Didn't like to use night vision devices when I was in the military. The problem was that you' have "TUNNEL VISION" when you're using them ...They restrict your field of view and affect depth perception .
Dan, I have lived on the MD side of the Potomac off and on since 1961 and watched military helicopters flying just above tree top level for years. In the early days, traffic landing at the National Airport was mixed with military fixed-wing and rotor-wing aircraft operating across the river at Bolling AFB and Anacostia NAS. I flew out of Hyde Field in Clinton, MD, which was just a few miles East of the Potomac Traffic and just a few miles from Andrews AFB. Hyde is now closed (a victim of 9-11). It is a very busy and challenging area. The Wilson Bridge clearance for sailboats (water to the roadway is 50 ft, and the control tower is probably 50ft higher. This does not leave much room for a helicopter operating with a 200ft ceiling.
Having used my own night vision, the tunnel vision is insane. Look through a paper towel roll and you get an idea. Plus it makes every light look the same, making it impossible to tell things like direction indicated by light colors. Edit: wow, I wrote this comment at the beginning and they used the exact same example I used.
Great video with a great explanation. I was an ATC’er @ DCA and it’s horrible that this event happened considering these Helo routes have been around forever with this never being an issue. I 100% believe that the wearing of the NVG’s caused this accident. Hopefully the change made is BANNING all NVG operations on Route 1 & 4. If this training is needed then it only can be approved after midnight when the aircraft traffic is over.
I wish everyone would see this video. This explains so much in terms of the restricted vision caused by wearing NVGs. People don't understand this aspect of the accident. It's hard to have much peripheral vision with what amounts to a pair of binoculars suspended in front of your face.
A cording to the latest NTSB video that I watched, the ADS-B and FDR data show the CRJ at 325’ AGL +\- 25’. He said they’re waiting for the helicopter’s black box to see what the pilots’ altimeter was reading at the same time, but it’s pretty obvious they were at the same altitude, regardless of what the instruments read.
there are a few video looking very sharp and seemingly the collisinon happened about 5 times the lenght of the helicopter from the water and thats 300 feet approx
@@cnccarvingI have seen videos that look like the plane hit the helo! The helo past in front just as the crash happened and the plane seemed to hit the helo!
The report is not out yet, but I. Bet there are 2 different altitudes listed when they finally get the Blackhawk black box. The accuracy of the altimeter and the setting of the ala temperature through the transponder gives data to the tower so they can compute your altitude. That's the only way you're gonna get an altitude read out.That's correct.Is if your altimeter is set correctly
This may be a silly question but presumably NVG's are essentially for use where there is little additional light around. not where there is so many lights you can see resonably well wiithout NVG. So why train NVG in a built up area, especially in a high traffic area with civilian jets landing frequently? Whole thing just seems pretty unnecessarily stupid.
for me the most confusing that no one talking about the radar system on the blackhawk that radar screen shows exact same like the airport radar let alone that the airbase helicopter departed also have a controltower and no one told the pilot a plane coming directly to your helicopter
It seems stupid because it is. There is absolutely no reason to fly a helicopter using MVG in VFR conditions in a densely populated area in Bravo Airspace. Absolutely no reason at all. Given the nature of PAT missions, flying high profile personnel around. It highly unlikely that a four star general is going to need to be transported via helicopter to attend a secret meeting in an unlit area that requires NVGs for landing. Where are they taking these important people that does not have proper night landing facilities. I fly helicopters and planes all the time at night, I get by just fine without NGV even is poor weather. I understand in a combat environment that it may be required. But in DC? Insanity.
@ Do you know anything about who was flying the helicopter? I heard something about the one soldier who the parents wouldn’t release the name of, but I heard it was a woman?!? Could it be a DEI military soldier?!? 😱. Just wondering?!?
There are literally hundreds of traffic patterns and corridors like this in the US and many at the end of runways. Nothing unusual about it at all. What happened here is simple. BOTH pilots CHOOSE to drive on the wrong side of the river and chooose to fly too high. The equivalent of you driving your car on the wrong side of the road and speeding head on into another car. Had they stayed in their route this would be impossible to occur.
Can't speak for Army NVG op procedures, but Navy SH-60 crews were one on googles and one off googles if flying VFR at the prescribed altitude. Task saturated by all crews concerned. Tower, inbound and the PAT crew were all narrow focused under 400 feet
As with most accidents it sounds like there were multiple mistakes. ATC made mistakes too, but the main factor was the altitude. My opinion is they should of NEVER been using NVG in that part of the route or doing training there. Sounds like the route has been of major concern for awhile. Most likely needs to be removed. Why is that route even there? 200ft of separation isn't enough!
My deepest sympathy to the loved ones who are suffering from such a devastating loss. 😢 🙏🏽God rest the souls of the beautiful people who have passed on.🕊🕊 This expert was great explaining NVGs. Thank you.
You can sneeze, reach for a switch, glance at a chart, and gain 100'-200' altitude. The "normal " separation has never been adequate there. Flown that exact approach hundreds of times, but would always stay in the middle of the river to buy a tiny bit extra room away from the choppers. Why does that corridor exist? Because as much as Congressmen love keeping DCA open for their convenience, they don't want to hear helis fly low over their houses.
“…don’t want to hear helis fly low over their houses.” I wouldn’t doubt that is the exact reason the helo routes are designed as they are. As a result, the design of the helicopter routes result in the continual need for the application of visual separation. These routes thereby contribute to repeated ATC radar Conflict Alert (CA) activation. Talk about a workload increase for ATC!
@@tomlusch9937 - Hell, just recently Congress has proposed to allow even MORE flights in/out of DCA. In March, Airbus A350 aircraft will begin flying coast-to-coast, really pushing the runway length limits of DCA, but we've been doing that for years. DCA was built in the 40s for MUCH smaller aircraft, and is now wholly unsuitable for its location, surrounded by tons of traffic, not to mention water in all directions. Should have been shut down decades ago, but Congress refuses to let that happen. We haven't built a new airport in the USA for over 30 years.
Watching the MPC simulation, the ATC clearly called the location of the CRJ. The other CRJ was miles from it and heading away from the airport. The collision hazard was dead ahead with the other CRJ was very far to the right and basically heading out of view. What the simulation brought out is you have line of aircraft in front of you with landing lights on. With the bright lights it's extremely hard to make out identifing features. Would be worse with night vision but terribly hard regardless. But right at the end the landing lights of the CRJ were visible to the chopper and had been moving out of line from the other aircraft. Somehow they missed it.
I agree...wearing NVGs is very challenging; especially, where there is so much light. They are meant to be used in low lighting... a full moon is the perfect time to use them.
