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nicole saphier, david and alicia. welcome to the big weekend show big story tonight fox news alert. we are moments away from an update from the national transportation safety board as they investigate the crash between an american airlines plane and a blackhawk helicopter that killed 67 people in d.c. crews ever started recovering larger chunks of debris along with both aircraft's black boxes all reports indicate the air traffic control tower was understaffed during that crash. unfortunately this is not the only tragedy we are tracking. another plane crash happening last night in philadelphia with eight medevac plane went down killing seven including a pediatric patient, her mother and for other passengers the one person on the ground who was guilty of the explosion. nineteen more were injured. boxed team coverage for you

tonight fox business correspondent grady trimble live for the d.c. crash site "fox report" anchor license pilot jon scott standing by. first beta philadelphia were cb copies at the sig site of last nights medevac tragedy. >> we just learned ntsb is classifying this crash in philly as an accident. this is investigators in the agency ask people here in northeast philly to contact its investigators should they fought any evidence or any debris right now investigators are still looking for flight data recorders and the cockpit recorder crucial pieces that could help them figure out what exactly went wrong but city officials also say it could be several days until we get a final total of those who perished after this crash. as you mentioned we know there were at least six people who died and a pediatric patient and her mother. the young girl had received four

months of treatment at shriners children's hospital. >> is more than just the nurses averred she left an impact on members of our staff as well as other patients who were staying at the hospital during that's our time. it's a loss is very deeply felt here today at shriners children's. >> the crush impact in an area spanning four -- six blocks but oxygen tanks in the plane were found a quarter mile away from the initial crash site. we also learned debris was scattered even further in remote areas today we are hearing from witnesses who described the gruesome scene. >> i give the shirt off my back to help a young child with a head laceration of peace flew through the window, he hit the kid and the parents were shouting h help us, help us, he. >> that young child helped by

the good samaritan was one of 19 people in total who were injured after this crash some people are still being treated at area hospitals. of course we know the investigation by the ntsb and faa is ongoing. >> cb cotton live person for late thank you they're holding a news conference at ronald reagan international airport in virginia on this week's and mid air collision in d.c. let's listen in. >> approximate what time frame know this we will find out what happened in both of those accidents. it will tip to never have to deal this type of accidents again. we'll give you a couple facts right off the bat just in case has any questions. almost 1288 different events. aviation accounted for 1204 of those.

we currently have open at 1145 investigations in aviation. last year we had multiple accidents with six or more fatalities across all of her modes that her primary aviation. we dealt with 343 fatalities. we currently have opened 1100 recommendations and in aviation there 283 still spending. the team that is working on this crash at dca collectively has over 350 years with the ntsb. we will find out what happens. we will do everything we can to prevent. i do not want anyone to think we are working to accidents this is what we do. wweekend and week out today a lt more people are paying attention to it.

i want to take an opportunity to introduce price and banning. he's been working hard to put together a lot of information. ntsb and 2012 as a senior aircraft investigator. he's been the investigator in charge of hundreds of aircraft investigations. he's an airline pilot with commercial privileges for land and sea certified flight instructor, multi while instructor and instrument instructor. he's a certified air plane and powerpoint mechanic print prices acutely over 8000 hours of flight time and all kinds pipers to an earlier. he served multiple positions for multiple airlines has been leading this team since the inception praise going to brief you on some details that we have and they will come back with some additional details.

>> thank you. flight data recorder and cockpit voice recorder in the psa aircraft were recovered on thursday in the late afternoon by the fbi dive team. cvr the fdr were provided to engineers at the ntsb vehicle recorders division immediately after recovery. both fdr and cvr oh three harris communications f82100 type both recorders are solid state memory digital recorders. both the cvr and the fdr or downloaded successfully. the fdr contained about 400 parameters and is currently being analyzed by fdr working group consisting of the ntsb,

faa and psa. cvr contained about two hours four minutes of good quality audio. a dsb fdr times were correlated. the tim timing continue to be refined. times are eastern standard time in our preliminary. the fdr captures the entirety of the accident flight. cvr audio, because it's only two hours in duration starts mid flight. prior to initial dissents, the crew brief the arrival for the troops arrival followed by ils approach to runway one at dca. around 8:15 p.m. the aircraft

