This article summarizes reporting by Flightradar24 and Ian Petchenik.

British Airways A350-1000 Completes Transatlantic Flight After Losing Wheel on Departure

On Monday, January 26, 2026, a British Airways Airbus A350-1000 lost a wheel from its main landing gear assembly during departure from Las Vegas Harry Reid International Airport (LAS). Despite the mechanical failure, the flight crew elected to continue the 10-hour journey to London Heathrow (LHR), where the aircraft landed safely the following afternoon.

Visual evidence of the incident was captured and reported by Flightradar24. According to their data and video footage, the right-rear wheel of the right main landing gear detached as the aircraft retracted its gear shortly after takeoff. The flight, designated BA274, proceeded to climb to a cruising altitude of 39,000 feet and completed the crossing without further incident.

We have compiled the details of this event, the operational decisions made by the crew, and the technical context regarding the safety of the Airbus A350-1000.

Incident Timeline and Visual Evidence

Flight BA274 departed Las Vegas runway 26R at approximately 9:06 PM PST. Reporting by Flightradar24 highlights that sparks were visible coming from the gear assembly just before the wheel separated. The wheel fell to the ground as the gear doors were closing, a sequence captured on a live stream camera operated by the flight tracking service.

According to airport officials cited in general reporting, the detached wheel was recovered on airport property in Las Vegas. It reportedly caused no damage to ground infrastructure or other aircraft. The aircraft involved, registered as G-XWBN, is a high-capacity wide-body jet that had been scheduled for the 5,200-mile service to the United Kingdom.

Operational Decision: Why the Flight Continued

Following the separation of the wheel, the pilots decided to continue to London rather than dumping fuel and returning immediately to Las Vegas. While such a decision may appear risky to casual observers, it aligns with standard operating procedures for modern long-haul aircraft equipped with redundant landing gear systems.

Upon arrival in London on Tuesday, January 27, the aircraft landed on runway 09L at 14:28 GMT. AirLive.net reported that the aircraft taxied to Terminal 5 under its own power. Emergency services met the aircraft as a precaution,standard protocol for landing gear irregularities,but no intervention was required, and no injuries were reported among passengers or crew.

AirPro News Analysis: Engineering Redundancy

In our analysis of the A350-1000’s design, the decision to continue the flight highlights the significant engineering redundancy built into this specific airframe. Unlike smaller narrow-body aircraft such as the Boeing 737 or Airbus A320, which typically feature two wheels per main gear strut, the A350-1000 utilizes a six-wheel bogie design.

With six wheels on each side, the aircraft has a total of 12 main landing gear wheels. The loss of a single wheel represents a reduction in braking and load-bearing capacity that is well within the safety margins calculated by Airbus. The remaining 11 wheels are capable of supporting the aircraft’s maximum takeoff weight, which can exceed 300 tonnes. Consequently, while a lost wheel is a serious maintenance lapse, it does not typically constitute a critical flight safety emergency for this aircraft type.

Aftermath and Industry Context

The aircraft, G-XWBN, was removed from service immediately upon arrival at Heathrow for inspection and repairs. British Airways has not yet issued a detailed public statement regarding the specific cause of the failure, such as whether it was a bearing failure or a torque issue.

Similar incidents, while rare, have occurred across the industry. For instance, reporting notes that a United Airlines Boeing 757 lost a wheel departing Los Angeles in July 2024. In that instance, the aircraft diverted to Denver. The successful conclusion of flight BA274 underscores the effectiveness of modern aviation safety standards, which ensure aircraft remain controllable and safe even when mechanical components fail.

Sources

• Flightradar24
• AirLive.net

Satena Flight NSE 8849 Crashes in Colombia’s Catatumbo Region; No Survivors Found

On January 28, 2026, a regional flight operated by SEARCA on behalf of state-owned airline Satena crashed in the mountainous Catatumbo region of Norte de Santander, Colombia. Authorities have confirmed that all 15 occupants on board, 13 passengers and two crew members, perished in the accident. Among the victims was Diógenes Quintero Amaya, a sitting Congressman representing the “Peace Seats” (Curules de Paz), marking a significant political loss for the region.

According to reporting by The City Paper Bogota, the aircraft lost contact with air traffic control shortly after departing from Cúcuta. The wreckage was subsequently located in a rural sector known for its rugged terrain and adverse weather conditions. The Civil Aviation Authority (Aerocivil) has launched a formal investigation into the cause of the tragedy.

Flight Details and Timeline

The flight, designated as NSE 8849, was performed by a Beechcraft 1900D, a twin-turboprop airliner registered as HK-4709. The aircraft was operated by Servicio Aéreo de Capurganá (SEARCA) under a contract with Satena, the Colombian state airline tasked with connecting remote regions of the country.

