UNIVERSITY CITY (WPVI) -- A family from Portland, Maine arrived in Philadelphia Thursday for medical treatment at the Children's Hospital of Philadelphia, thanks to a generous pilot. Justin and Melissa Hagar are trying to help their one-year-old son Will. He suffers from a rare, genetic disease - a form of Leukodystrophy that robs him of normal brain development. The boy's 400-mile trip today was made a lot easier, thanks to the Patient Airlift Services charity. A volunteer pilot gave the Hagars a free ride on a private plane to the North Philly Jet Center. "To have this opportunity pop up with a plane ride that takes a fraction of the time and quite frankly, he got out of the plane smiling and happy as compared to being really upset, it's huge. It's huge," Justin said. Mark Hanson was the pilot of today's flight. He's been helping families like the Hagars for seven years. Story, video and comments ➤ http://6abc.com
CLEAR SPRING — Authorities have called off the search for a possible downed plane in a mountainous area north of Clear Spring after finding nothing, according to a Washington County 911 supervisor. Searchers thought they might have found something related to a plane in the area of Mercersburg Road, but discovered only hunters, the supervisor said. The search was ended at 8:49 p.m., the supervisor said. Search crews fanned out in the 13000 block of Mercersburg Road after a resident reported they thought they saw a plane go down, according to the supervisor. Authorities were not able to learn of any planes that had been missing in the area. The call of the possible crash was reported at 7:10 p.m., the supervisor said. Members of the Clear Spring Volunteer Fire Department were part of the search, with crews using off-road vehicles and other equipment. A Maryland State Police Helicopter also was involved. Original article ➤ http://www.heraldmailmedia.com
As a retired pilot who spent more than 30 years and accumulated approximately 20,000 hours of flying time — converting jet fuel into noise — the passionate discussion about basing the F-35 fighter aircraft at Gowen Field has been interesting and fascinating to me. The F-35 is an amazing feat of technology. I am confident that nobody would fly the F-35 better than the pilots in the Idaho Air National Guard. Nobody would obtain higher operational readiness statistics than the Idaho ANG. They are an amazing group of people. But, I think the question at hand is much bigger than how much noise it makes. The question is: Is this the best airplane for the job? Any job? The F-35 can do amazing things. But are the things it can do necessary and of vital importance to our overall military mission in today’s and tomorrow’s world? I think not. What our military, specifically our ground troops, need and deserve is a modernized design of the A-10. The F-35 is a science project run amok. Keep the A-10 and let that design evolve. Our ground troops will thank us. John Post, Boise
An unapproved, Unmanned Aerial System, also known as a drone, was reported Wednesday over the Savannah River Site for the first time in nearly 14 months. For several months last summer, drone sightings occurred over nearly all areas on the Department of Energy owned defense nuclear facility, including the retired K Reactor building. An investigation was launched, including an FBI interview of SRS Watch Director Tom Clements. There were 12 reported drone cases in 2016, at least eight of which were confirmed in presentations by DOE staff to the SRS Citizens Advisory Board. After each report, a security advisory is delivered to all personnel on site, including an announcement over a loudspeaker system. Since the first sighting in 2016, no suspects have been found and no equipment has been recovered. In a statement released by a DOE spokesperson, the organization cited safety as its chief concern. “The safety and security of the Savannah River Site is a top priority. We take all possible UAS sightings seriously and thoroughly investigate each report,” he said in an email. According to Federal Regulations, UAS operation in national airspace, like that above the nuclear site, must not create a hazard to the public and must not threaten national security. According to the last presentation given to the CAB regarding drones, the DOE and FAA are working together to regulate UAS operations over sensitive facilities. The K Reactor building is home to more than 10 tons of weapons usable plutonium. Some of that is earmarked for the beleaguered MOX facility and another portion of that is being sent to the Waste Isolation Pilot Plant near Carlsbad, New Mexico, through a dilute and dispose method of processing. The DOE has not said whether they have evidence needed to confirm the sighting. “When the details of the incident are deemed suspicious, threatening or in violation of any laws we coordinate with the appropriate federal, state and local authorities,” the spokesperson said. “The last confirmed UAS sighting was July 22, 2016.” Original article can be found here ➤ http://www.aikenstandard.com
