Narrative:

I departed as PIC of a C172 on a local sight-seeing flight with 3 passenger on board. I was operating in a 1 NM l-hand rectangular pattern between 1100-1400 ft AGL while a passenger was taking photos of the skyline. I was aware of fdc NOTAM in effect at the stadium. I have an IFR approved GPS on board to make sure I would maintain more than 3 NM away from it below 3000 ft AGL. As I made a turn from a sbound heading to an eastbound heading I had a visual on a helicopter low and to my right about 1/2 mi. I made several position reports on a VFR frequency 123.025 but did not hear a response or any other traffic. While maintaining visual contact I extended my eastbound leg to separate myself from the helicopter. After I determined the helicopter was no longer a factor and it altered its course to the west out of sight I continued my pattern to the left clear of traffic. On the last leg of the pattern; departing the area to the southeast; my rear right seat passenger who is also a pilot advised me I have overtaking traffic approaching from my right side. I looked to my 4 O'clock position; and made visual contact within about 100 ft away was a helicopter so I turned 30 degrees left and started a climb to 1500 ft MSL to avoid traffic. Shortly after I started my climbing left turn I had a very high intensity white light in my face moving toward my 3 O'clock position; illuminating the entire cabin. I was totally temporarily blinded to the right side of the aircraft and I could no longer judge the distance from the other aircraft. After about 5 seconds of a constant white wide beam of light in the cabin; it moved to the aft end of the aircraft and then back and forth a few times for approximately 15 seconds. This distraction made it very difficult to see and avoid the helicopter and scan for other traffic. Needless to say it did not make me or my passenger very comfortable. After the helicopter turned the obvious spotlight away from our aircraft it was obvious this was a helicopter in a pursuit of us for an unknown reason. During the time I departed the area and the spotlight incident; I was monitoring the ATIS in preparation for landing. After the previous events I noticed the helicopter fall back from close in trail to behind me and low. I monitored guard on 121.5 for a few moments to listen for anyone trying to call me. I had determined I was a safe distance and altitude from the traffic and set a course back area where I had planned on doing a little more sight-seeing just before landing. After attempting to relax my terrified passenger and completing the appropriate pre-landing checks; I called tower for landing 6 mi south and requested landing. I received the usual instructions to cross over the top of the airport at or above 2000 ft for right traffic. On my approach into the airport traffic pattern I heard the controller advise a police helicopter; 'police number; I think that's who you're looking for?' the police helicopter requested landing behind us and received instructions and a clearance. When I was over the airport I received a clearance to land. As I was rolling out and clearing the runway at taxiway K the helicopter asked the controller to get the airport police somewhere off the side of the runway to meet them. The controller seemed confused and asked airport operations if they heard that? At that time I was clear of the runway and holding short of taxiway K. While listening to the confusing conversation between 3 or 4 different parties on the same frequency; I knew this as an uncoordinated mess. The