left 37000 feet for an initial dissents. at 8:30 9:00 p.m. potomac approach cleared the carew for the mount vernon visual to runwy one approach. at eight 43:00 p.m. they made additional contact the tower controller asked if the carew could switch to runway 33. after brief discussion between the crew, they agreed to runway 33. at 8:45 p.m. autopilot was disconnected. at 8:46 p.m. radio transmission from the tower was audible informing pat 25 traffic just south of the wilson bridge was a

c art j at 1200 feet circling to runway 33. at 8:46 p.m. the crew received 1000-foot automated calling. at 846: 47:00 p.m. dca tower cleared other jet traffic for departure with no delay. at 8:47 p.m. 29 the crew received 500-foot automated call out. at 8:47 p.m. 39 radio transmission from the tower was audible asking pat 25 if the cr j was in sight? one second later the crew received an automatic-automated traffic advisory stating traffic, traffic.

at 8:47 p.m. 42 a radio transmission from the tower was audible in directing pat 25 to pass behind the cr j. at 8:47 p.m. 58 the crew had a verbal reaction fdr data showed the airplane beginning to increase its pitch. sounds of impact were audible about one second later followed by the end of the recording. a cvr group consisting of party representatives from the ntsb, psa, and the faa has been convened. the group is currently working to transcribe the entirety of the cvr recording verbatim. thank you.

>> will take some questions at the end of additional details want to brief you on today. we want to clarify something i think presented by ntsb itself specifically rocked air traffic control. the washington d.c. tower was communicating out any transmission vhf and uhf frequency. any transmission would come out on both fans. the blackhawk was transmitting out with uhf band. the cr j jet was transmitting out with the vhf. to put that in context, both the airplane and the helicopter it would hear any air traffic control. but they would not hear the other aircraft or helicopter transversely if there transmitting out. i bring that up because we are not working you the transcript of air traffic control. many people heard online

different recordings. those do not contain uhf radio transmissions. what they are hearing is the vhf recorded on certain software programs. as we synchronize the timing on that we hope to be able to release it tomorrow. we do have it. we work into that synchronization because a specific time will be very critical. a few updates and regrets that blackhawk helicopter. we can verify it was on a training flight that would utilize night vision goggles. we do not know at this time if that night vision goggles were actively being worn nor what the setting may be. further investigation should be able to let us know if that occurred and what factor it may play in the overall accident. we do know we announce the combination cvr and the flight

data recorder was extracted last night from the aircraft. what is brought to our lap and lab andopened there is a water intrusion. again this is not uncommon if you're called a cr j.company voice recorder also at water intrusion is going to the same process until it's put into a vacuum oven we are still very confident will have that data. on the blackhawk we can confirm we are looking into a priority air transport you here pat that on a prior day pat 11 was in close contact with a republic air flight. the republic air flight rejected the landing and did not go over for the reason you're bringing this up as our data currently

shows there's over 1000 feet of separation between those two aircraft. 1000 feet is a good safety bearer. i was to the pilot made its own decision rejecting the landing. want to bring that fact out it will be considered in the overall valuation of this accident. so now will go onto controller. at the time of the accident, there were five controllers in the air traffic control tower cash at dca. one was a local controller, which was handling not only helicopter but fixed wing aircraft. the local controller also would be handling arrivals and departures and in the use of the

runway. there is a ground controller handling all aircraft vehicles not on the runway. in addition there was a local assistant controller. this person is responsible for assisting the local controller and any type of actions that are needed reviewing data, scanning the field, a multitude of different things. you will not hear the assistant controller on any of the tapes we can confirm that person was in the cab. in addition there's an operations supervisor who has direct oversight over the tower. this is someone who manages everyone who's involved in the operation along with operational supervisor in training. that leads us to confirm there were five people in the tower at the time of the accident. at this time we have interviewed the local controller, the ground