ANCHORAGE (KTUU) Kevin Tubbs of Wasilla and his buddies have gone fishing in the same spot of the Chuit River, 11 miles outside of Tyonek, for almost 30 years. About 10 years ago, they started spotting small pieces of metal in the river. "This year, we started finding much larger pieces" Tubbs said."Obviously polished rivets and aluminum manufacture, and so that made us wonder what is it we found." Tubbs and his friends suspected they had found wreckage from a plane crash, but he couldn't find any record of one in that area. "So, we thought it's a real mystery. We found an airplane that nobody had put a dot on the map for." Tubbs was determined to solve that mystery, because if it was the wreckage of a plane that had vanished and never been found, he wanted to bring peace to the pilot's family. "Closure is important to a family, and when you find an airplane that has no record of loss, that could help somebody find out 'whatever happened to uncle Don', you know?" Tubbs recently turned to the Rescue Coordination Center at Joint Base Elmendorf-Richardson for help. He says Master Sgt. Gailanne Paculba dug through old records, and found a report of a crash of an F-89 fighter jet, back in 1955, a few miles from where Tubbs and his friends fish. Tubbs searched the internet and found the story of an F-89 pilot who ejected from his plane. "He wrote that he landed in Cook Inlet, so he must have landed in the water and the airplane continued on" Tubbs said. "We're not sure what happened, but (the plane) continued on for about 14 miles upstream, to near the place where we go fishing every year and crashed, and that was in 1955." Officials at JBER say while they are not disputing Tubbs conclusions, they can't say for sure if the metal Tubbs and his friends found actually came from that military plane. "Our office did go out to the Heritage Airpark on base to take a look at a static aircraft (F-89) on a stand and visually, there are similar panels" wrote TSGT Joshua Jasper in an email, "but we cannot say with any degree of certainty that what this gentleman has found is indeed parts of that aircraft that crashed in 1955." Jasper also said there are records of two non-military plane crashes in the same general area. JBER officials say they are appreciative of Tubbs' efforts to solve the mystery, and they are willing to help if more information becomes available. Kevin Tubbs says "if it's not (the F-89), the mystery continues...but I think it's a pretty good chance."
Original article can be found here ➤ http://www.ktuu.com
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms Location: Petersville, AK Accident Number: GAA17CA544 Date & Time: 09/13/2017, 1730 AKD Registration: N4741M Aircraft: PIPER PA 11 Aircraft Damage: Substantial Defining Event: Nose over/nose down Injuries: 1 None Flight Conducted Under: Part 91: General Aviation - Personal Analysis
The pilot of the tailwheel-equipped airplane reported that, while performing a wheel landing on an unimproved gravel airstrip, a wind gust lifted the "weight off of [the] tires and initiated a skid." He added that, as the airplane settled back on the airstrip, the tail rose rapidly due to the brakes being applied, and the airplane nosed over. The airplane sustained substantial damage to the left wing lift strut and empennage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable Cause and Findings The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's overapplication of brakes, which resulted in a nose-over. Findings Aircraft Surface speed/braking - Capability exceeded (Cause) Brake - Incorrect use/operation (Cause) Personnel issues Use of equip/system - Pilot (Cause) Environmental issues Gusts - Effect on operation Factual Information History of Flight Landing Nose over/nose down (Defining event) Pilot Information Certificate: Private Age: 25, Male Airplane Rating(s): Single-engine Land Seat Occupied: Front Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): None Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: No Medical Certification: Class 1 Without Waivers/Limitations Last FAA Medical Exam: 01/06/2017 Occupational Pilot: No Last Flight Review or Equivalent: 02/15/2017 Flight Time: (Estimated) 149.3 hours (Total, all aircraft), 74 hours (Total, this make and model), 95.7 hours (Pilot In Command, all aircraft), 27.5 hours (Last 90 days, all aircraft), 20.6 hours (Last 30 days, all aircraft), 1.1 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information Aircraft Manufacturer: PIPER Registration: N4741M Model/Series: PA 11 NO SERIES Aircraft Category: Airplane Year of Manufacture: 1947 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 11-254 Landing Gear Type: Tailwheel Seats: 2 Date/Type of Last Inspection: 07/13/2017, Annual Certified Max Gross Wt.: 1220 lbs Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 1377.4 Hours at time of accident Engine Manufacturer: CONT MOTOR ELT: C126 installed, not activated Engine Model/Series: O-200-A Registered Owner: NICHOLAS M. LARSON Rated Power: 100 hp Operator: On file Operating Certificate(s) Held: None
Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: PATK, 356 ft msl Observation Time: 0153 UTC Distance from Accident Site: 51 Nautical Miles Direction from Accident Site: 93° Lowest Cloud Condition: Temperature/Dew Point: 10°C / 9°C Lowest Ceiling: Broken / 4500 ft agl Visibility: 10 Miles Wind Speed/Gusts, Direction: 3 knots, 300° Visibility (RVR): Altimeter Setting: 30.06 inches Hg Visibility (RVV): Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Petersville, AK Type of Flight Plan Filed: None Destination: Petersville, AK Type of Clearance: None Departure Time: 1700 AKD Type of Airspace: Class G Wreckage and Impact Information Crew Injuries: 1 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 1 None Latitude, Longitude: 62.380556, -151.908611 (est)
Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N4741M NTSB Identification: GAA17CA544 14 CFR Part 91: General Aviation Accident occurred Wednesday, September 13, 2017 in Petersville, AK Aircraft: PIPER PA 11, registration: N4741M Injuries: 1 Uninjured. NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report. The pilot of the tailwheel-equipped airplane reported that, while performing a wheel landing on an unimproved gravel airstrip, a gust of wind lifted the "weight off of [the] tires and initiated a skid." He added that, as the airplane settled back on the airstrip the tail rose rapidly due to the brakes being applied, and the airplane nosed over. The airplane sustained substantial damage to the left wing lift strut and empennage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
A record number of private planes flew into the Springfield-Branson National Airport Wednesday, according to airport spokesman Kent Boyd. An influx of VIPs — including former U.S. presidents, movie stars, music stars and NASCAR drivers — visiting Springfield for Wonders of Wildlife's grand opening caused a "jet jam," Boyd said. Boyd shared photos of lines of private jets, as well as Presidents Jimmy Carter and George W. Bush walking across the tarmac, to the airport's Facebook page. "To say we ran out of parking spaces is an understatement. The general aviation ramp was full. The cargo ramp was full. Flight school ramp full. The customs ramp? Full. The general aviation staff parked them tight — sometimes wingtip to wingtip," Boyd wrote on social media.
On a typical day, staff working in general aviation — where privately owned planes are parked and serviced — may be responsible for 15 private jets, Boyd said. Four or five may stay overnight. On the night of the Wonders of Wildlife gala, that number jumped to 63 planes, according to Boyd. That number doesn't include "drop and goes," Boyd told the News-Leader, when planes dropped off individuals before taking off again. At one point Wednesday afternoon, eight private jets landed in a span of 20 minutes, Boyd said. A total of nine general aviation staffers were on duty Wednesday, Boyd told the News-Leader. Among other things, they're responsible for parking and servicing planes, shuttling passengers to the terminal and coordinating ground transportation for customers. General aviation staff pumped 18,990 gallons of jet fuel in one day, Boyd said. On an average day, they pump about 4,000 gallons. "A huge shout-out to our general aviation staff!" Boyd wrote.
