Guyana

On 9th November 2018, a Boeing B757-200 aircraft, registration N524AT operating as FJA256, departed SYCJ, Timehri, East Bank Demerara, Guyana, at 06:10 hrs with one hundred and twenty passengers, eight Crew Members; and eight hours and one minute of fuel on board. The aircraft was destined for CYYZ, Toronto, Canada. At approximately 06:21 hrs, when the aircraft was 75 nm northwest of SYCJ, at an altitude of 20,000 feet, the Captain reported a loss of hydraulic fluid. He requested Air Traffic Control clearance to stop climb at 20,000 feet and indicated the intention to return to SYCJ for a landing. The Captain's request was approved. He did not declare an emergency. However, after advising the Captain, the Air Traffic Controller on duty activated local emergency stand-by at the airport. The aircraft returned to SYCJ 'Holding Area' where it was configured for landing. The aircraft landed at 06:53 hrs. The final approach and touchdown appeared to be normal. As indicated by the FDR, the aircraft slowed to a speed of 60 kts. Halfway down the runway, the aircraft veered towards the right, departed the runway, and came to a stop approximately 1,400 ft beyond the end of, and perpendicular to, the active runway. The nose of the aircraft was extended over the airport fence and its nose wheel was about 30 ft short of a steep 'drop off.' The aircraft was stopped when its starboard undercarriage became embedded in thick, loose sand that was being used for the ongoing runway expansion project. The Aerodrome Rescue and Fire Fighting Service was on standby and responded immediately. The aircraft sustained major (significant) structural damages. The aircraft was evacuated via the aircraft Slides. There were reports of ten passengers suffering minor injuries and one elderly passenger subsequently died five days after the accident.

The twin engine airplane departed Ekereku on a cargo flight to Eteringbang, carrying fuel drums for local miners. On final approach to Eteringbang Airfield Runway 03, the aircraft was very low and the pilot initiated a right turn when control was lost. The aircraft crashed in a dense wooded area some 200 metres from the runway. The aircraft was destroyed and the pilot, sole on board, was killed. The pilot Collin Martin was the Chief Pilot of Roraima Airways since 2015.

The crew (a pilot and a load master) was performing a regular cargo service to Karisparu and departed Mahdia Airport at 1142LT. The duration of the flight should be less than 20 minutes as the aircraft was scheduled to arrive at Karisparu Airfield at 1200LT. Less than three minutes after departure, the radio contact was lost with the pilot. SAR operations were initiated but after four days, no trace of the aircraft nor the crew was found. The Director General of the Guyana Civil Aviation Authority (GCAA), Zulfikar Mohamed, said that the crucial 72-hour window period since the aircraft vanished in the thick jungle in Region Eight expired on Tuesday December 30. On January 4, 2015, all SAR operations were suspended as no trace of the aircraft was found.

The Authority said the aircraft left the Ogle International Airport earlier in the day and made stops at Omai and Mahdia before heading at Monkey Mountain Airfield with several goods on board. On approach to Monkey Mountain, the plane circled the airstrip several times before landing. Shortly after setting down, it was claimed the aircraft veered off the runway, hit few obstacles and came to rest. While both occupants were uninjured, the aircraft was damaged beyond repair. It appears that weather was poor at the time of the accident with rain and winds and low clouds.

