At least he didn’t use your middle name like your mom does.
Oh there’s still helo flights. It’s just more restrictive on which type of helo flights can enter. Also when those helo flights are in the area depicted, no other civ fixed wing can’t be in the area as well.
The check pilot for one. If you're 150 feet high and heading under a landing path I'd be telling the pilot to get their altitude down. ATC for another. Hey PAT25 emergency decent to 200 and halt forward motion.
JFK goes down to 1, or at least they did when my flight to Paris was delayed until 2am a few weeks ago.
How do you know he wasn’t?
ATC verified visual separation with the helicopter 8 seconds before impact.
Radio communication was interrupted.
You seem to be on a mission to prove what ? … that everything worked as designed and we should move on as there is nothing to see here ??
And ATC let them get away with the same near miss just over 24hrs prior to the crash.
If it was the same crew the day before, I agree wholeheartedly, they shouldn’t have been allowed to be there.
Yes, thank you. Corrected.
No matter how many times you claim it, your video doesn’t depict a near miss. 500 ft vertical is standard separation in that situation. Also, PAT11 was adhering to the route and altitudes depicted. Again, this only shows how RAs don’t jive with standard NAS procedures.
When checking in with ATC, 300 is their limit. However, we as pilots should be verifying within 75' on every flight.
I'm starting to understand why @Roller voted for Dan Gryder's petition to become FAA administrator.
That doesn't really mean anything though. 33 is significantly shorter, so when they ran their performance calculations, they likely knew what LDA would be required and either knew they wouldn't have it at night, or they may have a restriction against doing circling approaches at night, or who knows what.
Maybe no factor bigger than the fact that you can't tell whether those landing lights are on an RJ or a 737 at night. They'd have likely had a better chance of picking out the correct aircraft during the day.
This one is odd to me. It appears that the RJ is rolling uncontrollably to the left after the chopper hits them from the right and there's an explosion, indicating the chopper probably hit a fuel tank. I would think that in most scenarios, getting hit from the right would cause you to roll to the right.
I watched the video twice. What part of the route did they break? If you have a problem with 500 ft separation, then file a complaint to the FAA.
I have some questions that you're the most likely person to know the answers to. Ward reads the comments by the Coast Guard pilot, and they touch on specifics I'm curious about. In a way, I'm asking you to pass judgement on the helo crew's actions, and if you don't want to do that, I understand.
I can say without hesitation that something should be changed.
This case is so fraught with political implications that I doubt it’ll be settled that quickly.
So....where did they go if the helo is intact? .....and the the wingspan of a CRJ 700 is 76 feet 3 inches
I see that too, but admittedly this doesn't really matter because the magnitude of the tragedy outweighs my silly speculation. The helicopter's rotor appeared to impact and separate the left wing and fracture the RJ fuselage aft of the wings. The helo continued forward with the fuselage mostly intact, you can see the rotating beacon flash as it descends into the river. I think the left wing was hit because the aircraft was turning and it was lower than the right wing.
My post was just a reply to this question asked by another poster. I was affirming that the RWY 33 offset offer by ATC is a discretionary action, refused by that particular crew that was landing ahead of the mishap aircraft:
Well first the NVG thing. As attached in the article, a good chance they were wearing them along with the attached HUD. There isn’t a regulatory policy on their use in Army Aviation though. Units I was in, they were only required by SOP for terrain flight (at or below 200 ft) or at all times on deployment because it’s dark as crap in the desert. Zipping over tree tops or the desert at NOE is hard enough with NVGs, without them would be suicide. I also knew guys that always wore them even on VFR XCs at several thousand feet up. Their prerogative and does have a safety benefit in the event of an off field unplanned landing. In the clouds, pretty much everyone flipped them up because they’re just a distraction in that environment.
From what I've seen reported he was high for at least a minute, likely more. If the check pilot was dumb enough not to say "my controls" if he didn't react in 10 seconds he wasn't doing his job.
Thanks for the answers. The comments from your friend about NVGs in that environment are exactly what I was thinking just hours after the crash.
In the second, more detailed video, taken from a different angle, the tail logo lighting appears to be illuminated after the collision and until the aircraft strikes the water.
I saw a better copy of the video just a bit ago. Helo squeaked under the plane and sheared off the *left* wing. Aircraft rolls left 450 degrees on its way into the water. Looked like the roll rate wasn't constant, as if the crew tried to stop the roll, realized they couldn't, and then tried to get it all the way around similar to Alaska 261. There just wasn't nearly enough room for them to do anything. What a sickening ride, for a handful of seconds...
I’ve been saying this for years. Move all the jets to Dulles and make DCA the mega heliport for all the helicopters around the capitol. Every agency under the sun around there has helicopters. Just put them all at DCA and make it a dedicated rotard base.
There would not have been any data available from ADSB that would have changed the outcome.
And it also appears that when PAT11 crossed under the first Southwest aircraft on approach, there was no issue with 6-500 ft separation. Looked like going under Brickyard he has even a bit more separation.