controller, and the local assistant controller. we anticipate having the interviews with the operations advisor on the supervisor in training conducted no later than monday evening. and for a little bit of context, this is a controllers worst nightmare. it hits everyone who works in that cabs and knows him very hard. these interviews take a long time. not because there's that much talking there are several breaks that occur for emotions just to be able to compose them selves to talk about what happened. we want to be thorough but if we need to go back for additional information we absolute will. we are getting full cooperation and acaccess to the individualse need. we hope again to have them completed no later than monday. now, what were going to talk a little bit about altitude. i would preface this were going

to try to work to your questions are pretty want to be very clear our team has had some internal debate on releasing one part of this when i explain it i hope you'll understand why. when we receive the recorders from the cr j we were able to define an altitude of where it was very close to the time of impact. that's a data point we feel very comfortable with. we also have an initial set of information in regard to what was being seen on on the cab ad the control tower. we have not finalized that and need to get more granularity to it and we currently do not have the read out from the blackhawk. i put that onto context for you and that would ever i give you altitude information, one part of three pieces we have defined.

another part we feel fairly confident but need more information on the third we don't even have. currently, cr j is from data recorder at the time of impact was at 325 feet. +-plus-minus-sign 25 feet. this is the belly of a cr j. the cr j itself is 20 feet 8 inches from the wheel to the top of the tale. cr rj impact 325 leser minus 25 degrees. for those who find this closely, that is corrected altitude. it is based on 80 sb data and the flight data recorder. preliminary review of what the tower cab was showing on that dated screen that would've been

front of the controllers was 20e accident. again, this data is preliminary. tomorrow we feel very comfortable we'll be getting the initial data sources that will confirm precisely what would have been on the screen at the time. it would also caution there is typically in the cab on that screen it may be a four -- 52nd refresh rate. this is obviously something we will be looking at very closely. the helicopter between those three when whenever we have the data points of finalized we feel will be very comfortable in saying exactly what altitude this occurred at. i know there's been a lot of speculation. there have been questions on it. i'm going to caution what information we have and verified

at that time. with that, we will take some questions. just one second period quick scotty from the ap you said the altitude at the see rj so what you're saying? the question was the altitude was read in the voice recorder was trying to pull up. i can tell you about one point very close to the impact there was a slight change in pitch, an increase in pitch. that is something we will get you more detail on. is indication of an increase in pitch. period i also think there's a 100-foot discrepancy between

what the air traffic controller was seeing on the screen in front of them and what the heights, the altitude of the plane there's a hundred feet difference? >> the question is was there 10t we found the plane to be operating at in the air traffic control cap. i'm saying the initial data we have on the control tower cap says 200 feet would have been visualized. this is a fairly good estimate but it needs to meet final and should not say estimate it's a fairly good initial read. it needs to be finalized. and again this cr j was operating 325 feet plus or minus 25. >> how common is that the two aircraft would be operating on different frequencies with the same control tower? >> how common would it be the two aircraft to be operating on separate frequencies? it is completely common. military operates on a one

frequency, the civilian on another return to clarify that you are only hearing some things online we were trying to get out and dispense some of that. >> with d.c. news in now. at this point you have given us a cr j. can you speculate on the altitude of the patents in this point? >> we cannot speculate for the question is can we give any information on the altitude of the patch? we cannot at this point. obviously an impact occurs. i would say what an impact occurs, that is typically where the altitude of both aircraft were at the moment. but again, when we have the data from the recorder we will be able to give you more specifics. >> and if i may serve, there been reports can you comment the ports that pat may have flown above its max limit?

>> so the question was can a comment on reports that pat may have flown above its max limits. no because i haven't heard that. i do not try to look at the immediate that much. i'm not saying that. i'm not denying a just not have heard it, we have not discussed it. i'll ask the investigator in charge, do you have any information on that? >> yes i can provide just a little bit of context. the pat 25 was within the lateral boundaries of the helicopter route. the ceiling of that route was 200 feet. as we've said we've not gotten the data out of the block blackhawk at this time but that's what we know. looks okay were going to go down here. >> the fox five here in d.c. you mentioned as you walk to the timeline there was a broadcast

