(COLUMBUS, Ohio) — The doctor who is accused of gunning down his ex-wife and her husband had allegedly told his ex “he could kill her at any time,” according to court documents.

Michael McKee is accused of shooting and killing his ex-wife, Monique Tepe, and her husband, dentist Spencer Tepe, at their Columbus, Ohio, home on Dec. 30, according to police and prosecutors. The Tepes’ two young children were found safe inside the house.

McKee and Monique Tepe married in 2015 and divorced in 2017. According to court documents, Monique Tepe’s friends and family said Monique Tepe told them McKee “had been abusive, and had made numerous threats on her life during and after their marriage.”

One witness told detectives that Monique Tepe alleged McKee strangled her and “forced unwanted sex,” court documents said.

Another witness told detectives that “McKee had told Monique that he could kill her at any time and would find her and buy the house right next to her, that she will always be his wife,” documents said.

During the Dec. 30 homicides, McKee’s phone was left at his workplace — an Illinois hospital — and “showed no activity for approximately 17 hours,” according to court documents.

Police — who zeroed in on McKee after linking him to a car seen on surveillance video — said they also recovered video “of the same suspect” by the Tepes’ house weeks before the murders, on Dec. 6, according to court documents.

On Dec. 6, the Tepes were in Indiana at the Big Ten Championship game, and during that trip Monique Tepe allegedly told friends “she was upset about something involving her ex-husband,” according to court documents.

McKee is charged with four counts of aggravated murder and one count of aggravated burglary. His defense attorney, Diane Menashe, entered not guilty pleas to all counts on his behalf during a court appearance last week. Menashe declined to comment to ABC News on Tuesday about the new allegations revealed in the court documents, saying she doesn’t comment on pending matters.

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(WASHINGTON) — The families of two Trinidadian nationals killed in an October airstrike are suing the U.S. government for wrongful death and extrajudicial killings.

In a lawsuit filed on Tuesday, attorneys representing the families said the Oct. 14 attack was “part of an unprecedented and manifestly unlawful U.S. military campaign of lethal strikes against small boats in the Caribbean and eastern Pacific Ocean.”

The two men — Chad Joseph and Rishi Samaroo — had been fishing off the Venezuelan coast and were returning to their homes in Trinidad and Tobago when the strike occurred, according to the lawsuit.

“These premeditated and intentional killings lack any plausible legal justification,” attorneys for the families wrote. “Thus, they were simply murders, ordered by individuals at the highest levels of government and obeyed by military officers in the chain of command.”

President Donald Trump said in October that “six male narcoterrorists aboard the vessel were killed in the strike” and the vessel was affiliated with an unnamed “designated terrorist organization conducting narcotrafficking.”

The lawsuit argues that because the strike did not occur within an active armed conflict, the laws of war do not apply.

“Instead, the rules under international human rights law and federal law regulate the government’s strikes,” the lawsuit states “And those rules protect the right to life and prohibit extrajudicial killings.”

The lawsuit alleges violations of the Death on the High Seas Act and the Alien Tort Statute, which allows foreign citizens to sue in U.S. courts over human rights violations committed abroad.

One of the victims, according to the lawsuit, 26-year-old Joseph, lived in Trinidad with his wife and three children. He frequently traveled between Trinidad and Venezuela for fishing and farm work.

According to the filing, he was fearful of the trip due to reports of U.S. military strikes in the region.

“But he was determined to return to his wife and their children as soon as possible,” the lawsuit states.

On Oct. 14, Joseph’s wife heard reports of a boat strike just off the Venezuelan coast. Because no one has heard from him since Oct. 12, the family concluded that Joseph “was a passenger on board the boat that the United States destroyed on or about October 14.”

The second victim, 41-year-old Samaroo, was a Trinidadian construction worker and fisherman, the lawsuit says. He had been working on the same farm as Joseph and planned to return home to care for his mother who was sick, according to the complaint.

“Mr. Joseph and Mr. Samaroo were two of at least 125 victims of the United States’ 36 lethal military strikes against people on boats since September 2,” the attorneys said.

The families are seeking compensatory and punitive damages.

The Pentagon told ABC News on Tuesday, “As a matter of policy, the Department does not comment on pending litigation.”

As of Jan. 27, 2026, there have been 36 total kinetic strikes with 37 go-fast boats destroyed, including 1 semi-submersible and 1 low-profile vessel; with 116 narco-terrorist deaths and 10 active searches suspended, according to U.S. Southern Command.

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(NEW YORK) — Three sons of wealth and privilege “were partners in crime” who used their money and status to lure women and girls with promises of trips, exclusive parties and celebrity encounters so they could sexually assault them, a federal prosecutor said Tuesday during opening statements in the trial of Alon, Oren and Tal Alexander.

“These three brothers masqueraded as party boys when really they were predators,” the prosecutor, Madison Smeyser, said. “The brothers used whatever means necessary — sometimes drugs, sometimes alcohol, sometimes brute force — to carry out their rapes.”

