Flight Crash Scene Hd

[Gaetan Horton]

Inthe movie Flight, Denzel Washington's plane loses one engine and some other controls. To keep the plane gliding, he inverts the plane until it reaches a very low altitude. At the last second he flips it back right side up so that the belly of the aircraft takes the grunt of the crash landing.

It's apparently loosely based on Alaska Airlines Flight 261 and like in the actual incident, I don't think he deliberately inverts the plane. In the actual event, the horizontal stabilizer gets jammed in an extreme position thus forcing the plane to invert. Now if it were possible to fly a commercial airplane that big inverted, Alaska Airlines too would've landed safely eventually (which didn't happen, despite the pilots trying to fly it upside down according to the CVR transcripts).

I'm not familiar with the movie but the scenario described is nonsense. An aircraft that is in good enough shape to perform aerobatics is in pretty damned good shape and could just continue with its flight and perform a normal landing.

Some large aircraft are capable of brief inverted flight. Tex Johnston famously barrel-rolled the Boeing 707 prototype in 1965 (Wikipedia, Youtube). The Alenia Spartan, a Hercules-sized turboprop transport, is also capable of doing barrel rolls and often does so at air shows (Youtube).

In major metropolitan areas across the United States, delays related to traffic incidents are estimated to account for more than half of all congestion-related delays. The traffic delay associated with major accidents is one of the most commonly cited concerns related to traffic incident management.[1]

A recent NIJ-funded study found that using Unmanned Aircraft Systems (UAS) can reduce the amount of time taken to clear a crash scene, thereby reducing the time officers are at risk of injury in the roadway. Additionally, the study compared the accuracy of measurements made using different methods and found that UAS slightly reduced some measurement errors.

In a recent study, researchers compared the use of UAS with established methods used in crash scene investigations. Using a mock crash scene, the researchers found that, with the support of UAS, the time taken to clear the scene was reduced by 35-45 minutes.

Finally, the study shows that data collection by UAS took, on average, one hour less than data collection by a robotic station and two hours less than data collection by a manual or robotic total station. (See What Is a Total Station.)

Although UAS were shown to be beneficial in the investigation of mock crash scenes, operational conditions in actual situations can impact their effectiveness. In a real-life setting, factors that may hinder the use of UAS include the time it may take to deploy the UAS if operators are far from the scene, adverse weather conditions, low light, Federal Aviation Administration regulations on UAS use, obstacles on or near the roadway that block the view of UAS or prevent their use, and the presence of other tasks that can add significantly to the time it takes to capture aerial images.

The Unmanned Aerial Systems (UAS)-Based Crash Scene Mapping workshop provides information about crash scene marking, mission planning, hands-on flight exercises, and an overview of the Purdue UAS Data Processing Center funded by the Indiana Criminal Justice Institute. This workshop demonstrates techniques and field procedures to accurately and efficiently document crash scenes using photogrammetry from UAS.

The Tippecanoe County Sheriff's Office provided a testimonial about the UAS Based Crash Scene Mapping program. They are an early adopter of the program and have been using drones for crash scene documentation since 2018. Captain Robert Hainje says it takes deputies about 10 minutes to program the flight and 20 minutes to capture images

On the drive back to our offices in Bridgewater, I listened to a sports talk show on KDKA-AM radio. Shortly after 7 p.m. as I passed the Hopewell/South Heights exit on what was then Route 60, a news flash interrupted the sports talk and announced that a small plane had crashed near Green Garden Road in Hopewell.

Naturally, my journalistic instincts kicked in. Even though I was a sports reporter, I thought I could help our crash coverage by getting to the site as quickly as possible. So I parked my car at the PennDOT service area across from Green Garden Plaza, grabbed a notebook and my Times identification badge and started running.

From my vantage point, I could see only small chunks of the Boeing 737 that had all but disintegrated. What was really eerie was that there were no sounds coming from the crash site. There were no passengers screaming or moaning for help.

The visit to the Flight 427 crash site did bring back some horrifying moments. It was emotional, and we were on hallowed ground. It was good to pay our respects and to pray for those who died and to pray for the loved ones they left behind.