I totally respect what this Blackhawk pilot is saying and I agree your depth perception is not great in goggles. But I will say I have probably 1000 hours on goggles flying in the DC area. I was a flight engineer on CH-53E helicopters in the Marine Corps and I was stationed at Quantico Va with Marine One and we spend so much time flying in the DC area for obvious reasons. With all of the hours I had flying goggles in that area we never had issue being able to spot other aircraft. As close as that Blackhawk crew was the American Airlines Nav lights should have been blowing up their goggles. In your video you show someone looking thru goggles at a Blackhawk taking off you see how brother their lights are when flashing. Also. I have heard with the planes lights blended in with the city lights! My answer to that the city lights are not blinking only aircraft lights are blinking. Plus they did not have a bunch of city lights in their view they had the river in their view which is black on goggles so they should be no problem seeing blinking aircraft lights. I can speak for the Army but in the Marine Corps we train a lot with goggles and that’s why I say as many hires I have flying up and down that river and the DC area we never had issue being able to spot out other aircraft even with all of the city lights. ESPECIALLY on a very clear night with plenty of ambient light from the moon and city lights which is what goggles work off of. If you have no moon or very little moon and no city lights it’s very hard to fly on goggles. It’s just my humble and professional opinion from having so many flight hours in the DC area especially with goggles that the Blackhawk crew just had poor crew coordination and bad situational awareness they were all focused on something that was really no worries for them as being reported the plane that had taken off and was no where near them they all focused on that instead of just one person and the person flying the helicopter should have been watching what was in front of him. And I believe there should be no way they should have not seen that plane if they had good situation awareness! Like I said I can’t speak for the Army I do not know how much they train and fly on goggles but like I said in the Marine Corps we do it a lot it becomes second nature to us. Again, I totally respect what this Andy pilot is saying I just stated my own opinion especially from my many hours of experience flying in that area.
Dan, indeed this such an informative perspective that Joe described given his vast experience flying Blackhawks in many environments of light density. I think he is spot on about the overall effects that lack of depth perception that is inherent with the use of NVG had in this airspace dense with activity at so many altitudes and vectors. I am accustomed to the sound that military helicopters make when they fly over the Chattahoochee River on training flights. Great way to remain situationally aware in densely populated areas. The fx of demonstrating mono vision with the use of two empty combined toilet tissue rolls is so clever. (great teaching tool)! Best wishes, Dr. Lucy (p.s. sorry for this old lady’s mouth-of-the-South wordiness)😂
DCA Tower called PAT25 helicopter and asked do you have a CRJ in sight at the Wilson Bridge? Affirmative reply helicopter has traffic in sight. The closing rate around 2/3 minutes because PAT25 is headed south and CRJ is flying north at each other. DCA ask if CRJ can land on 33. The CRJ will have to jog right then left for final on 33. DCA Tower asks PT25 helicopter do you have CRJ affirmative.
Not sure on the Blackhawk, but wish I had asked Joe that question. For the CRJ, they had TCAS-- NTSB just revealed they got an audible traffic advisory sound, but they were too low for a Resolution Advisory.
I think the main point coming out of this horrific incident is that there should NOT be military traffic using this congested civilian airspace, this was just an incident waiting to happen, did nobody think this through? As you have stated, flying at night over the confusion of building and street lights with the jets coming and going, it's almost a given that sooner or later you are going to get a collision. The authorities are nothing short of criminal if they don't drastically change the way the two parties operate in this busy area.
Michael Blackstone, on his channel, mentioned that helicopter pilots have to set the altimeter based on local barometric pressure. I wonder if you or your Blackhawk expert, could comment on the fact perhaps if the altimeter was dialed in wrong (as is Blackstone's theory) that they might not have realized how high they were - and also would explain the NTSB press conference mentioning that the Blackhawk's data ALSO said 200 feet when we know from the CRJ that the helicopter was higher than what it was reading. Hope my question makes sense.
The altitude on the ATC scopes are independent of the barometric setting on the cockpit. The aircraft transmits standard (29.92” Hg) altitude and they are translated based on the one baro setting set by controller.
@@miraculixxs - I know it reports on the hundreds. From a pilot perspective, we really don’t know what is being reported via the transponder. It’s based on baro pressure of 29.92, so it may also be off based on actual conditions.
I'm just thinking of first principles. Unless they're both using laser or radar altimeters, it is possible that one or both altimeters may have been set up wrong.
There is simply zero altitude margin between the Helo route 4 and the runway 33 curved final approach. Below 200ft margin on the nominal altitudes means practically zero margin. Let’s be real. 100ft deviation from the nominal path’s altitude is daily routine.
The original ID of the CRJ was requested by ATC at 5 miles. Do you think that correctly picking out an aircraft head on at night over an urban area from the aircraft behind then is something that can be reliably done at 5 miles, NVG or not?
Especially since the hello made several course corrections after their acclaimed ID of the CRJ, and would probably have lost sight anyway while the CRJ was on its setup route to rw33. Once the CRJ turned onto its final approach the helo was positioned at ~90 degress orthogonal for a short time and so would only see the plane from the side. I am familiar with sailing boats, and it is literally impossible to tell the dimensions, nor the distance, of a vessel passing right in front of you at night, even when you see the lights. One can easily think the lights are further away only to realize very late that the other vessel is maybe just 100ft away. Makes for scary moments. On a sailing boat speeds are much slower than on this helo ofc so much less time to react - or virtually none.
Sad to see the Crew getting so much hate, surely the System is there to take away the risk of possible Human Error. If this system relied on the People involved to maintain safety, this Acciddnt was inevitable. Humans make mistakes. RIP 💔
NVGs are problematic in metro areas. DC is absolutely saturated w/bright flood lights for all the monuments & bridges, etc. This Blackhawk pilot explained more specifically the challenges in maneuvering around a very small, compact & extremely busy airport at night. Please deep dive an ATC that has worked at DCA RR National Airport at night. There were supposed to be two ATCs that night, and one went home just before the collision.
This is crazy. No way they should be using these flying in that environment. Having said, why would both pilots need to be using night vision?? If she was using them because she was training, her trainer should at the very least not have been using them so he could be her extra set of eyes!
Nope not buying that. Pilots have gages so they know just how high and low they are! ATC told them to be at 200’ while they climbed up to 350’. For the Army to do training missions in that area is insane to tell the BH pilots to use night goggles. No Way!
Cut through the BS. Show the video of ATCs screen. Clearly shows a conflict of airspace warning. ATC failed to warn either aircraft to take evasive action.
Maybe it wasn’t safe to use NVG in such a busy area knowing as well as they all apparently NOW know how dangerous it is !! I wonder if using NVG would cause you to fly at 350’ instead of the limited 200’ ?
Consider what happens if you fly 100 feet over an big helicopter doing 120knots in a CRJ. What is likely to happen? What are the effects of vortex turbulence from the jet and rotor disk? I'm not at all sure, but I suspect it won't be good.