over the cockpit of traffic, traffic, traffic. can you talk about what indications if any you have the anticollision system was wor working? it's my understanding that broadcast goes out if the system has been activated. can you comment what you've learned about the anticollision system? >> the traffic, traffic, traffic that was heard on the voice recorder. what's inside at each system and what was outputting. because of the unique nature of aircraft we need additional specialization which we have. going to try to present you with what we heard we need further information to be able to find why it was indicating traffic, traffic, traffic. quick terry determent learned that they were wearing the night goggles or not? >> how to determine if they're therewearing the night vision gs are not? part of that will be based. we already know how they were

presented and what was around them. i can say that impact was very significant. and so it will take additional analysis of their helmets, the attached areas at the night vision goggle bags are they empty or print found in the debris field there's a lot of different variables we did find out before we determine that. yes. >> foxbusiness there's a four minutes before impact there is a runway switch they switch to 33. is that a lead time for pilots in the area to be aware of a change and patterns? >> the deterrent you used was one rate switch. the brief was yesterday cr j was on approach to runway 33. he had been brought in that way as they were coming in there

asked by air traffic control could they accept i'm sorry let me reverse that. they're coming in on runway one the air traffic controllers taking except runway 33 process not an uncommon occurrence at dca. it creates a marking of the flight path it's very normal pilots were able to discuss it. they accepted it they appeared to be on a lineup at the time. all value with all the other facts and data. it is what is it is at this poii guess. >> dominic with nbc washington i have a question about the staffing in the air tower. can you tell me if that's common for it to have that level of staffing or traditionally more people inside the cab? >> of the staffing at the time of the actual accident with the five individuals i have not gotten an update from air traffic control people. i know that primary thing we

wanted to get was exactly that. there's been discussions because again typical can change based on the day of the week of the time, the weather we will not categorize anything as typical right now until we can present in a better fashion. cooks if i heard correctly use yousaid the tower was able to se the eric plane at 200 feet the tower instruments read 200 feet did not read did not read where the helicopter was at the same time. >> the question was they could not read the helicopter it could read the helicopter the reason why i'm saying it could again this is getting i to more specic information. the definition needed for us to evaluate that further it will be downloaded tomorrow. >> soon to answer on how the control towers. >> those monitors assimilate

different pieces of information. the initial read was showing that. it's indicated of cr ji didn't want to speculate specifically on the blackhawk i'm sorry. that's reversed right? >> as previously stated we know fdr data provided the cr j was 325 feet +-plus-minus-sign 25 feet preliminary data on the tower's radar scape that was available to the controller initial data indicates he may have seen it 200 feet.

our atc group needs to be working it. we'll have more data available most of the initial indications. the data i'm talking about the 200-foot data that would have been available on that radar scope, that was the blackhawk. the 325-foot that we have given you is a dsb data, fdr data and data combined to put an accurate altitude of cr j at 325 +-plus-minus-sign 25. the radar data where that helicopter is down 200 feet has less fidelity. our team is looking into that. this is a complex investigation. there's a lot of pieces here our

team is working very hard to gather this data. make sure we understand why this happened. understand why this happened. [inaudible] clicks the question again, i'm going to try to save this overtime. this cr j at the time of impact based on 80 sb data of the flight recorder shows that airplane was positioned at 325 feet plus or minus 25 feet. on the radar scope in the cab, our preliminary review shows the blackhawk helicopter would have visualized at 200 feet.

it's not as defined, that is preliminary it will get more significant information but we want to present 325 +-plus-minus-sign because we knew that but without presenting it with the bigger scope of information, it could cause conflicts and going to be very careful and make sure we still have a lot more work to do. these are one of thousands of data points hundreds of thousands of pages we are trying to release the information as we know it and make sure were given the best information that is accurate a we are learning from it. yes. >> yesterday you talked about spending time can you describe. [inaudible] cooks a question is about spending time with the member's families. yes i spent several hours with them today. some have been there for three days. some that want to give us hugs

but some are just mad and angry. they are all hurt and they still want answers we would love to give them answers. and thing today as they watch the news last night. they know their loved ones -- make the thinking is is it goino take longer? it's horrible it is horrible. no one should have to suffer this. it is hard on them. they have a lot of questions they have not been through this. unfortunately we have. we've done a thousand but that does not mean it's not is not cy new to them. what's really horrible is that these things are happening. i keep a challenge when it first got to the ntsb said challenge coin i hand to people has what you want to put on the back?