Based on data released by local authorities, the flight timeline unfolded as follows:

• 11:42 AM: The aircraft departed Camilo Daza International Airport in Cúcuta.
• 11:54 AM: Air traffic control lost contact with the flight approximately 12 minutes after takeoff.
• 12:05 PM: The flight failed to arrive at its scheduled destination, Aguas Claras Airport in Ocaña.

The crash site was identified in the Curasica sector of La Playa de Belén. Search and rescue operations were initially hampered by the failure of the aircraft’s emergency locator beacon to activate, forcing authorities to rely on reports from local residents and aerial reconnaissance to pinpoint the wreckage.

Victims and Political Impact

The passenger manifest included a mix of civilians, political figures, and flight crew. The death of Representative Diógenes Quintero Amaya has drawn national attention. Quintero held one of the 16 “Peace Seats” created by the 2016 peace agreement to ensure representation for victims in conflict-affected zones like Catatumbo.

Confirmed Casualties

In addition to Representative Quintero, the victims included Carlos Salcedo, a candidate campaigning for a Peace Seat in the upcoming elections, and Juan David Pacheco, a former city councilman of Ocaña. The flight crew was identified as Captain Miguel Vanegas and Co-pilot Captain José de la Vega.

The remaining passengers were identified as:

• Natalia Cristina Acosta Salcedo
• María Torcoroma Álvarez Barbosa
• Maira Alejandra Avendaño Rincón
• María del Carmen Díaz Rodríguez
• Anirley Julio Osorio
• Karen Liliana Parales Vera
• Rolando Enrique Peñaloza Gualdrón
• Anayisel Quintero
• Gineth Rincón
• Maira Alejandra Sánchez Criado

“Satena Airlines confirmed the loss of the aircraft and expressed condolences… [emphasizing] that the plane was operated by SEARCA and had valid certifications.”

, Summary of Satena statement via The City Paper Bogota

Investigation and Environmental Factors

The Colombian Civil Aviation Authority (Aerocivil) has established a Unified Command Post (PMU) to oversee the recovery and investigation. While no official cause has been determined, preliminary reports suggest that environmental factors may have played a role.

Terrain and Weather

The Catatumbo region is characterized by dense jungle and steep mountains, presenting significant challenges for aviation. Reports indicate that weather conditions were poor at the time of the accident, with low visibility cited as a potential contributing factor. While the area is known for the presence of armed groups, authorities have stated there is currently no evidence of foul play or an attack on the aircraft.

Recovery teams, including the Colombian Aerospace Force and the Red Cross, are currently working to recover the victims’ bodies and the aircraft’s flight recorders (“black boxes”), which are critical for determining the sequence of events leading to the crash.

AirPro News Analysis

The Challenge of Andean Connectivity

This incident highlights the persistent risks associated with regional aviation in the Andes. The route between Cúcuta and Ocaña is short but traverses complex topography where weather can change rapidly. The reliance on turboprop aircraft like the Beechcraft 1900D is standard for these routes due to runway limitations at regional airports like Aguas Claras.

Furthermore, the loss of a “Peace Seat” representative underscores the physical risks undertaken by officials working to integrate Colombia’s most isolated and historically violent regions. The necessity of air travel in these zones, often the only viable alternative to dangerous roads, remains a critical infrastructure challenge for the state.

Frequently Asked Questions

What caused the crash of Satena flight NSE 8849?
The official cause is under investigation by Aerocivil. Early reports cite adverse weather and low visibility in the mountainous Catatumbo region as likely factors.

Was the flight operated directly by Satena?
No. The flight was operated by SEARCA (Servicio Aéreo de Capurganá) on behalf of Satena. The aircraft was a Beechcraft 1900D.

Who was the high-profile politician on board?
Diógenes Quintero Amaya, a Congressman holding a “Peace Seat” representing victims of the armed conflict in the Catatumbo region, was among the deceased.

Were there any survivors?
No. Authorities have confirmed that all 15 people on board (13 passengers and 2 crew members) died in the crash.

Sources: The City Paper Bogota

Challenger 650 Crash in Maine Linked to De-Icing Limits and Wing Sensitivity

A Bombardier Challenger 650 crashed shortly after takeoff from Bangor International Airport (BGR) on January 25, 2026, resulting in the loss of all six lives on board. According to analysis by the Aircraft Owners and Pilots Association (AOPA), the accident sequence suggests a loss of control caused by wing contamination, occurring as a severe winter storm impacted the region.

The aircraft, registered as N10KJ, was departing for France when it stalled and rolled moments after lifting off the runway. Preliminary data indicates that the time elapsed between the application of anti-icing fluid and the attempted takeoff may have exceeded the fluid’s effective life, known as “holdover time” (HOT). This tragedy has renewed industry focus on the specific aerodynamic sensitivities of the Challenger 600 series wings during winter operations.

