N282SC is a Dji MAVIC 3 ENTER THERM. It is a rotorcraft. The registration is active, with the registrant based in Luling, LA. It has been registered to its current owner since Dec 2023. This page also carries 1 NTSB event.
2023
That's everything on file so far — TailWiki checks the FAA registry daily and adds new entries as N282SC's record changes.
On May 14, 2011, about 1600 Pacific daylight time, a Czech Aircraft Works SPOL SRO Sportcruiser, N282SC, collided with terrain after takeoff from Arlington Municipal Field, Arlington, Washington. The private pilot/owner was operating the airplane as a local personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The pilot sustained fatal injuries; the airplane sustained substantial damage to the airframe and wings from impact forces and a post crash fire. Visual meteorological conditions prevailed, and no flight plan had been filed.
One witness observed the airplane take off at least twice from touch-and-goes on runway 34, and everything seemed quite normal. He thought that it was a nice looking airplane, and went over to have a closer look at it after the pilot landed and taxied to his parking spot. It was parked with the flaps up and a safety pin in the ballistic recovery system (BRS). He visited briefly with the pilot, who seemed to be mentally and physically just fine. The pilot indicated that he was going to put it in the hangar so the witness left for the glider field. The witness was standing just ahead of taxiway A2 and to the west side of the glider operations area when he looked south and saw the Sport Cruiser at the hold line for runway 34.
The witness did not see the takeoff, but did see the airplane again as it was passing taxiway A2, over the center line of runway 34. As the airplane passed him, it appeared to be configured as he had seen it earlier. He thought that the flaps were up, or if not, down so little that he couldn't tell. The witness noted that from this location, runway 34 had 3,800 feet remaining.
The witness observed the airplane traveling overhead of runway 34, however, noted that the engine sounded like it was running at cruise or a lower power setting. The witness observed the airplane pitch upward, gaining altitude followed by a loss of altitude, where the airplane leveled off. The witness stated that this oscillation continued several times before the airplane made a left turn to about 290 degrees, into the wind. He added that the airplane pitched upward steeply and leveled off. Subsequently, the witness observed the airplane pitch upward, enter a steep left bank, and the fuselage descended through the horizon and into terrain.
Other witnesses reported that the airplane went to an extremely nose high attitude after liftoff. They estimated that the airplane never climbed to more than 100 feet above ground level (agl), which was below tree top level. The airplane maintained the nose high attitude as it began to turn back toward the runway. The airplane entered a steep angle of bank to the left, which was followed by a near vertical nose low attitude. The airplane collided with the ground on airport property. It burst into flames about 1 minute after the ground contact. First responders reported that they heard a rocket go off about a couple of minutes after impact, which they believed was the rocket for a ballistic recovery system (BRS) installed on the airplane.
A review of Federal Aviation Administration (FAA) airman records revealed that the 77-year-old pilot held a private pilot certificate with a rating for airplane single-engine land. The pilot was issued a third-class medical certificate on June 27, 2008, with the limitation that the pilot must wear corrective lenses.
No personal flight records were located for the pilot. The IIC obtained the aeronautical experience listed in this report from a review of the FAA airmen medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. The pilot reported on his last medical application that he had a total time of 579 hours with 15 hours logged in the previous 6 months.
A certified flight instructor (CFI) reported that he had provided instruction to the pilot. On several of those occasions, the CFI noted poor airmanship skills in some areas, and had recommended further instruction in them.
In January 2011, the FAA proposed to suspend the pilot's certificate for 270 days for violating several sections of the Federal Aviation Regulations.
The airplane was a Czech Aircraft Works SPOL SRO Sportcruiser, serial number 06SC006, equipped with a Rotax 912ULS-2 engine, serial number 5646410. The airplane's logbooks were not recovered.
The airplane was a Czech Aircraft Works SPOL SRO Sportcruiser, serial number 06SC006, equipped with a Rotax 912ULS-2 engine, serial number 5646410. The airplane's logbooks were not recovered.
The Snohomish County Medical Examiner completed an autopsy, and ruled that the cause of death was multiple blunt force trauma and thermal injuries with inhalation of soot and products of combustion. The FAA Forensic Toxicology Research Team, Oklahoma City, performed toxicological testing of specimens of the pilot.
Analysis of the specimens for the pilot contained findings for 12 percent carbon monoxide detected in blood, and 0.64 (ug/ml) cyanide detected in blood.
The report contained no findings for volatiles.
The report contained the following findings for tested drugs: 0.072 (ug/ml, ug/g) diphenhydramine detected in blood, diphenhydramine detected in urine; ibuprophen detected in urine; and 0.035 (ug/ml, ug/g) oxazepam detected in blood.
The NTSB's Chief Medical Officer reviewed the pilot's certified medical records, autopsy findings, toxicology results, narrative reports of the accident sequence, and prepared a factual report, which is part of the public docket for this accident. Pertinent excerpts follow.
The FAA revoked a previous medical certificate for the pilot after he reported use of sleep aids and benzodiazepines for situational anxiety in 2002. After the pilot reported discontinued use of these medications, his medical certificate was reissued in 2004. The pilot's 2008 application indicated that he had again been using benzodiazepines and sleep aids for an acute adjustment reaction. He presented documentation to the airman medical examiner (AME) from his physician that his use of these medications had ceased in 2007, and the AME issued his medical certificate.
On his last medical application, the pilot reported controlled hypertension, and listed simvastatin (cholesterol lowering agent), hydrochlorothiazide (mild diuretic, used to treat hypertension), and lisinopril (blood pressure medication) as his medicines.
Diphenhydramine is a sedating antihistamine marketed under the trade name Benadryl, and is used for allergy symptoms, itchiness, and as a sleep aid. The therapeutic range is 0.050ug/ml to 0.200 ug/ml. It carries a warning: "may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)." Ibuprofen is available over the counter under the trade names Advil and Motrin, and is a non-steroidal anti-inflammatory used in the treatment of mild to moderate pain. It is not considered sedating. Oxazepam (marketed under the trade name Serax) is a prescription benzodiazepine used to treat anxiety, muscle spasm, and insomnia. It is also a metabolite of nordiazepam, temazepam (trade name Restoril), and diazepam (trade name Valium). It too carries a warning: "may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)." All of these medications are considered sedating, and are classified as controlled substances by the FDA.
The FAA inspector supervised an examination of the engine by Rotech Flight Safety, Inc., in the owner/pilot's hangar at Arlington. The complete Rotech report is part of the public docket.
The engine sustained severe thermal damage. Investigators manually rotated the crankshaft; however, they could only rotate it about 270 degrees, and attributed this to damage sustained during the post-crash fire. The spark plug electrodes exhibited a normal burn pattern, and were the proper type. No excessive or unusual build-up of metallic material was found on the magnetic plug.
No defects or evidence of malfunction was noted with the reduction gearbox.
Other than fire damage, no anomalies were found with the cylinders, pistons, crankshaft, crankshaft bearings, camshaft, camshaft bearings, external oil tank, starter Sprag clutch, water pump, water pump gears, or oil pump. It appeared that there was proper lubrication throughout the engine.
Several key components such as ignition, carburetors, oil lines and coolant lines were consumed by the fire, and could not be examined. Without these key components, it was not possible to determine the running condition of the engine during the time of the accident.
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