the approach controller again contacted flight 129 instructing them to contact
the tower. The crew were busy looking outside to see when they passed abeam the end of the runway. Simultaneously the Gimhae Tower controller contacted
the flight using the emergency frequency. As they passed abeam the threshold at 11:20:02 they started timing to measure the commencement f turning to
base. Eleven seconds after the call on the emergency frequency, the second officer reported to the Tower controller that they were on the circle approach. At 11:20:17 the captain took over control from the first officer and said he was going to turn base. He slowly began a widening turn, causing the first officer to urge him: "turn quickly, not too late." Meanwhile the flight was cleared to land . At 11:20:32 the captain disconnected the autopilot and banked the plane to the right. Twenty-two seconds later the first officer cautioned: "Pay attention to the altitude keeping," and the captain asked him to help him get a visual on the runway. Due to the limited visibility they were not able to see the runway. The first officer then advised the captain to initiate a go around, but the captain did
not respond. At 11:21:15 the first officer said, "Pull up! Pull up!" Pitch attitude was increased to 11.4 degrees but thrust was not increased. Two seconds later the aircraft impacted a mountain, about 4.6 km from the runway.
FINDINGS RELATED TO PROBABLE CAUSES:
1. The flight crew of flight 129 performed the circling approach, not being aware of the weather minima of wide-body aircraft (B767-200) for landing, and in the approach briefing, did not include the missed approach, etc., among the items specified in Air ChinaÂ’s operations and training manuals.
2. The flight crew exercised poor crew resource management and lost situational awareness during the circling approach to runway 18R, which led them to fly outside of the circling approach area, delaying the base turn, contrary to the captainÂ’s intention to make a timely base turn.
3. The flight crew did not execute a missed approach when they lost sight of the runway during the circling approach to runway 18R, which led them to strike high terrain (mountain) near the airport.
4. When the first officer advised the captain to execute a missed approach about 5 seconds before impact, the captain did not react, nor did the first officer initiate the missed approach himself.