But a quick google search says "Night Vision Goggles (NVGs) affect depth perception and distance estimation differently depending on the distance from the user. For the first 20 feet in front of the user, the NVGs can negatively impact depth perception". I don't see how depth perception using NGVs affected this incident since the CRJ was so far away initially. Somebody please explain.
I've heard reports that no one was in the left seat doing collision avoidance watch. Flying with night vision and no spotter would be very dicey around an airport this busy. Hope this is not true and we get some solid answers soon?
it is an awsome report hearing it from firsthand you have a really great channel probably i never in my life could talk with a pilot like this man myself i like to hear someone talking about the radar sytem on the blackhawk why radar wasnt involved? because radar showed on the airport control plane is going toward the helicopter so blackhawk radar asl would show same
2:34 as he is talking about the way there is lack of depth perception, within night vision, unfortunately, that’s my all day everyday. I have an eye disorder called Convergence Insufficiency, where my eyes don’t have the same focal point. My left eye is slightly stronger, and has a focal point 3 inches farther away from me than my right eye. Because my brain can’t reconcile the two focal points, I don’t have depth perception, as a person without Convergence Insufficiency. I have ways of telling where I am in space, but it’s rudimentary while in dark or low light situations. If you want someone with first had knowledge, that knows what this feeling is like, I can help people reconcile and help understand what the feeling is like. Not having depth perception isn’t necessary for most day to day activities. I assume it helps, but I wouldn’t know. From experience, my brain knows I can’t reach up and pluck clouds from the sky, like a cotton ball, but if I believed the raw data only, I easily could. Or, cars driving by, the raw data tells me I could pick them up like a Hot Wheels car. However, from experience, I know that I am much smaller than the vehicles driving around, and I can’t lift them because they weigh close to a ton. I didn’t know there was something that was in existence, that so closely matched my lived, no depth perception life!
Simply a recipe for disaster. With a 200 feet of margin error. That has to be change in that airspace. My heart goes out to the family of lost members. So sad.
The military has been using night vision goggles of some Kand since the 60s, so if the pilots don't feel comfortable flying, they could talk to their commander and he would let them get a few 100 hours more training because you're gonna fight in a war and that's what the military's 4 with night vision goggles.
I cant even fly a sub 250 gram uas with goggles unless i have at least an observer. I cant fly a over 250 with out remote broadcast id and again obaervers of its beyond sight or even in my own back yard below the trees. Let alone on the oncoming flight path of a major airport. Unless of course i have automated clearance up to a certian flight level. Yet somehow large helis can fly in non conflict zones near the capital in a landing slope. I just dont understand.
Media reports that the pilot was “highly qualified” with 1000 hours of flight time. They don’t specify if that is total flight time or is it just Blackhawk flight time. Would Joe consider that to be “highly qualified” when FAA requires 1500 hours minimum for an ATP certificate?
You did not ask more about what could be the reason they are 200 feet higher than allowed. Is that an error everyone could make easily all the time? is there a warning system when ceiling is breached? That is the most important question in this accident. If altitude rule was obeyed, none of other mistakes would matter. Now everyone is assuming that the helicopter did not see CRJ. It is also possible they did see CRJ (therefore twice confirmed to tower) correctly, and they were doing the planned move, which is visually evade CRJ by circling behind it. They just missed it by about 20 feet (impact is near tail of CRJ). This is why I believe helicopter did not mis-identify CRJ: when the Tower inform helicopter that a CRJ is just south of Woodrow bridge at 1200 feet and heading to 33, it was 2 full minutes before crash. At this time, the helicopter was located at Jefferson memorial, so CRJ is in its direct south, and the two planes were still very far part. Therefore it is unlikely when the helicopter pilot said we have CRJ in sight he was looking at another air plane behind. I felt that only when the two planes are closer a mis-identification may occur.
Thanks Joe! It seems to me like the Blackhawk is crashing all the time on training missions. We lost 2 in our mountains a couple years ago. I remember another crashing somewhere else too. How common is it for trainees to crash?
From the video angles that has been public, I still can't understand how the hell the helicopter did not see the landing lights from the airplane......but that's the only angle that we see......just don't know how you miss those very bright landing lights on the airplane
@@affhb8205 there are reports saying the equipment existed and others saying not in smaller helos. I know it's usefulness is deminished below 2000 ft ...but is that equipment ON Blackhawks at all?
Retired MI.state trooper army vet.. Blackhawks fly by wire. UH-1(s) do not ! As a crew member unless relieved or your loaded with door gunners your head is on a swivel. Something is not adding up period. Remember when the army first started transitioning to the UH-60. I was at rucker. The UH60 had problems, avionics. The crashes/recoveries SCENES I personaly went to, the choppers we're inverted or U P S I D E D O W N impacts. One was near a TVA 880 volt distribution line(s) the first thing we noted was there was evidence of line strike. We live in an age of radio control. AND bad actors in Gov..
so you wont get even the limited depth perception you get w traditional 8x25 binoculars? thats kinda crazy. i used to do 3d photos on traditional 35mm photo slides and even there you get quite a good depth perception with a good viewer
Night vision training shouldln't happan near an approch path for any commerical airport. they should go out to the middle of nowhere edit: Night vision gogles witout sterocopy in aviation should be banned. this is the millitary cheaping out.
While questions remain and may never be perfectly answered, the hysterical "what if's", "possibly" and "might" speculations are not helping. Dear God, let the NTSB carry out their work without all the back-scatter from the media!!! A certain other fool should also STFU!!!!
Regardless of see and avoid and what the helicopter saw and said with or without NVGs….the only person with situational awareness of the conflict was the tower controller. Nothing relieves him of the legal and professional duty and obligation to make a conflict alert warning with evasive instructions to either aircraft instead of asking a question in the heat of the moment. As we do in a cockpit, if it doesn’t look right, we go around. He could have told the RJ to go around. The RJ never got a fighting chance since they had no SA on the helicopter. If they had been warned about the helicopter, the RJ could have made the decision to go around earlier before the conflict developed into an unsolvable situation.
I've thought about this as well but quickly concluded that normalization of deviance was likely a huge contributor here. It's easy and safe to assume that helo pilots on this route will routinely respond to ATC traffic callouts with "request visual separation" followed by ATC habitually replying "visual separation approved." I'd be willing to bet that in this airspace that exchange was as routine as tying shoes. By the time ATC realized this time was different it was far too late. Hard lessons to learn all the way around with this one.
“…as routine as tying shoes…” Based on a quick listen to just a couple VASaviation videos of this airspace communication, it sounds like a “conditioned response.”