The Critical Timeline: Exceeding the Holdover Time

Aviation safety experts and reporting from AOPA highlight the “Holdover Time” (HOT) as the central factor in the investigation. HOT refers to the estimated duration that de-icing and anti-icing fluids can prevent frozen contaminants from adhering to an aircraft’s surfaces. The length of this protection window fluctuates drastically based on precipitation type and intensity.

The Eight-Minute Gap

According to the available timeline, the Challenger 650 was treated with Type IV anti-icing fluid, a thick, green fluid designed to prevent ice accumulation, before taxiing for departure. Approximately eight minutes elapsed between the fluid application and the takeoff clearance. While Type IV fluid can provide protection for over 30 minutes in mild conditions, its effectiveness degrades rapidly in moderate to heavy snow.

AOPA analysis suggests that with visibility at the airport reported around 3/4 of a mile and temperatures near 3°F (-16°C), the snowfall intensity would likely be classified as moderate or heavy. Under these specific conditions, the effective holdover time for the fluid could drop to between two and nine minutes, or potentially zero minutes in heavy snow, rendering the protection ineffective before the aircraft even began its takeoff roll.

Corroboration from Allegiant Air

Further evidence of the extreme conditions emerged from a commercial flight operating at the same airport. Reports from Flight Global and Simple Flying indicate that an Allegiant Air Boeing 737 crew aborted their takeoff moments before the Challenger crash. The commercial crew reportedly radioed that their anti-ice fluid had failed and snow was sticking to the aircraft, citing unsafe visibility and surface conditions. This contemporaneous account strongly suggests that the weather had overwhelmed standard anti-icing measures at the airport.

The “Hard Wing” Vulnerability

The Bombardier Challenger 600 series, which includes the 601, 604, 605, and the 650 involved in this accident, utilizes a specific wing design that requires strict adherence to the “Clean Wing” concept.

Lack of Leading-Edge Slats

Unlike many other transport-category aircraft, the Challenger 600 series features a “hard wing” design, meaning it lacks leading-edge slats. Slats are movable aerodynamic surfaces on the front of the wing that extend to generate additional lift at low speeds. Without them, the wing is highly efficient at cruise speeds but becomes extremely intolerant to surface roughness or contamination during takeoff.

According to NTSB safety alerts and historical data cited by AOPA, ice accumulation as thin as 1/64th of an inch, comparable to the texture of medium-grit sandpaper, can disrupt airflow over the Challenger’s wing enough to cause a stall. This aerodynamic stall often manifests as an uncommanded roll immediately after the aircraft rotates, a sequence that matches preliminary descriptions of the Bangor crash.

Historical Precedents

The aviation industry has seen similar accidents involving this airframe family. Notable incidents include:

• Birmingham, UK (2002): A Challenger 604 crashed on takeoff due to frost contamination on the wings.
• Montrose, Colorado (2004): A Challenger 601 was lost during takeoff in light snow and mist, similarly attributed to wing contamination.

Investigation and Victim Identification

The National Transportation Safety Board (NTSB) and the FAA have launched a comprehensive investigation into the crash. Investigators are expected to focus on the specific fluid mixture used, the exact timeline of events, and the decision-making process regarding the weather conditions.

Local news outlets and the Bangor Daily News have identified the victims, who were traveling back to Europe after a fuel stop. The aircraft was owned by KTKJ Challenger LLC, an entity linked to the Houston-based law firm Arnold & Itkin. Among the identified victims were pilot Jacob Hosmer, passenger Tara Arnold (wife of the firm’s co-founder), and passenger Shawna Collins.

AirPro News Analysis

This tragedy underscores the unforgiving nature of winter flying, particularly for aircraft with high-performance laminar flow wings. While regulations regarding the “Clean Wing” concept are absolute, prohibiting takeoff with any adhering frost, ice, or snow, the practical application relies heavily on estimated holdover times. When weather conditions border on “heavy” snow, the margin for error evaporates. The corroborating report from the Allegiant Air crew suggests that the conditions at Bangor may have been beyond the capability of current anti-icing fluids, creating a scenario where no holdover time was sufficient.

Frequently Asked Questions

What is a “Hard Wing”?

A “hard wing” refers to an aircraft wing design that does not have leading-edge slats (movable devices that help create lift). This design is common on the Challenger 600 series and requires the wing surface to be perfectly clean to generate lift safely.

What is Type IV fluid?

Type IV is a thickened, green anti-icing fluid applied to aircraft surfaces to prevent ice from forming. It is designed to shear off the wing during the takeoff roll.

Why did the fluid fail in 8 minutes?

In heavy precipitation or extreme cold, the fluid becomes diluted by the falling snow more quickly. Once diluted beyond a certain point, it loses its protective properties, allowing ice to bond to the wing.

Sources

• AOPA
• Flight Global
• NTSB
• Bangor Daily News