this was on the front door of our training center for many years. and tragedy, we draw knowledge to improve the safety for assault. that is what we're doing right now are dealing with tragedy but we need to improve safety. we need recommendations folks. we need people to take action. unfortunately at some point all you're going to be gone we are still going to have that recommendation. virgo two eas to esa policy in a community that is devastated. we are still in town for several hundred recommendations open for aviation do you want to do something about adopt the recommendations of the ntsb you will save lives get out and do something for a do not want to have to meet with another set of parents like that again. it's not fair. i could be your family. sorry i didn't mean to take it out on you. just sorry.

>> i just want to follow up to make sure i understand i answer the question correctly the flight data recorder on the cr j is showing at 325 +-plus-minus-sign 25. that is correct right? >> the question is i apologized and said this three or four times on the cr j the flight data recorder that's from the asp data and other is showing the time of impact it was at 325 +-plus-minus-sign 25 feet. >> 200 feet inside the air traffic control cap was for the helicopter? >> the question again, the preliminary data we have not validated yet and are still trying to verify is that the radar scope was showing the helicopter at 200 feet. again when i think

+-plus-minus-sign don't know that. it's not as granular. you will have the exact data set tomorrow, tomorrow evening. we knew you would have questions please be responsible in reporting this. we need more info per witness of the information is coming out we are trying to provide it. no marks or advance of the same question several times sorry. >> go ahead. >> this is just a clarification. i understand that greater scope was showing. with the bl blackhawk showed yom the cr j. i guess the question is but would explain the discrepancy on clearly they hit each other. >> the question is what would explain the discrepancy? that is what our job is, is to figure that out. that is what we are doing. giving information to dispel some information that may be out there.

we are the gold standard across were because we are telling the facts but sometimes we have to give a little bit preliminary so you do not have an improper picture for that's what we're trying to do thank you. >> that 452nd delay you describe where was that? >> you been listening to about half an hour, maybe a little bit longer ntsb press conference. that seems to get a little contentious there the end joining us live in studio to discuss fox report anchor jon scott. jon is a licensed pilot. there is a lot of information that was presented with the one piece of information that it seemed like everybody in the press was latching onto and we were all latching to hear onset was this discrepancy between 80 sb flight data recorder saying the cr j it was the plane was 325 feet were as the radar scope that was in the tower showed that plane at 200 feet. going to ask a question i believe grady trimble tried to ask at the end, why?

why would there be a discrepancy like that? is there a problem with the radar scope question is you were chatting you said it's probably the most accurate. said this plane was probably a threaded toy 5 feet when the crash happened. why, why? because i think it was it three to 25 feet. i honestly think he misspoke when he said radar showed the plane at 200 feet. i think he meant to say that helicopter showed at 200 feet. because that is where the helicopter was supposed to be there a look at the track of the helicopter it was at 200 feet not long for just a few seconds before the collision. i think the helicopter made a relatively sudden climb maybe they were not aware of it. it was a gusty night sometimes when gusts can lift you up and down but i think that's what the discrepancy is i think he was referring to the chopper at

200 feet which was where it was expected to be. the plane at three to 25 feet. there is virtually no question in my mind the plane was exactly where it was supposed to be on the glide slope and it is supposed to have clear air in front of it all the way to the runway. >> which is why it is so important to get that data from the blackhawk helicopter. that third piece of the puzzle we are waiting for, from what i understand. people need to settle in for this investigation don't they? there talk to the air traffic controllers there are five people in the booth at the same time. that not interviewed yet folks at home you're evelyn's been talked with at this time but it does take some time. they're looking everything they're looking at medications, medical history, training, fatigue on the list goes on. >> these ntsb investigations can take a minimum six months and

often a year or more. it's going to be a long time for it will get a preliminary report from them within 30 days they will have pretty good information there. the full report will not be out private a year. >> into your .1 of things i took away said right off the bat 1200 for aviation safety events reported last year alone. 1145 are still open print that means less than 5% that were reported last year have been closed is that an acceptable rate of it under staffed program? >> i cannot speak to that. i think there are a lot of transportation issues the ntsb investigates. he was referring i think in those numbers specifically to aircraft and there are obviously a lot of them i that involving r aircraft. not necessarily jetliners. this was getting so much attention virtually everyone flies jumps on a jet flies.