@@EdwardoLazo-v3g As a reminder, not just once, but *twice* PAT25 _very confidently_ advised the controller they had the CRJ7 in sight. Not once, but *twice* PAT25 requested visual separation, and was approved to do so (with the 2nd approval stipulating that PAT25 pass behind the CRJ7). In my opinion, the way these helicopter routes are designed, wherein they bring this traffic together over and over again, where there is absolutely no margin for human error, is the biggest contributor to this tragedy. De-conflicting these routes, so as to eliminate Conflict Alerts (CA) from being activated on the controller’s display over and over again, will go a long way towards improving safety.
Chopper acknowledged traffic. Misidentified the ascending departure which is not a factor. Pilot then looking low and never saw the descending plane. Hindsight is 20/20 but the operation should not be conducted in congested airspace without a spotter or one pilot with no NVG and head on a swivel. Changes will be made.
the Federal Aviation Administration's management of air traffic operations (ATC) serves a crucial purpose: to prioritize public safety over profit motives. However, Trump and Elon intend to reduce this workforce, along with cuts to all other federal agencies that ensure safety for citizens in areas like the environment, infrastructure, and health. The Air Traffic Control system is already grappling with significant issues related to understaffing and underfunding, highlighted by multiple recent near-miss incidents at major airports. We can expect to see a rise in aviation and other transportation accidents in the future.
I've been in the military and used night vision goggles therefore a low or zero light environment do not use them in a highlight environment or they saturate and you can't see nothing can you use them to fly over a city at night with all that extra light is stupid
Night vision goggle user.... NOT A PILOT, used in the Army for Night Driving.... I remember someone left a crumple cigarette pack on the hood when I drove it rolled 😮 into my field of vision I thought it was an animal in front of my vehicle....
G'day Constructive criticism follows. Yay Team ! I concurr, some people are conditioned to use whatever High Technology they can lay their hands on at the time. Regardless of the appropriateness of that Gadget. Night Vision Technolololology is great for Low Llight Conditions..., but it's pretty useless in High Light/Dark Contrast-Saturation situations...; and having a clear & dark Night Sky above, and the myriad of "Cultural Lighting" thrown up by a City is a High Light/Dark Contrast Saturation situation. They should have flown Night VFR by Mk-1 Eyeball, and saved the Grey Ghost Gigglies for flying outside Built-up Areas... Now the Constructive criticism. In many parts of the world, people discern other people's underlying Educational Status by listening to how they Mispronounce Certain words. One of the biggest of such "Tells", is the way the word "Especially" is often Mispronounced by Toddlers who add an entirely spurious "K"..., inserted in between the "E" & the "S". They say, "Ekspecially..." And...., if nobody "chips" them about it in Pre-School through to their Primary Education - the Habit may linger, unnoticed, through High School - and into Adulthood. By which point, most people prefer to snigger and giggle later, rather than try to figure out a polite way to raise the issue. If you might perhaps possibly (?) like to choose to sound as if you actually graduated successfully from Kindergarten...; then you might want to try to Break yourself of the habit of inserting the "DimDamnDumbArse's Spurious K"..., Into the Word "ESPECIALLY", Especially when addressing a Camera and Uploading the moment - for it to be Tubularised for posterity. It's not as devastating as they who habitually say, "Sked-yoolie", When attempting to read from a Schedule... But "Ekspecially..." Is usually taken as a self-raising bright red Warning FLAG, to indicate that they who say the erroneous "K" Don't know any more about anything else they Have to say - Than they do about Which Word means what, and how to pronounce the one which is most appropriate for the sentiment attempting to be communicated... Think of the Effort which you're going to have to put in...., to correct yourself at this late stage - as being a neccessary Investment in Image-Management. Because you will (continue to) portray yourself as being a Fool...; For as long as you Choose To leave the issue Uncorrected. There... How Polite Was that ? One does try to do one's best... Such is life. Have a good one... Stay safe. ;-p Ciao !
This is a conbination of poor communication between tower and chopper,no positional reference of regional jet they were trying to go behind 5 o clock 9 o clock inbound,outbound etc not enough info from tower,second is the
Is the fact that the military would knowing how dangerous nvg training is by the number of previous training accidents involving nvg night maneuvers also probably worst place to practice high risk manuvers,busiest air space iin America, also eight half blind eyes would have been better than 6 half blind eyes,needed that extra crewman on such a dangerous training miission,can we put any blame on the trained teacher and back seated who were supposed be her extra eyes while her vision was restricted from 180 degrees down to 40 degrees of view seems the massive experience of the trainer was no help either I blame everybody but the pilot
I love your channel sir,, but damn ,this looks like it was deliberately done,,and I so so not want to believe that.....but like I said,, , how can you miss the very bright lights from a landing aircraft.....what a tragedy
I continue to be flummoxed as to when common sense went away..Congress pushing for more flights in an over busy airport for convenience of rapid departures. Then add in military and a myriad of helicopter traffic. Just mind boggling.
Stop wasting time on all this flashy stuff and focus on the CORE cause here. This was 1000% pilot error and pilot error by BOTH pilots and two huge choices they made that killed all these people. This was negligent flying and they deviated from the regulations. Night vision, ATC or ADSB ONLY played a role AFTER both pilots knowingly deviated from their east shore route boundaries to halfway across the river….and only after they choose to be at 300-ft then 350ft and then 400ft aka 200 ft above their VFR corridor altitude boundary. So, AFTER both pilots knowingly violated both the horizontal and vertical boundaries of their VFR corridor…THE CORE CUASE OF THE ENTIRE ACCIDENT….then you can consider all this tech stuff’s further impact, contribution or ineffectiveness.
Jesus,if you can't see a plane what's the chance of hitting your target in times of war. Women ok driving to the shopping mall,leave the helicopters to us guys😂😉👍
why can't they treat/create the windshield to have anti-glare material or how regular eye glass lenses that you can get for your glasses that change light to dark according to your surroundings/transition lenses? just a thought. don't flame me, of course I don't know what I am talking about but just throwing out some wonderings.
There are 2 pilots. Flying into a densely populated area, one should wear no NVGs and take control when entering. The 2nd one can then remove them too. NVGs are clearly dangerous in densely populated areas, even more so with airfield approach trajectories just above your head. Just crazy.
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Check out our report on the Learjet that crashed in Philadelphia: ruclips.net/video/nAWUewhjBQY/видео.html
Didn't like to use night vision devices when I was in the military. The problem was that you' have "TUNNEL VISION" when you're using them ...They restrict your field of view and affect depth perception .
Dan, I have lived on the MD side of the Potomac off and on since 1961 and watched military helicopters flying just above tree top level for years. In the early days, traffic landing at the National Airport was mixed with military fixed-wing and rotor-wing aircraft operating across the river at Bolling AFB and Anacostia NAS. I flew out of Hyde Field in Clinton, MD, which was just a few miles East of the Potomac Traffic and just a few miles from Andrews AFB. Hyde is now closed (a victim of 9-11). It is a very busy and challenging area. The Wilson Bridge clearance for sailboats (water to the roadway is 50 ft, and the control tower is probably 50ft higher. This does not leave much room for a helicopter operating with a 200ft ceiling.