controller finally said 'XXX say parking' I replied 'FBO' (where my tie-down is located). I received instructions to taxi to parking via taxiway K and complied. As I was taxiing to parking I heard the pilot of the police helicopter ask the controller to turn on some lights on the side of the runway because it was her first time flying there at night. Once on the ramp and shut down; I had no idea what this was about or what to do about the 2 police cars and helicopter at the end of my tie-down row? So I calmly got out of the airplane and put my hands behind my head and waited for the police. The airport police arrived first with another spotlight in my face; detained me without a clue as to why. Then they instructed my passenger to exit the airplane and detained them as well. After the police helicopter shut down and the occupants of the police helicopter came to the scene they had a few words with the airport police and demanded me to present my pilot certificate. My wallet was on the hood of the police car and I told them they could see it. One male officer idented himself to me and advised me I was being 'ramp checked' and accused me of violating a tfr at stadium. I asked what his pilot credentials are and he replied 'I am a police officer not a pilot.' then a female officer idented herself as the PIC of the police department air support division helicopter that pursued me from downtown. She also told me that I was in violation of a tfr. I believe they were referring to fdc NOTAM. According to my IFR approved GPS system; I was well outside a 3 NM radius from stadium. After the police ramp checked us; threatened us and searched through the aircraft we were free to go. This is the first time I have ever been treated like a criminal in my history in aviation. It seemed very unprofessional and extremely dangerous in the air. My primary questions and concerns with the previous events are; safety: is the police department authority/authorized to conduct such operations as an aerial pursuit? Are the pilots trained and qualified to fly in formation or operate within close proximity to other aircraft without communications or prior arrangements with the other aircraft? Furthermore at night? And I am certain that it is definitely not considered safe practice to shine a powerful spotlight in the cockpit of another aircraft within 100 ft away or any distance for that matter. Is the police department exempt from part 91 of the far's: 91.13 careless or reckless operation; 91.111 operating near other aircraft; 91.113 right of way rules; has the FAA administrator excluded the police department air support division from 91.145(D) per 91.145(G)(5)? As a pilot and a flight instructor; I think it is necessary to address these issues so I can further educate myself and my students on procedures like these; the proper way to handle it in the air and on the ground. I believe that I did my part to see and avoid other air traffic. I complied with the far's and cooperated with the local law enforcement agencies. I believe there are some things all parties including myself could have done to better the situation. If local law enforcement is authority/authorized to intercept or escort other civil aircraft out of an area and to an airport; there should be a way to identify and establish communications with each other in a way that would not risk a collision hazard. As a civilian pilot it is easy to identify military aircraft and establish communications on guard frequency 121.5 in an emergency; it should be the same with local law enforcement. I understand we are in a tough time in the world of aviation; public safety and security. I know many people are trying to help the situation and I would like to do what I can to help keep our sky and soil a safe and pleasant place to be.