Boyd said sometimes general aviation staff will take photos with celebrities who touch down in Springfield, but on Wednesday, they were too busy to do so. Boyd said it was the busiest general aviation day in the airport's history. The Wonders of Wildlife's star-studded gala guest list included former Presidents Carter and Bush, actors Mark Wahlberg and Kevin Costner, Interior Secretary Ryan Zinke, country music stars Dierks Bentley, Luke Bryan, John Anderson, Chris Janson, Tracy Byrd, Easton Corbin and Craig Morgan and NASCAR driver Dale Earnhardt Jr. Story and photo gallery ➤ http://www.news-leader.com
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Sacramento, California Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N7330E Location: Sacramento, CA Accident Number: WPR17LA210 Date & Time: 09/20/2017, 1314 PDT Registration: N7330E Aircraft: CESSNA 210 Aircraft Damage: Substantial Defining Event: Landing gear collapse Injuries: 2 None Flight Conducted Under: Part 91: General Aviation - Personal On September 20, 2017, at 1314 Pacific daylight time, a Cessna 210F airplane, N7330E, sustained substantial damage to the left horizontal stabilizer after the main landing gear collapsed during the landing roll at Sacramento Executive Airport, Sacramento, California. The private pilot and passenger, who held a flight instructor certificate, were not injured. The airplane had just been purchased by the private pilot, and at the time of the accident was registered to the previous owner. The airplane was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight. Both occupants provided differing accounts of their operational roles during the flight. The pilot, who was seated in the left seat, stated shortly after the accident that this was his first flight in the airplane, and that it was his understanding that it would be a training flight. The instructor had no previous experience flying the Cessna 210 series and stated that he had explicitly explained to both the pilot and the pilot's mechanic (who had arranged for the two to fly together), that he would not be operating the airplanes controls or providing instruction, and that he was simply acting as an observer. The pilot stated that his intention was to perform a flight in the traffic pattern and then perform a touch-and-go landing. He reported that the flight was uneventful, and that he flew the airplane during the takeoff and landing approach legs, and that the instructor operated the landing gear handle, and was assisting with the flight controls during the landing roll. He stated that prior to landing, he visually confirmed the landing gear had extended by viewing them through the gear mirrors. Shortly after landing, the airplane began to shake and then after traveling about 100 ft, veered left. He immediately applied right rudder and felt the instructor was doing the same. The airplane then dropped onto its belly. The pilot did not complete an National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1, provide any further updates to his statement, or respond to multiple requests to clarify the circumstances of the accident. The instructor provided an extensive statement, reporting that the mechanic who had approached him to fly requested that he be especially vigilant that the landing gear was down and locked before landing. The instructor reiterated in the statement that he did not manipulate any controls until the airplane began to veer off the runway, and that at no time did he operate the landing gear handle. The instructor reported that after the pilot extended the landing gear, he observed the green landing gear indicator light illuminate, and confirmed through the gear mirrors that they had extended. Photographs taken shortly after the accident revealed that the nose gear was in the extended position, and both main landing gear had partially retracted, with their gear doors remaining open. The flaps appeared to be fully extended. A series of three black skid marks were observed on the runway, swerving from the centerline through to the airplane's final resting location just left of the runway edge. The outer width of the skids marks were about 34 inches. Pilot Information Certificate: Private Age: 51, Male Airplane Rating(s): Single-engine Land Seat Occupied: Left Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): None Second Pilot Present: Yes Instructor Rating(s): None Toxicology Performed: No Medical Certification: Class 3 Without Waivers/Limitations Last FAA Medical Exam: 01/01/2015 Occupational Pilot: No Last Flight Review or Equivalent: Flight Time: (Estimated) 200 hours (Total, all aircraft), 0 hours (Total, this make and model) Flight Instructor Information Certificate: Flight Instructor; Commercial Age: 30, Male Airplane Rating(s): Multi-engine Land; Single-engine Land Seat Occupied: Right Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): Airplane Second Pilot Present: Yes Instructor Rating(s): Airplane Single-engine Toxicology Performed: No Medical Certification: Class 1 With Waivers/Limitations Last FAA Medical Exam: 11/01/2016 Occupational Pilot: Yes Last Flight Review or Equivalent: Flight Time: 1550 hours (Total, all aircraft), 0 hours (Total, this make and model) Aircraft and Owner/Operator Information Aircraft Make: CESSNA Registration: N7330E Model/Series: 210 F Aircraft Category: Airplane Year of Manufacture: 1959 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 57030 Landing Gear Type: Retractable - Tricycle Seats: 4 Date/Type of Last Inspection: 03/01/2017, 100 Hour Certified Max Gross Wt.: 2900 lbs Time Since Last Inspection: 10 Hours Engines: 1 Reciprocating Airframe Total Time: 5981.4 