On 17th January, 2014, the day before the accident, the pilot departed from his company base, Ogle International Airport (SYGO) with another aircraft, a Cessna 208B, Registration – 8R-GHT. He was tasked to do two days of shuttling; the first day between Olive Creek and Ekereku Bottom Airstrips, and the second day between Olive Creek and Imbaimadai Airstrips. The pilot was accompanied by a third crew/loader, whose duty was to ensure that the aircraft was properly loaded for each trip, and an aircraft engineer who was assigned to carry out minor maintenance duties and refuel the aircraft as required for the duration of the shuttle operations. It was reported that on the first day, during a landing at Ekereku Bottom, the aircraft encountered severe wind conditions that resulted in a hard landing. The pilot was very concerned about the hard landing and expressed this to several individuals. He was concerned enough to log the hard landing in the Aircraft Technical Log. After the hard landing the aircraft was visually inspected by the engineer who declared the aircraft fit for flight. However while taxying prior to takeoff the aircraft suffered a right brake seizure. The engineer freed and bled the brake line. Tests were done on the brakes and the aircraft was flown to Olive Creek. The hard landing and the brake failure were reported to base and an instruction was passed that this aircraft should be brought back to Ogle by another pilot. Another Cessna 208B aircraft, 8R-GHS, the accident aircraft, was left with the pilot for him to complete his shuttle schedule the next day. On the afternoon of the first day, the pilot flew this aircraft, 8R-GHS to Kamarang Airstrip, where he overnighted. On the second day, 18th January, 2014, he departed Kamarang at 10:30hrs UTC for Olive Creek with the engineer and the loader. The engineer was left at Olive Creek. The pilot, with the loader, did one shuttle from Olive Creek to Imbaimadai. He returned to Olive Creek where the aircraft was refueled and then did three shuttles between Olive Creek and Imbaimadai. After these three shuttles the aircraft was again refueled. He completed one shuttle, Olive Creek/Imbaimadai/Olive Creek and had just taken off on the second in this series of shuttles when the accident occurred during midmorning. Both the pilot and the third crew were killed in the crash.

Following an uneventful flight, the pilot started the descent to Port Kaituma in poor weather conditions (heavy rain falls). After touchdown on a wet runway, the twin engine aircraft skidded, veered off runway, hit a pole with its left wing and lost its nose gear before coming to rest. While all four occupants escaped with minor injuries, the aircraft was damaged beyond repair.

The flight originated in New York as BW 523, and made a passenger and fuel stop in Port-of-Spain, Trinidad where there was also a change of crew comprising two pilots and four flight attendants before proceeding to Georgetown, Guyana. The flight departed Piarco at 04:36UTC. The aircraft proceeded to Georgetown from Port of Spain at Flight Level (FL) 330, was given descent clearance and was cleared for an RNAV (GPS) approach to RWY 06, landing at 05:32 UTC. There were no reported anomalies in the en-route profile, although during the transition from cruise to approach to RWY 06 the aircraft deviated to avoid some thunderstorm cells north and east of the Airport. The reported visibility was 9,000m. Light rain was encountered during the approach. The pilot reported that after visual contact was made and after crossing the Final Approach Fix (FAF), he disengaged the auto pilot and configured the aircraft for landing. The Flight Data Recorder (FDR) indicated that the flight was normal until the aircraft was approaching the runway. Even before the aircraft was over the threshold, the captain commented that he was not landing here. As the flight continued over the runway, comments on the Cockpit Voice Recorder (CVR), revealed that the captain indicated to the First Officer (FO) that the aircraft was not touching down. A go-around call was made by the Captain and acknowledged by the First Officer, however three seconds elapsed and the aircraft subsequently touched down approximately 4700ft from the threshold of RWY06, leaving just over 2700 feet of runway surface remaining. Upon touchdown, brake pressure was gradually increased and maximum brake pressure of 3000psi was not achieved until the aircraft was 250ft from the end of the runway or 450ft from the end of the paved area. The ground spoilers were extended on touchdown. The thrust reversers were partially deployed after touchdown. The aircraft did not stop and overran the runway. It then assumed a downward trajectory followed by a loud impact.

The twin engine aircraft departed Imbaimadai for a geophysical research mission on behalf of a Canadian company, carrying one passenger and two pilots. The accident occurred in unknown circumstances and the aircraft was missing. SAR operations did not find any trace of the aircraft nor the three occupants.

The twin engine aircraft departed Ogle on a schedule service to Kato, Kopinang and Mahdia. At Kato Airport, the pilot and passengers should wait more than two hours for weather improvement. The aircraft departed Kato at 1345LT on the leg to Kopinang with four passengers, two adults, a five-year old boy and an infant. Twenty minutes later, while on approach to Kopinang, the aircraft descended into trees and crashed in a dense wooded area located few km from the airfield. The wreckage was found few hours later. Two passengers were seriously injured while the pilot and two passengers including the infant were killed.

One minute after takeoff from Georgetown-Ogle Airport runway 24, the pilot declared an emergency after an engine failed. He elected to return for an emergency landing but eventually attempted to land in a sugarcane field when the aircraft crashed near the airport. Five people were seriously injured while two others were killed.