smaller aircraft those get investigated as well and it just takes a while. >> your insight is invaluable having been a active pilot. i thought todd inman was doing yeoman's work tough he let his emotions show at the end it was good to see. these are real people having to deal with real things. they want to provide answers as soon as they could. i appreciate people who wear that out on their sleeve and working hard like that. my question is about the core doors. you're not going to operate a helicopter at 0 feet. you're probably not going to do it at 20 feet. how common is it to have a core door that's 200 feet high and have a 100-foot or so difference between a plane coming down and a helicopter. you are right the wind gusts, the turbulence and the human

error is just right for disaster. they have been doing that one of the busiest corridors there is for a long time but yet we have not seen an accident because i'm sure as a congressman you flew into dca a million times and probably landed on 33. the airlines li like landing on runway because they get down they are closer to the terminal that most of them used. this discussion in the cockpit that took place between the pilot and copilot they pray said he wants us on 33, great. the 1000-foot, 1000 feet when two planes are flying at 35000 feet, 1000 feet is considered the minimum distance between them that they want. 100 feet to me is. [laughter] very, very narrow margin for error. but that is the way the corridor is designed it's on the charts i looked at them.

they can be at 200 feet north of the bridge. when they get south of the bridge they can go as high as 300 feet. but, in this case it sounds like they were up there already too high and who knows why. >> jon, let's listen again to some sounds and the press conference on the flight data recorder once again for those viewers. >> the flight data recorder and the cockpit voice reported from the psa aircraft were recovered on thursday in the late afternoon by the fbi dive team. cbr and fdr were provided to engineers at the ntsb vehicle recorders division immediately after recovery. both the fdr and the cvr were l3 harris communications fa2100

type. both recorders are so solid-stae memory digital recorders. both the cvr and the fdr were downloaded successfully. >> is great news were able to get that information. we are still i believe waiting on the blackhawk there was water damage b by their optimistic they're going to get the recording. here's a question i have. i know it makes sense in the aviation world but to a layperson it doesn't. you have military on one frequency and you have civilian aircraft on another. there is not communicating with each other has to go through a third party. we heard them give the run down the air traffic control zinc traffic, traffic and two minutes later there is an impact. maybe she would consider having them on a similar frequency question. >> the militarist uhf frequency if they are out in iraq or afghanistan, they are actually doing -- make their making of battle plans on encrypted frequencies on uhf.

so getting them military to change over too vhf is not going to have it. vhf is what the airlines is its little planes like my news. when we first heard the tower communicating with the chopper, we did not hear any response because those apps, if you and to call them that that monitor aircraft communications like atc.net. they are monitoring vhf frequencies they did not pick up uhf response but in fact i think it might be illegal to monitor uhf frequencies or military frequencies. >> but john i have a quick question but from what we understand todd inman was asked how that radar scope was able to read the plane and then he was asked where they also able to see the helicopter question ricky very carefully said it could read the helicopter but did not answer whether or not they did. >> i think that is because they have a better handle on what the airplane was doing at this po

point. primarily because of that data. this blackhawk had a black box in it i learned this evening. most of them don't. they are going to get more information on this particular incident, this crash than they normally would. but again think of what radar is doing is sweeping around every 10 or 15 seconds it gives you a position of the aircraft that you are looking for. it sleeps around see some blackhawk at 200 feet and it goes around another 360 degrees and maybe before it gets back for the cr j is maybe the blackhawk has client and i think that's what happened. >> have a big picture question. maybe for you but may also be from our former congressman over here the ntsb spokesperson todd inman said the very end of the press conference, he implied ntsb has all these investigations and they make recommendations. there's an implication what he said i don't if you caught it

those recommendations are not always followed. twenty-eight layperson i was under the impression when there is a horrific incident the ntsb investigates, files a report. makes a recommendations and those recommendations are one 100% of the time implemented by all parties involved whether it's the airlines, the faa and that like you are shaking your head is that not what happens? and if not, why question. >> may be chasing and speak to the dirty washington is ntsb and the faa are very often at loggerheads in some circumstances you might say they dislike each other. ntsb which is in charge of safety incurring the safest system that they can and learning from these accidents will make these recommendations. and they said no. >> that haven' happened to the f