Hours as of last inspection Engine Manufacturer: CMI ELT: C91A installed, not activated Engine Model/Series: IO-470 Registered Owner: Robert Amarel Rated Power: 260 hp Operator: On file Operating Certificate(s) Held: None Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: KSAC, 25 ft msl Distance from Accident Site: 0 Nautical Miles Observation Time: 1953 UTC Direction from Accident Site: 193° Lowest Cloud Condition: Scattered / 4300 ft agl Visibility: 10 Miles Lowest Ceiling: None Visibility (RVR): Wind Speed/Gusts: 10 knots / Turbulence Type Forecast/Actual: / Wind Direction: 200° Turbulence Severity Forecast/Actual: / Altimeter Setting: 29.85 inches Hg Temperature/Dew Point: 24°C / 14°C Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Sacramento, CA (SAC) Type of Flight Plan Filed: None Destination: Sacramento, CA (SAC) Type of Clearance: None Departure Time: 1310 PDT Type of Airspace: Class D Airport Information Airport: SACRAMENTO EXECUTIVE (SAC) Runway Surface Type: Asphalt Airport Elevation: 23 ft Runway Surface Condition: Dry Runway Used: 20 IFR Approach: None Runway Length/Width: 5503 ft / 150 ft VFR Approach/Landing: Traffic Pattern Wreckage and Impact Information Crew Injuries: 2 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 2 None Latitude, Longitude: 38.512500, -121.493333 (est) Tests And Research Landing Gear Operation The landing gear and flaps are extended and retracted by hydraulic actuators, powered by an engine-driven hydraulic pump and a pressure accumulator. The nose gear retracts forward and up, with its doors remaining open when the gear is extended. The main gear rotates aft and up into wells under the fuselage, with the doors remaining closed except during gear transition. Both the main and nose gear have positive mechanical up and down locks, operated by separate hydraulic actuators. Limit switches control two position indicator lights, which show that the gear is either up (red), or down and locked (green). The limit switches are connected in series, so that all three gears must be locked before either indicator light comes on. During the extension sequence, the nose landing gear locks into position before the main gear. The landing gear is controlled by the pilot through a four-position gear handle. The handle positions are, "Up-Operating", "Up-Neutral", "Down-Neutral", and "Down-Operating". To reposition the gear, the handle is pulled out and moved to the desired operating position, then released. A detent holds the handle in the operating position until the cycle is completed, at which point the handle automatically returns to the cycle's respective neutral position. A safety switch, actuated by the nose gear strut, restricts the gear position handle to prevent inadvertent retraction whenever the nose strut is compressed by the weight of the airplane. The instructor stated that he could not specifically recall if the gear handle was in the "Down-Neutral" or "Down-Operating" position, but that the mechanic, who was one of the first to arrive on scene, immediately entered the cabin, turned on the master switch, and moved the gear handle. The mechanic provided a statement indicating that when he arrived at the airplane, the gear handle was in the "Down-Operating" position, and it was not until later when he lifted the airplane with a hoist that he turned on the airplanes master switch. As soon as he did, the gear completed its cycle, the gear handle moved to the "Down-Neutral" position, and the green indicator light came on. Landing Gear Testing
The airplane was removed from the accident site and stored at the mechanic's shop, where it was mounted on jack stands and examined by an FAA inspector the following week. No mechanical anomalies were observed to the landing gear system, beyond damage to the gear doors. The gear was successfully extended and retracted multiple times utilizing the gear handle, and both the red and green gear position lights illuminated appropriately.
NTSB Identification: WPR17LA210 14 CFR Part 91: General Aviation Accident occurred Wednesday, September 20, 2017 in Sacramento, CA Aircraft: CESSNA 210, registration: N7330E Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. On September 20, 2017, at 1314 Pacific daylight time, a Cessna 210F, N7330E, sustained substantial damage to the left horizontal stabilizer after the landing gear collapsed while landing at Sacramento Executive Airport, Sacramento, California. The private pilot and pilot rated passenger were not injured, the airplane sustained substantial damage. The airplane was registered to and operated by the pilot/owner under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. The local flight departed 1310. Visual meteorological conditions prevailed and no flight plan had been filed. The pilot had recently purchased the airplane, and this was his first flight. His intention was to perform a flight in the traffic pattern and then a touch-and-go landing. He reported that the takeoff and flight were uneventful, and that the landing gear was extended during the downwind portion of the landing approach. The passenger stated that after the gear extended, he observed the green landing gear indicator illuminate, and both occupants reported visually confirming the gear had extended by viewing through the gear mirrors. During the landing roll, the airplane began to veer to the left, and the passenger reached for the controls and attempted to apply right aileron and rudder inputs, however, the airplane then dropped onto its belly. Post-accident examination revealed that the main landing gear had partially collapsed into the wheel wells, and the nose gear remained extended.