And while there, I thought about one of the miracles of Flight 427. That would be Pat Jones, my friend from Hopewell who, along with his family, is so fortunate to still be alive today. By arriving early at the airport in Chicago 20 years ago, they boarded an earlier flight as stand-by passengers.

The BT squatted in a three-point landing about 500 ft. from the end of the runway. As it rolled it seemed to be doing that walk to the left that every taildragger pilot has experienced in a crosswind. At about the 1000-foot marker the left wheel eased off the side of the runway.

The left wingtip scraped the ground fifty feet short of the taxiway I was standing on, then the prop hit the edge of the taxiway as the airplane slammed into the ground. There was a palpable boom shockwave that I could feel against my body. It was the dissipation of massive energy all at once. From power-up to boom was less than ten seconds.

A lot of people started showing up and I tried to get someone to open the security gate to the airport so the cops could get in. No one moved, so I grabbed the motorcycle out of my hangar and headed to the gate.

The police showed up as I got the gate open. Right behind him was the EMT wagon. They followed me to the scene and I stood back and watched from that point. More trucks, sheriffs, police, and a lot of other things with lights rolled in.

He said that was all he remembered about the crash, that feeling of G force against the straps. The inspectors determined that the canopy had ripped out of the tracks and his seat ripped right out of the floor. He had a helmet on and his helmet hit the panel. The force drove it down into his cheek and caused a big gash. His left arm went into the throttle area and got pretty torn up, and other than that, he just hurt like crazy all over. We chatted a while longer and all I could tell him was that he was a miracle.

The helmet and the 5-point belt system saved him. That was part of the miracle, but there were other things. First of all, no fire. Secondly, the airplane hit wingtip, prop, then engine and that caused it to turn 180 degrees before it came to rest. Thirdly, the canopy ripped off. All of this left him in a position to pop his 5-point and flop out on the apron of the hangar. He was just delivered to the rescue team, ready to be saved.

Sad if a bit more control inputs would have saved the day. As on ice in a car, sometimes if you essentially the passenger, just riding it out with very gentle control inputs, if at all, is your best bet.

Way back longer than I care to think about a wise instructor and friend told me to pick a point down the runway and keep the bird pointed at that point. This was when I was just beginning to operate conventional gear aircraft. Still learning many years later. The advice still applies and every once in a while, in a crosswind, I hear his voice. It still works.

Very sorry for the PIC and his family. Very glad for the passenger.

Hi. Dan Blore; I was the Flt/Instructor at Colts Neck A/P from 4/65 to 7/31/65 when I left to fly for TWA. You must have worked with Paul Willy after Duff Donald left the business. I almost took over the operation at that time but elected not to. Really had a great time flying out of that field and learned a lot from their charters .

He had a helmet on and his helmet hit the panel. The force drove it down into his cheek and caused a big gash. His left arm went into the throttle area and got pretty torn up, and other than that, he just hurt like crazy all over. We chatted a while longer and all I could tell him was that he was a miracle.

I have done a few tailwheel transitions and check outs for a few pilot in a J3. On one of the checkouts when things started to go awry the candidate added power. Everything came back and all turned out good.

I had read about this technique so I asked my instructor. His reply was there is a better chance of making the situation worse.

Rescuers not only had to deal with the challenges at the crash site, which included extricating a patient from the wreckage, but helicopters arriving and leaving the scene had to contend with a drone flying above the crash scene.

The state Department of Transportation and Racine County Traffic Commission have targeted the intersection of highways 11 and J as a dangerous intersection. As of May, it has been the site of 36 crashes since 2010. Two crashes in the past four years resulted in fatalities.

Last year, after a fatal crash, the DOT last year installed new signs on Highway 11 in an attempt to alert drivers to the intersection. Flags also were added to the four advance-warning signs to draw more attention to them.

John and Greg share their expertise on the workings of plane de-icing systems. Listeners get an inside look at how weather, aircraft operation and aircraft certification emerged as leading factors in the crash.

World-renowned aviation industry consultants and former NTSB investigators John Goglia and Greg Feith have 100 years of worldwide aviation safety experience between them. In this hard-hitting podcast series, they offer the ultimate insider view of everything aviation including behind-the-scenes facts on deadly air crashes and issues impacting general aviation and the commercial airline industry.

3a8082e126