The former real estate titans, Oren and Tal Alexander, along with their brother, Alon Alexander, have denied sexually assaulting anyone or running a sex trafficking conspiracy, as prosecutors have charged.  They sat at the defense tables with their lawyers in suits and open-collar shirts.

If convicted, Oren and Alon Alexander, 38-year-old twins, and Tal Alexander, 39, could face life in prison.

“They came from a wealthy family, and they lived a life of luxury.  But their luxurious lifestyle had a dark side,” Smeyser said.

A defense attorney called the brothers successful, ambitious, arrogant young men “who liked and pursued women” so they could have as much sex as possible. 

“That’s not trafficking. That’s dating. That’s hooking up,” the lawyer, Teny Geragos, said during opening statements.  She said the accusers, many of whom are expected to testify under pseudonyms, are motivated by shame, regret or money.

Prosecutors told the jury of six men and six women they would see a recording of Oren Alexander’s alleged rape of a then-17-year-old who will testify under the name Amelia.  She was “far from sober, almost incoherent” at the time and has no memory of what happened, Smeyser said. 

At an exclusive party in Manhattan, Alon Alexander allegedly raped a woman who regained consciousness to find him standing over her naked.  When she told him she did not want to have sex, prosecutors said he laughed and said she already had, before raping her again.

Prosecutors said Tal Alexander invited a woman to the Hamptons, chased her into the shower, grabbed her by the neck and sexually assaulted her from behind as the woman cried, “no, no, no.”

Jurors were told they would read the brothers’ exuberant text messages after some of the encounters.  “They celebrated raping women and girls,” Smeyser said. 

Other messages, she said, suggested “the defendants knew they had to stay out of a courtroom like this one,” including one text that said the only thing that could bring down the brothers is “some ho complaining.”

The defense conceded the brothers were womanizers who jurors might find immoral but insisted they were not criminals.

“It was crude, it was arrogant, it will make you cringe,” defense attorney Deanna Paul said.  “But we’re not here for the Asshole Awards.”

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(WASHINGTON) — The National Transportation Safety Board on Tuesday presented a cockpit visual simulation demonstrating what contributed to the deadly mid-air collision between an Army helicopter and an American Airlines jet near Washington, D.C., last year.

The simulation indicates it was very difficult for both aircraft to see each other before the January 2025 crash that occurred as the jet was landing at Ronald Reagan National Airport, killing 67 people, according to the NTSB.

The first video shows the last three minutes before the collision from the viewpoint of the right seat of the helicopter. 

Around 8:46:15, a magenta circle with a label “Flight 5342” appears just above the horizon on the right side of the upper portion of the screen.  The label “Flight 5342” fades out about 8:46:35. The magenta circle tracks the lights of Flight 5342 and remains visible until the airplane becomes visually recognizable about a minute later.

 After a Traffic Alert and Collision Avoidance System warning indicated in the transcript, the local controller on the ATC recording is heard asking the pilots if they have the CRJ (Flight 5342) in sight and the pilots confirm they do. It remains unclear what they thought they had in sight. There was only one controller working both the helicopter and plane traffic, the NTSB said.

 The simulation screen goes black at the moment of the collision. 

The second animation shows the viewpoint of pilots from Flight 5342 as the plane approaches the runway to land. According to the cockpit voice recorder transcript shared by the NTSB, the last words about one second before the crash from both the first officer and the captain were “oh” and “ohhh ohhhh” as the animation shows the helicopter colliding with the plane. 

About 90% of wreckage from both aircraft was recovered by the NTSB.  

A third animation shows what the local controller from the DCA tower saw at the time of the crash as they were handling the air traffic and issuing instructions. Based on the recordings, the NTSB said Flight 5342 was not warned by the controller of the nearby helicopter at any point. A conflict alert came 26 seconds before the collision between the two aircraft as they were 1.6 miles apart, according to the NTSB. 

According to the NTSB, the local tower said they were concerned about the close proximity of the helicopter and Flight 5342. 

“This coupled with the conflict alert that was active at the time, the controller should have issued a safety alert, which would have included updated traffic advisory information and an alternate course of action if feasible, neither were done. In this case, had a safety alert been issued, it would have increased the situation awareness of both crews and alerted them of their closing proximity to one another. Additionally, a timely safety alert may have allowed action to be taken by one or both crews to avoid avert the collision,” NTSB investigator Brian Soper said at the hearing.

NTSB Chair Jennifer Homendy also said that a $400 GPS device known as ADSB-In could have prevented the DCA crash. The NTSB has recommended ADSB-In be required in aircraft 17 times since 2006, but the FAA has repeatedly disregarded the recommendation, she said.

The system would have alerted the American Airlines crew 59 seconds before the crash that they were going to collide, and the helicopter crew would have been alerted 48 seconds before the crash, the NTSB chair said. The Army has since installed the system.

DCA controller overwhelmed

The controller working the night of the crash was handling both helicopter and plane traffic and had been doing so for four hours, NTSB investigators said.