NORTH LITTLE ROCK, Ark. (KTHV) -- North Little Rock police have added a new tool to their arsenal to combat crime. Drones are used for just about everything these days: from hunting, to package delivery, to disaster relief. No one can forget the powerful images of Houston after Harvey, or Key West after Irma. Now, they have another purpose, law enforcement. And NLRPD is ready to take the skies. A handful of North Little Rock Police officers spent Thursday afternoon at Burns Park getting a feel for their new drones. "This is the view from 246 feet altitude,” said one officer, as he showed THV11 the iPhone screen connected to the drone’s remote. He was hovering the craft over a building nearly a mile away. Considering North Little Rock just voted on a highly debated tax increase, THV11 asked Lt. Patrick Thessing where the department got the money for the three drones. "These were all from drug seized money. This is not costing the tax payers a dime,” he answered. What will the drones, or UAV (unmanned aerial vehicle) , be used for? "We want these to be useful. We want them to come in handy. We want them to help keep us safe, keep citizens safe, that's why we are here,” the officer explained, giving some examples.
Here’s a good one: say there’s a bad guy that has ran from police and now is hiding in a nook at the back of the park. From their vantage point out in the parking lot, police can't tell what he’s up to. Now, rather than sending in officers blind, they can send in a drone. That drone can determine whether or not he’s got hostages, weapons, or even explosives. The police department can develop their tactics from there. Lt. Thessing provided another example: "We had a situation that happened out at Cooks Landing: an individual in a car, who may have had a hostage, may have had a weapon, we didn't know. We just got a call. That would have been a perfect instance to fly a UAV out there to be able to see in to the car without having to expose an officer to that unnecessary danger." The few officers that will fly the drones had to go through the same FAA training that your average person would. "We were actually required to get a commercial drone license with FAA, or a commercial UAV pilot's license. We had to go through the training, we had to take a test, that was a little bit difficult by the way, so yea, we are all certified,” he said. A lot of people have had questions about privacy. Lt. Thessing said the public has nothing to worry about. "These are not for general surveillance. These are very mission specific. We are not going to just go up and fly for no reason; look in people's back yards. That's way too man power intensive, and that's not our mission," he said. Story and video ➤ http://www.thv11.com
Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Greensboro, North Carolina Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms http://registry.faa.gov/N6250T National Transportation Safety Board - Aviation Accident Factual Report
Location: Siler City, NC Accident Number: GAA17CA546 Date & Time: 09/20/2017, 1530 EDT Registration: N6250T Aircraft: CESSNA 150 Aircraft Damage: Substantial Defining Event: Abnormal runway contact Injuries: 1 None Flight Conducted Under: Part 91: General Aviation - Personal Analysis According to the pilot, during a time-building, cross-country flight, the airplane had multiple mechanical malfunctions. On the fourth leg of the flight, he departed the airport and noticed that the airplane was low on fuel. He flew to a nearby airport, landed, and added 10 gallons of fuel. After fueling, the airplane would not start, and the pilot asked maintenance personnel to jump the airplane's battery. Then, during taxi to the runway, he noticed that the "radios and other electronics" were inoperative, but he continued to the runway. During the takeoff roll, he was startled by a loud noise in his headset, which he believed came from the airplane's communication radio. He attempted to assess the problem during the takeoff roll, and the airplane veered off the right side of the runway into the safety area. After regaining control, he taxied back to the approach end of the runway. He performed a flight control check and an engine power check and departed the airport. The pilot reported that he then landed at a nontowered airport "to check out the aircraft." He performed another flight control check and an engine run-up but did not exit the airplane "because of the starting issue." The pilot then departed for the destination airport. He reported that he landed the airplane and taxied to parking. He recalled