Having used my own night vision, the tunnel vision is insane.
Look through a paper towel roll and you get an idea.
Plus it makes every light look the same, making it impossible to tell things like direction indicated by light colors.
Edit: wow, I wrote this comment at the beginning and they used the exact same example I used.
Yep, I’m going to guess they won’t allow visual separation anymore with NVG
@@SilverStarHeggisist Great minds think alike!
Best wishes, Dr. Lucy
Great video with a great explanation. I was an ATC’er @ DCA and it’s horrible that this event happened considering these Helo routes have been around forever with this never being an issue. I 100% believe that the wearing of the NVG’s caused this accident.
Hopefully the change made is BANNING all NVG operations on Route 1 & 4. If this training is needed then it only can be approved after midnight when the aircraft traffic is over.
I wish everyone would see this video. This explains so much in terms of the restricted vision caused by wearing NVGs. People don't understand this aspect of the accident. It's hard to have much peripheral vision with what amounts to a pair of binoculars suspended in front of your face.
A cording to the latest NTSB video that I watched, the ADS-B and FDR data show the CRJ at 325’ AGL +\- 25’. He said they’re waiting for the helicopter’s black box to see what the pilots’ altimeter was reading at the same time, but it’s pretty obvious they were at the same altitude, regardless of what the instruments read.
there are a few video looking very sharp and seemingly the collisinon happened about 5 times the lenght of the helicopter from the water
and thats 300 feet approx
@@cnccarvingI have seen videos that look like the plane hit the helo! The helo past in front just as the crash happened and the plane seemed to hit the helo!
The report is not out yet, but I. Bet there are 2 different altitudes listed when they finally get the Blackhawk black box. The accuracy of the altimeter and the setting of the ala temperature through the transponder gives data to the tower so they can compute your altitude. That's the only way you're gonna get an altitude read out.That's correct.Is if your altimeter is set correctly
@ yep. He said he’ll have the data by Monday.
@ClementePablo-f8f
its relative like everything in life
if you stop in the railroad crossing the train hits your vehicle
I found this to be very informative and helpful in understanding protocols and procedures.
This may be a silly question but presumably NVG's are essentially for use where there is little additional light around. not where there is so many lights you can see resonably well wiithout NVG. So why train NVG in a built up area, especially in a high traffic area with civilian jets landing frequently? Whole thing just seems pretty unnecessarily stupid.
for me the most confusing that no one talking about the radar system on the blackhawk
that radar screen shows exact same like the airport radar
let alone that the airbase helicopter departed also have a controltower
and no one told the pilot a plane coming directly to your helicopter
You're talking about our military.... Most of its unnecessarily stupid. (I'm a medically retired vet, I know first hand).
@@johnzoidberg1160
Thank you for your service! USA! 🇺🇸
It seems stupid because it is. There is absolutely no reason to fly a helicopter using MVG in VFR conditions in a densely populated area in Bravo Airspace.
Absolutely no reason at all.
Given the nature of PAT missions, flying high profile personnel around. It highly unlikely that a four star general is going to need to be transported via helicopter to attend a secret meeting in an unlit area that requires NVGs for landing. Where are they taking these important people that does not have proper night landing facilities.
I fly helicopters and planes all the time at night, I get by just fine without NGV even is poor weather.
I understand in a combat environment that it may be required. But in DC? Insanity.
@
Do you know anything about who was flying the helicopter? I heard something about the one soldier who the parents wouldn’t release the name of, but I heard it was a woman?!? Could it be a DEI military soldier?!? 😱. Just wondering?!?
Human error is a factor you can't eliminate.
The fact that chopper traffic is allowed anywhere near a major airport is mind-boggling
They are risking innocent lives playing chicken with the planes!! Especially in landing zones; it’s crazy!!
I agree. Total lunacy and no common sense.
There are literally hundreds of traffic patterns and corridors like this in the US and many at the end of runways. Nothing unusual about it at all. What happened here is simple. BOTH pilots CHOOSE to drive on the wrong side of the river and chooose to fly too high. The equivalent of you driving your car on the wrong side of the road and speeding head on into another car. Had they stayed in their route this would be impossible to occur.
Can't speak for Army NVG op procedures, but Navy SH-60 crews were one on googles and one off googles if flying VFR at the prescribed altitude.
Task saturated by all crews concerned. Tower, inbound and the PAT crew were all narrow focused under 400 feet
Interesting.
after watching many videos, none of them talking about the control at the airbase
that control nothing less than the airport control
As with most accidents it sounds like there were multiple mistakes. ATC made mistakes too, but the main factor was the altitude. My opinion is they should of NEVER been using NVG in that part of the route or doing training there. Sounds like the route has been of major concern for awhile. Most likely needs to be removed.
Why is that route even there? 200ft of separation isn't enough!
To add to the problem they were having to deal with the reflection off the waters on the Potomac.
All good questions that I was wondering about, thanks
Excellent episode greek questions and very clearly explained by the veteran blackhawk pilot
My deepest sympathy to the loved ones who are suffering from such a devastating loss. 😢 🙏🏽God rest the souls of the beautiful people who have passed on.🕊🕊 This expert was great explaining NVGs. Thank you.
You can sneeze, reach for a switch, glance at a chart, and gain 100'-200' altitude. The "normal " separation has never been adequate there. Flown that exact approach hundreds of times, but would always stay in the middle of the river to buy a tiny bit extra room away from the choppers. Why does that corridor exist? Because as much as Congressmen love keeping DCA open for their convenience, they don't want to hear helis fly low over their houses.
“…don’t want to hear helis fly low over their houses.” I wouldn’t doubt that is the exact reason the helo routes are designed as they are. As a result, the design of the helicopter routes result in the continual need for the application of visual separation. These routes thereby contribute to repeated ATC radar Conflict Alert (CA) activation. Talk about a workload increase for ATC!
@@tomlusch9937 - Hell, just recently Congress has proposed to allow even MORE flights in/out of DCA. In March, Airbus A350 aircraft will begin flying coast-to-coast, really pushing the runway length limits of DCA, but we've been doing that for years. DCA was built in the 40s for MUCH smaller aircraft, and is now wholly unsuitable for its location, surrounded by tons of traffic, not to mention water in all directions. Should have been shut down decades ago, but Congress refuses to let that happen. We haven't built a new airport in the USA for over 30 years.
Watching the MPC simulation, the ATC clearly called the location of the CRJ. The other CRJ was miles from it and heading away from the airport. The collision hazard was dead ahead with the other CRJ was very far to the right and basically heading out of view.