A human behavior investigator said the controller’s mental awareness had diminished over time. He should have given a definitive warning of the impending collision and he should have given clear avoidance instructions, the investigator said.

NTSB investigators said the last communication between the helicopter and the controller where they asked the pilot if they have the AA5342 in sight was “not a safety alert by definition, but it was an attempt to de-conflict.” 

Ninety seconds before the collision, the local controller working in the tower became overwhelmed as he was handling aircraft both on ground and in the air. On the night of the collision, the controller was working two controller positions. This is a routine practice which is usually done later at night when the aircraft volume goes down. 

The NTSB said, “keeping the local control and helicopter control positions combined on the night of the accident, increased the local controller’s workload and reduced his situation awareness.”

Investigators said the controller could have asked for the positions to be decombined because of being overwhelmed, but it would have taken at least a couple of minutes before anyone else could take over. Additionally, the assistant local controller and the supervisor overseeing operations at the time could have served as an extra set of eyes to help the local controller.

However, Homendy revealed that at the time, the assistant controller was writing down information on helicopters and the supervisor did not exhibit situational awareness as they learned during the interview that the supervisor only recalled one helicopter in the area at the time when there were five.

Following the crash, the NTSB issued recommendations for better training to be provided for controllers so they can recognize safety issues and threats in the environment.

NTSB chair’s concerns

Ahead of Tuesday’s hearing, Chair Homendy said she fears that some of the agency’s safety recommendations, which will be issued at the conclusion of the hearing, may once again go unimplemented. 

“Of course I’m concerned. We have 300 aviation recommendations that still haven’t been implemented. Those recommendations were issued because somebody died or was injured, and they have not been implemented yet. So here we are again,” Homendy told ABC News.

“So yes, at the end of this, I am concerned that we’re going to issue recommendations and that they won’t be implemented,” Homendy said. “I can tell you, and anyone who knows me knows I vigorously advocate for the implementation of our recommendations. I don’t care when it is. Could be 50 years later, as I did with positive train control, and I will not hold back on these.” 

At Tuesday’s hearing, NTSB investigators will present their investigative findings to board members and the public. NTSB board members, including Homendy, will then question investigators and the parties to the investigation. 

At the end of the hearing, the board members will vote on the probable cause of the crash and the agency’s safety recommendations. The NTSB can only make recommendations and does not have the authority to enforce them, therefore they are not always adopted.

Though a formal final report will be released two weeks after the hearing, this hearing will mark the end of what Homendy described as “one of the most complex investigations” conducted by the agency, which they had aimed to conclude by the first anniversary of the mid-air collision. 

Homendy told ABC News the investigation “was not easy and it was definitely not straightforward.” 

“We will start in one direction and then take it in a different direction, depending on what we’re finding, and then we’ll exclude things that didn’t have anything to do with the investigation. But we have to do our due diligence to make sure that we’re tracking all of that down, all that evidence to support that it wasn’t a factor, while also looking at the issues that were,” Homendy said. 

Homendy said the helicopter altimeter discrepancy is what surprised her the most in this investigation. 

“The altimeters I did not see coming, that we would have some problems with how the altimeters were reading,” Homendy said.

During last year’s three-day investigative hearing, investigators said they found discrepancies in the altitude data shown on radio and barometric altimeters on Army helicopters after conducting test flights following January’s accident.

It is likely that the helicopter crew did not know their true altitude due to notoriously faulty altimeters inside this series of Black Hawks, according to the investigation. At their closest points, helicopters and planes flew within 75 feet of each other near DCA, an astonishingly close number. During the hearings, the NTSB was told Army Black Hawks can often have wrong readings and a margin of error of +-200 feet.

Another key focus of Tuesday’s hearing is the close proximity of the helicopter route to the runways at Reagan National Airport. According to the NTSB, which cited FAA surveillance data, there were over 15,000 close-proximity events between helicopters and commercial aircraft at DCA between October 2021 and December 2024. 

Homendy said warnings about the close proximity were raised by people, but they were ignored. 

“Years ago, that hot spot was identified and [people] repeatedly tried to say that the helicopter route needed to be moved, and nobody listened. It was like the ultimate in government bureaucracy,” Homendy said. 

“They were completely ignored. Told it couldn’t be done, not responded to, said it would probably be too political. Those are quotes from our interviews, but they went nowhere.” 

At last year’s hearing, FAA officials cited “bureaucratic process” as a deterrent to addressing these issues.

Other topics expected to be discussed include the approval of helicopter routes near DCA,  the experience level of the air traffic controllers working in the tower at the time of the crash, the visibility study, and the testing of the barometric altimeters.  

When asked what stays with her from this investigation, Homendy pointed to a personal item recovered with the wreckage. 

“In the hangar, we had the Black Hawk laid out. We had the wreckage laid out for 5342 and on the side next to 5342 there were some personal effects, and a lot of people mentioned different things, but every time I passed, there was a brown teddy bear, just eight inches maybe, and it was muddy and dried mud, dried water, and I just kept looking at the teddy bear, and that’s the thing that sticks with me,” Homendy said. 

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