that he performed a postflight check of the airplane, but "other than grass and grass stains [he] did not see any damage." Later that evening, the airplane's owner informed the pilot that the left wing was damaged. The airplane sustained substantial damage to the left-wing spar and aileron. Probable Cause and Findings The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's improper decision to take off with known electrical issues, which distracted him and led to a loss of directional control during the takeoff roll. Findings Aircraft Directional control - Not attained/maintained (Cause) Personnel issues Aircraft control - Pilot (Cause) Situational awareness - Pilot (Cause) Factual Information History of Flight Enroute Miscellaneous/other Taxi Sys/Comp malf/fail (non-power) Collision with terr/obj (non-CFIT) According to the pilot, during a time building cross-country flight, the airplane had multiple mechanical malfunctions. On the fourth leg of the flight, he departed the airport and noticed that the airplane was low on fuel. He flew to a nearby airport, landed, and added 10 gallons of fuel. After fueling, the airplane would not start, and he asked a maintenance shop to jump the airplane's battery. Then, during taxi to the runway, he noticed that the "radios and other electronics" were inoperative, but he continued to the runway. During the takeoff roll, he was startled by a loud noise in his headset, which he believed came from the airplane's communication radio. He attempted to assess the problem during the takeoff roll and the airplane veered off the right side of the runway into the safety area. After regaining control, he taxied back to the approach end of the runway. He performed a flight control check and an engine power check and departed the airport. The pilot reported that he then landed at a non-towered airport "to check out the aircraft". He performed another flight control check and an engine run-up but did not exit the airplane "because of the starting issue." The pilot then departed for the destination airport. He reported that he landed the airplane and taxied to parking. He recalled that he performed a post-flight check of the airplane, but "other than grass and grass stains [he] did not see any damage". Later that evening, the owner of the airplane informed the pilot that the left wing was damaged. The airplane sustained substantial damage to the left-wing spar and aileron. Pilot Information Certificate: Private Age: 67, Male Airplane Rating(s): Single-engine Land Seat Occupied: Left Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): None Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: No Medical Certification: Class 3 With Waivers/Limitations Last FAA Medical Exam: 03/01/2017 Occupational Pilot: Last Flight Review or Equivalent: 12/27/2016 Flight Time: (Estimated) 147 hours (Total, all aircraft), 7 hours (Total, this make and model), 43 hours (Pilot In Command, all aircraft), 5 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) Aircraft and Owner/Operator Information Aircraft Manufacturer: CESSNA Registration: N6250T Model/Series: 150 E Aircraft Category: Airplane Year of Manufacture: 1964 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 15060950 Landing Gear Type: Tricycle Seats: 2 Date/Type of Last Inspection: 07/26/2017, Annual Certified Max Gross Wt.: 1601 lbs Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 6162 Hours as of last inspection Engine Manufacturer: CONT MOTOR ELT: C91 installed, not activated Engine Model/Series: O-200 SERIES Registered Owner: On file Rated Power: 100 hp Operator: On file Operating Certificate(s) Held: Pilot School (141) Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: KHBI, 673 ft msl Observation Time: 1930 UTC Distance from Accident Site: 19 Nautical Miles Direction from Accident Site: 261° Lowest Cloud Condition: Clear Temperature/Dew Point: 30°C / 18°C Lowest Ceiling: None Visibility: 10 Miles Wind Speed/Gusts, Direction: 7 knots, 250° Visibility (RVR): Altimeter Setting: 30 inches Hg Visibility (RVV): Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Lexington, NC (EXX) Type of Flight Plan Filed: VFR Destination: Lexington, NC (EXX) Type of Clearance: None Departure Time: 1400 EDT Type of Airspace: Class G Airport Information Airport: SILER CITY MUNI (SCR) Runway Surface Type: Asphalt Airport Elevation: 615 ft Runway Surface Condition: Dry Runway Used: 04 IFR Approach: None Runway Length/Width: 5000 ft / 75 ft VFR Approach/Landing: None Wreckage and Impact Information Crew Injuries: 1 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 1 None Latitude, Longitude: 35.704167, -79.504167 (est)Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Greensboro, North Carolina Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms http://registry.faa.gov/N6250T National Transportation Safety Board - Aviation Accident Factual Report