What the simulation brought out is you have line of aircraft in front of you with landing lights on. With the bright lights it's extremely hard to make out identifing features. Would be worse with night vision but terribly hard regardless.
But right at the end the landing lights of the CRJ were visible to the chopper and had been moving out of line from the other aircraft. Somehow they missed it.
I agree...wearing NVGs is very challenging; especially, where there is so much light. They are meant to be used in low lighting... a full moon is the perfect time to use them.
If both pilots were using NVG's, who was monitoring the instruments??
I totally respect what this Blackhawk pilot is saying and I agree your depth perception is not great in goggles.
But I will say I have probably 1000 hours on goggles flying in the DC area. I was a flight engineer on CH-53E helicopters in the Marine Corps and I was stationed at Quantico Va with Marine One and we spend so much time flying in the DC area for obvious reasons. With all of the hours I had flying goggles in that area we never had issue being able to spot other aircraft. As close as that Blackhawk crew was the American Airlines Nav lights should have been blowing up their goggles. In your video you show someone looking thru goggles at a Blackhawk taking off you see how brother their lights are when flashing. Also. I have heard with the planes lights blended in with the city lights! My answer to that the city lights are not blinking only aircraft lights are blinking. Plus they did not have a bunch of city lights in their view they had the river in their view which is black on goggles so they should be no problem seeing blinking aircraft lights.
I can speak for the Army but in the Marine Corps we train a lot with goggles and that’s why I say as many hires I have flying up and down that river and the DC area we never had issue being able to spot out other aircraft even with all of the city lights. ESPECIALLY on a very clear night with plenty of ambient light from the moon and city lights which is what goggles work off of. If you have no moon or very little moon and no city lights it’s very hard to fly on goggles.
It’s just my humble and professional opinion from having so many flight hours in the DC area especially with goggles that the Blackhawk crew just had poor crew coordination and bad situational awareness they were all focused on something that was really no worries for them as being reported the plane that had taken off and was no where near them they all focused on that instead of just one person and the person flying the helicopter should have been watching what was in front of him. And I believe there should be no way they should have not seen that plane if they had good situation awareness!
Like I said I can’t speak for the Army I do not know how much they train and fly on goggles but like I said in the Marine Corps we do it a lot it becomes second nature to us.
Again, I totally respect what this Andy pilot is saying I just stated my own opinion especially from my many hours of experience flying in that area.
I would still like to know why the chopper was above its maximum legal altitude.
Dan, indeed this such an informative perspective that Joe described given his vast experience flying Blackhawks in many environments of light density. I think he is spot on about the overall effects that lack of depth perception that is inherent with the use of NVG had in this airspace dense with activity at so many altitudes and vectors. I am accustomed to the sound that military helicopters make when they fly over the Chattahoochee River on training flights. Great way to remain situationally aware in densely populated areas.
The fx of demonstrating mono vision with the use of two empty combined toilet tissue rolls is so clever. (great teaching tool)!
Best wishes, Dr. Lucy (p.s. sorry for this old lady’s mouth-of-the-South wordiness)😂
Appreciate you, Dr. Lucy, and glad you enjoyed the NVG demo.
DCA Tower called PAT25 helicopter and asked do you have a CRJ in sight at the Wilson Bridge? Affirmative reply helicopter has traffic in sight. The closing rate around 2/3 minutes because PAT25 is headed south and CRJ is flying north at each other. DCA ask if CRJ can land on 33. The CRJ will have to jog right then left for final on 33. DCA Tower asks PT25 helicopter do you have CRJ affirmative.
Thanks for the info!
Nicely explained
@taking off wouldn’t both aircraft have collision alert warning systems BOTH pilots would have seen/heard? Excellent show as always !!
Not sure on the Blackhawk, but wish I had asked Joe that question. For the CRJ, they had TCAS-- NTSB just revealed they got an audible traffic advisory sound, but they were too low for a Resolution Advisory.
I think the main point coming out of this horrific incident is that there should NOT be military traffic using this congested civilian airspace, this was just an incident waiting to happen, did nobody think this through? As you have stated, flying at night over the confusion of building and street lights with the jets coming and going, it's almost a given that sooner or later you are going to get a collision. The authorities are nothing short of criminal if they don't drastically change the way the two parties operate in this busy area.
Michael Blackstone, on his channel, mentioned that helicopter pilots have to set the altimeter based on local barometric pressure. I wonder if you or your Blackhawk expert, could comment on the fact perhaps if the altimeter was dialed in wrong (as is Blackstone's theory) that they might not have realized how high they were - and also would explain the NTSB press conference mentioning that the Blackhawk's data ALSO said 200 feet when we know from the CRJ that the helicopter was higher than what it was reading. Hope my question makes sense.
BlackHawks appear to be fitted with radio altimeters. So they should have no excuse for wrong barometric setting.
The altitude on the ATC scopes are independent of the barometric setting on the cockpit. The aircraft transmits standard (29.92” Hg) altitude and they are translated based on the one baro setting set by controller.
@@gloverll- and they are rounded to the 100.
Rounded how? E.g. what will 120, 150, 180 show as?
@@miraculixxs - I know it reports on the hundreds. From a pilot perspective, we really don’t know what is being reported via the transponder. It’s based on baro pressure of 29.92, so it may also be off based on actual conditions.
The military choppers are never going to be flying in that air space again, but it's too late for the beautiful souls on the plane
I'm just thinking of first principles. Unless they're both using laser or radar altimeters, it is possible that one or both altimeters may have been set up wrong.
There is simply zero altitude margin between the Helo route 4 and the runway 33 curved final approach. Below 200ft margin on the nominal altitudes means practically zero margin. Let’s be real. 100ft deviation from the nominal path’s altitude is daily routine.
The original ID of the CRJ was requested by ATC at 5 miles. Do you think that correctly picking out an aircraft head on at night over an urban area from the aircraft behind then is something that can be reliably done at 5 miles, NVG or not?
Especially since the hello made several course corrections after their acclaimed ID of the CRJ, and would probably have lost sight anyway while the CRJ was on its setup route to rw33. Once the CRJ turned onto its final approach the helo was positioned at ~90 degress orthogonal for a short time and so would only see the plane from the side. I am familiar with sailing boats, and it is literally impossible to tell the dimensions, nor the distance, of a vessel passing right in front of you at night, even when you see the lights. One can easily think the lights are further away only to realize very late that the other vessel is maybe just 100ft away. Makes for scary moments. On a sailing boat speeds are much slower than on this helo ofc so much less time to react - or virtually none.