governments. if you go to oversight.gov right now here today i think you will look at it and see there are more than 14000 recommendations for all of government in terms of inspector general and people at the ntsb are making suggestions and that the bureaucracy just doesn't do it. that's a whole another hour of discussion. suffice it to say i think the next generation of the technology tha you look at those screens, i remember playing video games back in the 80s when i was in high school for they look like the same screen. they have not exactly progress with technology along the way. technology development and acquisition is horrific and whole of government. i am sure the same at the faa. >> is maybe rhetorical question but if the faa is not keeping us safe than what is the faa doing? let's hold on for someone who works in academia big hospital

institutions we get a lot of recommendations from a lot of different your credit people. you could not take all the recommendations some of them are overreaches and some actually will make things less safe that's where you getting this recommendations academia or the people literally trained to look for these problems like the n ntsb. >> administrative people like to make a lot of recommendations adult messiah quite to real world. i think the secretary death he is going to come in right now and take a look at some these recommendations that have been made and question why i haven't some of these men followed? and some should not have been followed but i guarantee. look at secretary duffy he's been out come out every single minute since he is been sworn anyand is continued to keep peoe up-to-date. this next year will see a lot more out of transportation progress a busy dr. to put this all together for jon we cannot thank you enough for sticking around for that information is invaluable thank you. coming up on this and jampacked to our big weekend show angel moms are speaking out against

actress selena gomez f were cryg over mass deportation. the u.s. is scored another major victory is that guy right there, president trump or do not go anywhere, the big weekend show. ♪

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close global reckoning is unfolding and president trump is leading the way. this morning, the president ordered military airstrikes against isis leaders and some oliver defense secretary pete hegseth called the mission a success saying in part quote multiple operatives were killed in the airstrikes and no civilians were harmed. that was trumps only foreign policy success and pretty also secured the release of the six american hostages from venezuela. this all comes as trump hits canada and mexico with a 25% tariffs and slaps china with 10% tariff. lucas of tomlinson's live at the white house with the latest. >> it was a busy day for president trump at his first visit here to palm beach since being sworn back into office. and that president taking two truths social talk about the tariffs that you just mentioned.

i will read it to you he says quote today i have implemented 25% tariff on imports from mexico and canada. 10% on energy 10% additional tariff on china. this was sent to the international emergency economic powers act because of the major threat of illegal aliens and the deadly drugs killing our citizens including fentanyl. we need to protect americans. it is my duty as president to ensure the safety of all. i've made a promise on my campaign to stop the flood of illegal aliens and drugs and pouring across our borders. americans overwhelmingly voted in favor for a part already some reaction on capitol hill senator marsha blackburn taking to exit posting mexico and canada are going to learn the hard way if they refuse to work with us to secure our borders there will be financial consequences. congressman eli crane posting i appreciate president trump taking bold actions and put a stop to the fentanyl crisis. too many american families have suffered the loss of a loved one

enough talk, time for action. the white house is in your torso a tarsalgo into effect on tuesd. these new tariffs could increase u.s. gasoline prices by up to 70 cents a gallon. president trump acknowledge reporters friday there could be temporary short-term disruptions. last night president trump special envoy posted this a photo showing as you mentioned those six americans are freed from venezuela bread trump reacted to the news on social media saying in part quote it is so good to have the venezuela hostages back home and very important to note, venezuela has agreed to receive back into their country all venezuela illegal aliens and camped in the u.s. including gang members that further agreed to supply the transportation back. about the airstrikes overseas, earlier today f-18 super or is in a deck of the uss harry s truman to launch airstrikes against our sit isis and targus and trump has said they've targeted the planet for years

but biden and his cronies would not act quickly enough to get the job done. he had a warning to isis, heat said that he will find you and kill you. >> lucas tomlinson live in west palm beach, florida good to see you, thank you for coming up on a brand-new hour of the big weekend show it's election day for democrats. will tell you who they just elected.

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