Location: Siler City, NC Accident Number: GAA17CA546 Date & Time: 09/20/2017, 1530 EDT Registration: N6250T Aircraft: CESSNA 150 Aircraft Damage: Substantial Defining Event: Abnormal runway contact Injuries: 1 None Flight Conducted Under: Part 91: General Aviation - Personal According to the pilot, during a time building cross-country flight, the airplane had multiple mechanical malfunctions. On the fourth leg of the flight, he departed the airport and noticed that the airplane was low on fuel. He flew to a nearby airport, landed, and added 10 gallons of fuel. After fueling, the airplane would not start, and he asked a maintenance shop to jump the airplane's battery. Then, during taxi to the runway, he noticed that the "radios and other electronics" were inoperative, but he continued to the runway. During the takeoff roll, he was startled by a loud noise in his headset, which he believed came from the airplane's communication radio. He attempted to assess the problem during the takeoff roll and the airplane veered off the right side of the runway into the safety area. After regaining control, he taxied back to the approach end of the runway. He performed a flight control check and an engine power check and departed the airport. The pilot reported that he then landed at a non-towered airport "to check out the aircraft". He performed another flight control check and an engine run-up but did not exit the airplane "because of the starting issue." The pilot then departed for the destination airport. He reported that he landed the airplane and taxied to parking. He recalled that he performed a post-flight check of the airplane, but "other than grass and grass stains [he] did not see any damage". Later that evening, the owner of the airplane informed the pilot that the left wing was damaged. The airplane sustained substantial damage to the left-wing spar and aileron. Pilot Information Certificate: Private Age: 67, Male Airplane Rating(s): Single-engine Land Seat Occupied: Left Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): None Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: No Medical Certification: Class 3 With Waivers/Limitations Last FAA Medical Exam: 03/01/2017 Occupational Pilot: Last Flight Review or Equivalent: 12/27/2016 Flight Time: (Estimated) 147 hours (Total, all aircraft), 7 hours (Total, this make and model), 43 hours (Pilot In Command, all aircraft), 5 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) Aircraft and Owner/Operator Information Aircraft Manufacturer: CESSNA Registration: N6250T Model/Series: 150 E Aircraft Category: Airplane Year of Manufacture: 1964 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 15060950 Landing Gear Type: Tricycle Seats: 2 Date/Type of Last Inspection: 07/26/2017, Annual Certified Max Gross Wt.: 1601 lbs Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 6162 Hours as of last inspection Engine Manufacturer: CONT MOTOR ELT: C91 installed, not activated Engine Model/Series: O-200 SERIES Registered Owner: On file Rated Power: 100 hp Operator: On file Operating Certificate(s) Held: Pilot School (141) Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: KHBI, 673 ft msl Observation Time: 1930 UTC Distance from Accident Site: 19 Nautical Miles Direction from Accident Site: 261° Lowest Cloud Condition: Clear Temperature/Dew Point: 30°C / 18°C Lowest Ceiling: None Visibility: 10 Miles Wind Speed/Gusts, Direction: 7 knots, 250° Visibility (RVR): Altimeter Setting: 30 inches Hg Visibility (RVV): Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Lexington, NC (EXX) Type of Flight Plan Filed: VFR Destination: Lexington, NC (EXX) Type of Clearance: None Departure Time: 1400 EDT Type of Airspace: Class G Airport Information Airport: SILER CITY MUNI (SCR) Runway Surface Type: Asphalt Airport Elevation: 615 ft Runway Surface Condition: Dry Runway Used: 04 IFR Approach: None Runway Length/Width: 5000 ft / 75 ft VFR Approach/Landing: None Wreckage and Impact Information Crew Injuries: 1 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 1 None Latitude, Longitude: 35.704167, -79.504167 (est)
UNIVERSITY CITY (WPVI) -- A family from Portland, Maine arrived in Philadelphia Thursday for medical treatment at the Children's Hospital of Philadelphia, thanks to a generous pilot.