Sad to see the Crew getting so much hate, surely the System is there to take away the risk of possible Human Error. If this system relied on the People involved to maintain safety, this Acciddnt was inevitable. Humans make mistakes. RIP 💔
NVGs are problematic in metro areas. DC is absolutely saturated w/bright flood lights for all the monuments & bridges, etc. This Blackhawk pilot explained more specifically the challenges in maneuvering around a very small, compact & extremely busy airport at night.
Please deep dive an ATC that has worked at DCA RR National Airport at night. There were supposed to be two ATCs that night, and one went home just before the collision.
Love your videos
This is crazy. No way they should be using these flying in that environment. Having said, why would both pilots need to be using night vision?? If she was using them because she was training, her trainer should at the very least not have been using them so he could be her extra set of eyes!
Had alittle mishap today in a car in a plane would have been fatal no room for error it's scary to think about that 😮
Nope not buying that. Pilots have gages so they know just how high and low they are! ATC told them to be at 200’ while they climbed up to 350’. For the Army to do training missions in that area is insane to tell the BH pilots to use night goggles. No Way!
So why don't they have a safety pilot to fly along without NVG to watch for traffic?
Cut through the BS. Show the video of ATCs screen. Clearly shows a conflict of airspace warning. ATC failed to warn either aircraft to take evasive action.
Maybe it wasn’t safe to use NVG in such a busy area knowing as well as they all apparently NOW know how dangerous it is !!
I wonder if using NVG would cause you to fly at 350’ instead of the limited 200’ ?
Consider what happens if you fly 100 feet over an big helicopter doing 120knots in a CRJ. What is likely to happen? What are the effects of vortex turbulence from the jet and rotor disk? I'm not at all sure, but I suspect it won't be good.
Possible boom strike.
But a quick google search says "Night Vision Goggles (NVGs) affect depth perception and distance estimation differently depending on the distance from the user. For the first 20 feet in front of the user, the NVGs can negatively impact depth perception". I don't see how depth perception using NGVs affected this incident since the CRJ was so far away initially. Somebody please explain.
So this exercise was a totally bad idea. Gotcha!
I've heard reports that no one was in the left seat doing collision avoidance watch. Flying with night vision and no spotter would be very dicey around an airport this busy. Hope this is not true and we get some solid answers soon?
Wish the copter was on the lower attitude, looking up, the lights of the CRJ would have been more visible against the sky.
You mean on course
it is an awsome report
hearing it from firsthand
you have a really great channel
probably i never in my life could talk with a pilot like this man
myself i like to hear someone talking about the radar sytem on the blackhawk
why radar wasnt involved?
because radar showed on the airport control plane is going toward the helicopter so blackhawk radar asl would show same
2:34 as he is talking about the way there is lack of depth perception, within night vision, unfortunately, that’s my all day everyday. I have an eye disorder called Convergence Insufficiency, where my eyes don’t have the same focal point. My left eye is slightly stronger, and has a focal point 3 inches farther away from me than my right eye. Because my brain can’t reconcile the two focal points, I don’t have depth perception, as a person without Convergence Insufficiency. I have ways of telling where I am in space, but it’s rudimentary while in dark or low light situations. If you want someone with first had knowledge, that knows what this feeling is like, I can help people reconcile and help understand what the feeling is like. Not having depth perception isn’t necessary for most day to day activities. I assume it helps, but I wouldn’t know. From experience, my brain knows I can’t reach up and pluck clouds from the sky, like a cotton ball, but if I believed the raw data only, I easily could. Or, cars driving by, the raw data tells me I could pick them up like a Hot Wheels car. However, from experience, I know that I am much smaller than the vehicles driving around, and I can’t lift them because they weigh close to a ton. I didn’t know there was something that was in existence, that so closely matched my lived, no depth perception life!
Would there be any reason to wear night vision goggles around that specific area and time?
Simply a recipe for disaster. With a 200 feet of margin error. That has to be change in that airspace. My heart goes out to the family of lost members. So sad.
No nvg is not used while navigation lights are active
The military has been using night vision goggles of some Kand since the 60s, so if the pilots don't feel comfortable flying, they could talk to their commander and he would let them get a few 100 hours more training because you're gonna fight in a war and that's what the military's 4 with night vision goggles.
I cant even fly a sub 250 gram uas with goggles unless i have at least an observer. I cant fly a over 250 with out remote broadcast id and again obaervers of its beyond sight or even in my own back yard below the trees. Let alone on the oncoming flight path of a major airport. Unless of course i have automated clearance up to a certian flight level. Yet somehow large helis can fly in non conflict zones near the capital in a landing slope. I just dont understand.
Media reports that the pilot was “highly qualified” with 1000 hours of flight time. They don’t specify if that is total flight time or is it just Blackhawk flight time. Would Joe consider that to be “highly qualified” when FAA requires 1500 hours minimum for an ATP certificate?
Then these pilots should NOT have been using night vision goggles when flying near commercial airports.
You did not ask more about what could be the reason they are 200 feet higher than allowed. Is that an error everyone could make easily all the time? is there a warning system when ceiling is breached? That is the most important question in this accident. If altitude rule was obeyed, none of other mistakes would matter.
Now everyone is assuming that the helicopter did not see CRJ. It is also possible they did see CRJ (therefore twice confirmed to tower) correctly, and they were doing the planned move, which is visually evade CRJ by circling behind it. They just missed it by about 20 feet (impact is near tail of CRJ).
This is why I believe helicopter did not mis-identify CRJ:
when the Tower inform helicopter that a CRJ is just south of Woodrow bridge at 1200 feet and heading to 33, it was 2 full minutes before crash. At this time, the helicopter was located at Jefferson memorial, so CRJ is in its direct south, and the two planes were still very far part. Therefore it is unlikely when the helicopter pilot said we have CRJ in sight he was looking at another air plane behind. I felt that only when the two planes are closer a mis-identification may occur.
IOn that route, after they get past DCA they can climb, I am thinking they thought they were at that location and climbed too early
The helicopter was in the wrong place but ATC should've told it to turn immediately left as soon as conflict was even possible!
Thanks Joe! It seems to me like the Blackhawk is crashing all the time on training missions. We lost 2 in our mountains a couple years ago. I remember another crashing somewhere else too.
How common is it for trainees to crash?
These were not trainees? They were seasoned pilots on a training mission.
From the video angles that has been public, I still can't understand how the hell the helicopter did not see the landing lights from the airplane......but that's the only angle that we see......just don't know how you miss those very bright landing lights on the airplane
How'bout this, did third party control play a part?
My question 🙋♂️ why don’t they use NVG until they reach the area they’re going to be doing their military training exercise .
These helicopters are used to transport VIPs in and around D.C.
Did this copter have tcas or not?
TCAS is prohibited under 2000 ft
@@affhb8205 there are reports saying the equipment existed and others saying not in smaller helos. I know it's usefulness is deminished below 2000 ft ...but is that equipment ON Blackhawks at all?
