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It was, however, gathered that the pilot of a float plane on its route to Squamish, B.C. when coming from Vancouver come across a drone at 1,400 feet, ‘barely missing his wing.’ This happened on October 2014, respectively.

The performance of the occurrence that they’ve illustrated can’t be hidden away by the parched language of a federal aviation database.

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There were about 77 criticisms in 2015, which mostly directly came from pilots, to convey Canada concerning the devices. (While there were on 28 in the year 2014) and about four of them illustrates accurately close calls, wherever drones hardly missed aircraft.

At about fifteen days later, a drone soaring above a forest fire in the B.C. center forced the landing of 13 aircraft aiding to battle the fire, which stretched for about four hours until they were able to fly once more.

“If there’s a collision with an aircraft, it can cause substantial damage to the aircraft,” advised by Ed Benoza of the Air Canada Pilots Association.

“When parts start flying, they fly everywhere,” he clarified.

“If you ever look at a jet engine, the tolerance, when it spins around, is very, very little. You throw one of those blades out of sync, or [rub something] against another metal part at thousands of RPM, it comes apart quickly… it’s a big emergency.”

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“Right now, we don’t keep track of how many drones are sold in Canada, or are used,” Transport Canada spokesperson Natasha Gauthier had said. “We don’t really have any way to track that.”

“It’s estimated that there were about 300,000 sold at Christmas last year,” drone flying instructor Sterling Cripps had disclosed. “They end up under the Christmas tree, and then on Christmas Day there are 300,000 drones in the air.”

Startled pilots normally do all in their ability to illustrate a trouble drone, but most of the time, the outcomes are unclear at best. To this day, all that is been established is in relation to the drone that interrupted the B.C. firefighting, just for instance, is that it was “fluorescent orange coloured from above.”

“In a lot of these cases, by the time an investigator [is] sent, Transport Canada or local law enforcement, the person’s not on the scene anymore,” Gauthier says. “It’s very hard to track down.”

“We believe that most drone users aren’t out to do malicious things,” Gauthier says. “It’s a lack, usually, of familiarity or knowledge with the rules.”

“It’s usually young adolescent males that are flying these things,” Cripps had hinted. “I see about five percent women in my training courses, and I’m up to about 1,300 to 1,400 students now… The demographics are young men who go to Best Buy and just buy their equipment and go flying.”

Gauthier, however, pointed out that, “There are people who are legitimately allowed to operate their drone closer than nine kilometres from an airport”.

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Cripps took a new dimension to the argument by maintaining that, the answers lies in education.

“You don’t want to start jamming frequencies around an airport. The best thing is vigilance and socialization,” he says.

“People who buy these things have to be responsible. They have to understand that there are rules and regulations, and they have to know where they can or cannot fly.”

“Something bad has to happen before we act on this stuff, and take it seriously. It is a serious threat. Once one of these things falls out of the sky and hits somebody in a schoolyard, we’re really going to get serious about these things.”

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