Google
 

Original NASA ASRS Text

Title: C172 PLT ON A SIGHTSEEING FLT IS INTERCEPTED BY GOV HELI WHEN FLYING NEAR A TFR.

Narrative: I DEPARTED AS PIC OF A C172 ON A LCL SIGHT-SEEING FLT WITH 3 PAX ON BOARD. I WAS OPERATING IN A 1 NM L-HAND RECTANGULAR PATTERN BTWN 1100-1400 FT AGL WHILE A PAX WAS TAKING PHOTOS OF THE SKYLINE. I WAS AWARE OF FDC NOTAM IN EFFECT AT THE STADIUM. I HAVE AN IFR APPROVED GPS ON BOARD TO MAKE SURE I WOULD MAINTAIN MORE THAN 3 NM AWAY FROM IT BELOW 3000 FT AGL. AS I MADE A TURN FROM A SBOUND HDG TO AN EBOUND HDG I HAD A VISUAL ON A HELI LOW AND TO MY R ABOUT 1/2 MI. I MADE SEVERAL POS RPTS ON A VFR FREQ 123.025 BUT DID NOT HEAR A RESPONSE OR ANY OTHER TFC. WHILE MAINTAINING VISUAL CONTACT I EXTENDED MY EBOUND LEG TO SEPARATE MYSELF FROM THE HELI. AFTER I DETERMINED THE HELI WAS NO LONGER A FACTOR AND IT ALTERED ITS COURSE TO THE W OUT OF SIGHT I CONTINUED MY PATTERN TO THE L CLR OF TFC. ON THE LAST LEG OF THE PATTERN; DEPARTING THE AREA TO THE SE; MY REAR R SEAT PAX WHO IS ALSO A PLT ADVISED ME I HAVE OVERTAKING TFC APCHING FROM MY R SIDE. I LOOKED TO MY 4 O'CLOCK POS; AND MADE VISUAL CONTACT WITHIN ABOUT 100 FT AWAY WAS A HELI SO I TURNED 30 DEGS L AND STARTED A CLB TO 1500 FT MSL TO AVOID TFC. SHORTLY AFTER I STARTED MY CLBING L TURN I HAD A VERY HIGH INTENSITY WHITE LIGHT IN MY FACE MOVING TOWARD MY 3 O'CLOCK POS; ILLUMINATING THE ENTIRE CABIN. I WAS TOTALLY TEMPORARILY BLINDED TO THE R SIDE OF THE ACFT AND I COULD NO LONGER JUDGE THE DISTANCE FROM THE OTHER ACFT. AFTER ABOUT 5 SECONDS OF A CONSTANT WHITE WIDE BEAM OF LIGHT IN THE CABIN; IT MOVED TO THE AFT END OF THE ACFT AND THEN BACK AND FORTH A FEW TIMES FOR APPROX 15 SECONDS. THIS DISTR MADE IT VERY DIFFICULT TO SEE AND AVOID THE HELI AND SCAN FOR OTHER TFC. NEEDLESS TO SAY IT DID NOT MAKE ME OR MY PAX VERY COMFORTABLE. AFTER THE HELI TURNED THE OBVIOUS SPOTLIGHT AWAY FROM OUR ACFT IT WAS OBVIOUS THIS WAS A HELI IN A PURSUIT OF US FOR AN UNKNOWN REASON. DURING THE TIME I DEPARTED THE AREA AND THE SPOTLIGHT INCIDENT; I WAS MONITORING THE ATIS IN PREPARATION FOR LNDG. AFTER THE PREVIOUS EVENTS I NOTICED THE HELI FALL BACK FROM CLOSE IN TRAIL TO BEHIND ME AND LOW. I MONITORED GUARD ON 121.5 FOR A FEW MOMENTS TO LISTEN FOR ANYONE TRYING TO CALL ME. I HAD DETERMINED I WAS A SAFE DISTANCE AND ALT FROM THE TFC AND SET A COURSE BACK AREA WHERE I HAD PLANNED ON DOING A LITTLE MORE SIGHT-SEEING JUST BEFORE LNDG. AFTER ATTEMPTING TO RELAX MY TERRIFIED PAX AND COMPLETING THE APPROPRIATE PRE-LNDG CHKS; I CALLED TWR FOR LNDG 6 MI S AND REQUESTED LNDG. I RECEIVED THE USUAL INSTRUCTIONS TO CROSS OVER THE TOP OF THE ARPT AT OR ABOVE 2000 FT FOR R TFC. ON MY APCH INTO THE ARPT TFC PATTERN I HEARD THE CTLR ADVISE A POLICE HELI; 'POLICE NUMBER; I THINK THAT'S WHO YOU'RE LOOKING FOR?' THE POLICE HELI REQUESTED LNDG BEHIND US AND RECEIVED INSTRUCTIONS AND A CLRNC. WHEN I WAS OVER THE ARPT I RECEIVED A CLRNC TO LAND. AS I WAS ROLLING OUT AND CLRING THE RWY AT TXWY K THE HELI ASKED THE CTLR TO GET THE ARPT POLICE SOMEWHERE OFF THE SIDE OF THE RWY TO MEET THEM. THE CTLR SEEMED CONFUSED AND ASKED ARPT OPS IF THEY HEARD THAT? AT THAT TIME I WAS CLR OF THE RWY AND HOLDING SHORT OF TXWY K. WHILE LISTENING TO THE CONFUSING CONVERSATION BTWN 3 OR 4 DIFFERENT PARTIES ON THE SAME FREQ; I KNEW THIS AS AN UNCOORDINATED MESS. THE CTLR FINALLY