The army helicopter was crash

The army helicopter that collided with a commercial plane over Washington, DC, in January, was incorrect readings, which contributed to approaching the plane, according to the results of the National Transport Safety Council (NTSB).

On the first day of listening sessions in Washington, NTSB started on Wednesday to discuss the crash of January 29 US Airways aircraft From Whitchita, Kansas, and the Black Hawk helicopter near Ronald Reagan’s National Airport, which left 67 people dead.

According to air traffic controllers, the risk of helicopter near the airport for years preceded the accident, but the concerns raised about the Black Hawk helicopter road were not addressed. It has also been claimed that the Federal Aviation Administration has not made the road changes or warning the pilots, despite 85 errors in the past three years at the airport.

“It is a very bureaucracy,” said Jennifer Humandi, head of NTSB, adding that “people criticize the federal government because you cannot guarantee safety.”

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Army and FAA representatives have tried to blame air traffic monitors and a lack of separation between the landing of aircraft At the airport The helicopters fly on accredited roads, but implicitly later that the roads were not supposed to guarantee the separation.

The army has admitted that Black Hawk bridges measuring devices may be more than 100 feet before adding that their pilots aim to maintain height within 100 feet of limit.

Lawyer Bob Keleford, who represents many families of the victims, said the session has a lot of “preparation for fingers” and “not accepting responsibility and accountability.”

Although the final report will not be issued until next year, the session on Wednesday revealed the small margin of error in helicopters flying on the road that Black Hawk took that night.

Investigators said on Wednesday that the trip registrar showed that the helicopter was higher than 80 to 100 feet from the barometer height scale on which the pilots relied on that they were flying. NTSB conducted tests on three other helicopters of the same unit on a flight on the same area and found similar contradictions in the penalties.

Army officials said the biggest concern is that there are some approved roads from FAA around the airport with small separation distances up to 75 feet when the planes land on a specific runway.

“The fact that we have a separation less than 500 feet is a concern for me,” said Scott Rosengerna, chief engineer in the office who runs a helicopter in the army.

“If it is a one -day property,” said Rosengern.

Within two minutes before the collapse, the air traffic controller was directing the airport traffic and helicopters in the region, which included communications with many different aircraft on two different frequencies, according to the study of the NTSB flight performance on Wednesday.

Air traffic controller had communicated with a Black Hawk helicopter, a plane that was taking off, an air force helicopter, a plane on the ground, a medical helicopter, and an incoming plane that was not the one that participated in the accident.

The report said: “All aircraft can hear the console, but helicopters can only hear other helicopters on their frequency and only other planes,” the report said. “This led to a number of rugged transmission operations because helicopters and aircraft were not aware when the other was continuing.”

The intervention in transmission operations indicates those that have not been facilitated or prohibited due to other transportation operations. The NTSB report includes a list of 29 separate connections between the airport and other aircraft within two minutes before the accident.

Air traffic surveillance sound was previously discovered, the helicopter was distinguished by informing the air traffic controlled twice that they noticed the plane and that they were avoiding it.

On Wednesday, officials also raised concerns about the use of night vision glasses on the helicopter as a worker in the accident, as the glasses in the field of vision are challenged.

Investigations have already shown that the Federal Aviation Administration (FAA) failed to identify the date of 85 near the airport in the three years before the collision and that the army’s helicopters traveled routinely around Washington with a major piece of specific equipment, known as the Ads-B Out.

Even if it was operated, officials said officials said on Wednesday, officials said officials said on Wednesday, officials said officials said officials on Wednesday that the systems that were operated in most helicopters in the same unit that were crashed will not work because they were operated, even if they were operated, the ADS-B Out systems on most helicopters in the same unit that were crashed will not work because they were installed incorrectly. When NTSB learned about this problem, the army sent an alert around it and worked to quickly reprogram the units to ensure that they will work.

“Every sign was the risks of safety and the tower was telling you about it,” said Homendy, but after the accident, FAA moved managers out of the tower instead of admitting that they had been warned.

Senator Ted Cruise, R-TEXAS, Legislation On Tuesday, all aircraft operators are required to use both ADS-B models, technology to broadcast aircraft site data to other aircraft and air traffic control units. Most of the aircraft today are equipped with AdS-B equipment outside, but airlines will need to add the most comprehensive ADS-B technology to their aircraft.

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The bill will cancel an exemption from ADS-B requests to the Ministry of Defense.

Humndi said that her agency recommends such a movement for several decades after several other incidents.

Transport Minister Sean Duffy said he wanted to discuss “some amendments”, but the draft law is the “right approach”. He also said that the Biden administration “was sleeping on the wheel” in dozens of mistakes near Washington.

The Associated Press contributed to this report.