SAID 'XXX SAY PARKING' I REPLIED 'FBO' (WHERE MY TIE-DOWN IS LOCATED). I RECEIVED INSTRUCTIONS TO TAXI TO PARKING VIA TXWY K AND COMPLIED. AS I WAS TAXIING TO PARKING I HEARD THE PLT OF THE POLICE HELI ASK THE CTLR TO TURN ON SOME LIGHTS ON THE SIDE OF THE RWY BECAUSE IT WAS HER FIRST TIME FLYING THERE AT NIGHT. ONCE ON THE RAMP AND SHUT DOWN; I HAD NO IDEA WHAT THIS WAS ABOUT OR WHAT TO DO ABOUT THE 2 POLICE CARS AND HELI AT THE END OF MY TIE-DOWN ROW? SO I CALMLY GOT OUT OF THE AIRPLANE AND PUT MY HANDS BEHIND MY HEAD AND WAITED FOR THE POLICE. THE ARPT POLICE ARRIVED FIRST WITH ANOTHER SPOTLIGHT IN MY FACE; DETAINED ME WITHOUT A CLUE AS TO WHY. THEN THEY INSTRUCTED MY PAX TO EXIT THE AIRPLANE AND DETAINED THEM AS WELL. AFTER THE POLICE HELI SHUT DOWN AND THE OCCUPANTS OF THE POLICE HELI CAME TO THE SCENE THEY HAD A FEW WORDS WITH THE ARPT POLICE AND DEMANDED ME TO PRESENT MY PLT CERTIFICATE. MY WALLET WAS ON THE HOOD OF THE POLICE CAR AND I TOLD THEM THEY COULD SEE IT. ONE MALE OFFICER IDENTED HIMSELF TO ME AND ADVISED ME I WAS BEING 'RAMP CHKED' AND ACCUSED ME OF VIOLATING A TFR AT STADIUM. I ASKED WHAT HIS PLT CREDENTIALS ARE AND HE REPLIED 'I AM A POLICE OFFICER NOT A PLT.' THEN A FEMALE OFFICER IDENTED HERSELF AS THE PIC OF THE POLICE DEPT AIR SUPPORT DIVISION HELI THAT PURSUED ME FROM DOWNTOWN. SHE ALSO TOLD ME THAT I WAS IN VIOLATION OF A TFR. I BELIEVE THEY WERE REFERRING TO FDC NOTAM. ACCORDING TO MY IFR APPROVED GPS SYS; I WAS WELL OUTSIDE A 3 NM RADIUS FROM STADIUM. AFTER THE POLICE RAMP CHKED US; THREATENED US AND SEARCHED THROUGH THE ACFT WE WERE FREE TO GO. THIS IS THE FIRST TIME I HAVE EVER BEEN TREATED LIKE A CRIMINAL IN MY HISTORY IN AVIATION. IT SEEMED VERY UNPROFESSIONAL AND EXTREMELY DANGEROUS IN THE AIR. MY PRIMARY QUESTIONS AND CONCERNS WITH THE PREVIOUS EVENTS ARE; SAFETY: IS THE POLICE DEPT AUTH TO CONDUCT SUCH OPS AS AN AERIAL PURSUIT? ARE THE PLTS TRAINED AND QUALIFIED TO FLY IN FORMATION OR OPERATE WITHIN CLOSE PROX TO OTHER ACFT WITHOUT COMS OR PRIOR ARRANGEMENTS WITH THE OTHER ACFT? FURTHERMORE AT NIGHT? AND I AM CERTAIN THAT IT IS DEFINITELY NOT CONSIDERED SAFE PRACTICE TO SHINE A POWERFUL SPOTLIGHT IN THE COCKPIT OF ANOTHER ACFT WITHIN 100 FT AWAY OR ANY DISTANCE FOR THAT MATTER. IS THE POLICE DEPT EXEMPT FROM PART 91 OF THE FAR'S: 91.13 CARELESS OR RECKLESS OP; 91.111 OPERATING NEAR OTHER ACFT; 91.113 RIGHT OF WAY RULES; HAS THE FAA ADMINISTRATOR EXCLUDED THE POLICE DEPT AIR SUPPORT DIVISION FROM 91.145(D) PER 91.145(G)(5)? AS A PLT AND A FLT INSTRUCTOR; I THINK IT IS NECESSARY TO ADDRESS THESE ISSUES SO I CAN FURTHER EDUCATE MYSELF AND MY STUDENTS ON PROCS LIKE THESE; THE PROPER WAY TO HANDLE IT IN THE AIR AND ON THE GND. I BELIEVE THAT I DID MY PART TO SEE AND AVOID OTHER AIR TFC. I COMPLIED WITH THE FAR'S AND COOPERATED WITH THE LCL LAW ENFORCEMENT AGENCIES. I BELIEVE THERE ARE SOME THINGS ALL PARTIES INCLUDING MYSELF COULD HAVE DONE TO BETTER THE SIT. IF LCL LAW ENFORCEMENT IS AUTH TO INTERCEPT OR ESCORT OTHER CIVIL ACFT OUT OF AN AREA AND TO AN ARPT; THERE SHOULD BE A WAY TO IDENT AND ESTABLISH COMS WITH EACH OTHER IN A WAY THAT WOULD NOT RISK A COLLISION HAZARD. AS A CIVILIAN PLT IT IS EASY TO IDENT MIL ACFT AND ESTABLISH COMS ON GUARD FREQ 121.5 IN AN EMER; IT SHOULD BE THE SAME WITH LCL LAW ENFORCEMENT. I UNDERSTAND WE ARE IN A TOUGH TIME IN THE WORLD OF AVIATION; PUBLIC SAFETY AND SECURITY. I KNOW MANY PEOPLE ARE TRYING TO HELP THE SIT AND I WOULD LIKE TO DO WHAT I CAN TO HELP KEEP OUR SKY AND SOIL A SAFE AND PLEASANT PLACE TO BE.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.