Retired MI.state trooper army vet.. Blackhawks fly by wire. UH-1(s) do not ! As a crew member unless relieved or your loaded with door gunners your head is on a swivel. Something is not adding up period. Remember when the army first started transitioning to the UH-60. I was at rucker. The UH60 had problems, avionics. The crashes/recoveries SCENES I personaly went to, the choppers we're inverted or U P S I D E D O W N impacts. One was near a TVA 880 volt distribution line(s) the first thing we noted was there was evidence of line strike. We live in an age of radio control. AND bad actors in Gov..
Flying a helo with NVG in a densely lit metropolitan area is completely idiotic. It’s just looking for trouble. Military stubbornness at its best.
so you wont get even the limited depth perception you get w traditional 8x25 binoculars? thats kinda crazy. i used to do 3d photos on traditional 35mm photo slides and even there you get quite a good depth perception with a good viewer
Night vision training shouldln't happan near an approch path for any commerical airport. they should go out to the middle of nowhere
edit: Night vision gogles witout sterocopy in aviation should be banned. this is the millitary cheaping out.
While questions remain and may never be perfectly answered, the hysterical "what if's", "possibly" and "might" speculations are not helping. Dear God, let the NTSB carry out their work without all the back-scatter from the media!!! A certain other fool should also STFU!!!!
Regardless of see and avoid and what the helicopter saw and said with or without NVGs….the only person with situational awareness of the conflict was the tower controller. Nothing relieves him of the legal and professional duty and obligation to make a conflict alert warning with evasive instructions to either aircraft instead of asking a question in the heat of the moment. As we do in a cockpit, if it doesn’t look right, we go around. He could have told the RJ to go around. The RJ never got a fighting chance since they had no SA on the helicopter. If they had been warned about the helicopter, the RJ could have made the decision to go around earlier before the conflict developed into an unsolvable situation.
I've thought about this as well but quickly concluded that normalization of deviance was likely a huge contributor here. It's easy and safe to assume that helo pilots on this route will routinely respond to ATC traffic callouts with "request visual separation" followed by ATC habitually replying "visual separation approved." I'd be willing to bet that in this airspace that exchange was as routine as tying shoes. By the time ATC realized this time was different it was far too late. Hard lessons to learn all the way around with this one.
“…as routine as tying shoes…” Based on a quick listen to just a couple VASaviation videos of this airspace communication, it sounds like a “conditioned response.”
@@EdwardoLazo-v3g As a reminder, not just once, but *twice* PAT25 _very confidently_ advised the controller they had the CRJ7 in sight. Not once, but *twice* PAT25 requested visual separation, and was approved to do so (with the 2nd approval stipulating that PAT25 pass behind the CRJ7).
In my opinion, the way these helicopter routes are designed, wherein they bring this traffic together over and over again, where there is absolutely no margin for human error, is the biggest contributor to this tragedy. De-conflicting these routes, so as to eliminate Conflict Alerts (CA) from being activated on the controller’s display over and over again, will go a long way towards improving safety.
The female pilot had rainbow colored night vision.
Radar played a role
Chopper acknowledged traffic. Misidentified the ascending departure which is not a factor. Pilot then looking low and never saw the descending plane. Hindsight is 20/20 but the operation should not be conducted in congested airspace without a spotter or one pilot with no NVG and head on a swivel. Changes will be made.
Makes no sense that they believed departing plane was the traffic.
@ what makes more sense? They acknowledged visual on traffic. It had to be the wrong traffic.
Then they should not have been using them‼️‼️😫‼️‼️ especially in that airspace. Why can’t they use a night vision a face shield ❓❓❓❓❓❓
Height!! The plane was at a correct height and the heilo wasn’t!! 😮
the Federal Aviation Administration's management of air traffic operations (ATC) serves a crucial purpose: to prioritize public safety over profit motives. However, Trump and Elon intend to reduce this workforce, along with cuts to all other federal agencies that ensure safety for citizens in areas like the environment, infrastructure, and health. The Air Traffic Control system is already grappling with significant issues related to understaffing and underfunding, highlighted by multiple recent near-miss incidents at major airports. We can expect to see a rise in aviation and other transportation accidents in the future.
I've been in the military and used night vision goggles therefore a low or zero light environment do not use them in a highlight environment or they saturate and you can't see nothing can you use them to fly over a city at night with all that extra light is stupid
yes I see but night vision for see the NAV green light on the right wings of the CRJ700 is impossible so? all lights is green on video !
👍✅
Night vision goggle user.... NOT A PILOT, used in the Army for Night Driving.... I remember someone left a crumple cigarette pack on the hood when I drove it rolled 😮 into my field of vision I thought it was an animal in front of my vehicle....
G'day
Constructive criticism follows.
Yay Team !
I concurr, some people are conditioned to use whatever High Technology they can lay their hands on at the time.
Regardless of the appropriateness of that Gadget.
Night Vision Technolololology is great for Low Llight Conditions..., but it's pretty useless in High Light/Dark Contrast-Saturation situations...; and having a clear & dark Night Sky above, and the myriad of "Cultural Lighting" thrown up by a City is a
High Light/Dark Contrast Saturation situation.
They should have flown Night VFR by Mk-1 Eyeball, and saved the Grey Ghost Gigglies for flying outside Built-up Areas...
Now the Constructive criticism.
In many parts of the world, people discern other people's underlying Educational Status by listening to how they
Mispronounce
Certain words.
One of the biggest of such "Tells", is the way the word
"Especially" is often
Mispronounced by Toddlers who add an entirely spurious "K"..., inserted in between the "E" & the "S".
They say,
"Ekspecially..."
And...., if nobody "chips" them about it in Pre-School through to their Primary Education - the Habit may linger, unnoticed, through High School - and into Adulthood.
By which point, most people prefer to snigger and giggle later, rather than try to figure out a polite way to raise the issue.
If you might perhaps possibly (?) like to choose to sound as if you actually graduated successfully from
Kindergarten...; then you might want to try to
Break yourself of the habit of inserting the
"DimDamnDumbArse's Spurious K"...,
Into the Word
"ESPECIALLY",
Especially when addressing a Camera and Uploading the moment - for it to be
Tubularised for posterity.
It's not as devastating as they who habitually say,
"Sked-yoolie",
When attempting to read from a
Schedule...
But
"Ekspecially..."
Is usually taken as a self-raising bright red
Warning FLAG, to indicate that they who say the erroneous "K"
Don't know any more about anything else they
Have to say -
Than they do about
Which Word means what, and how to pronounce the one which is most appropriate for the sentiment attempting to be communicated...
Think of the Effort which you're going to have to put in...., to correct yourself at this late stage - as being a neccessary
Investment in
Image-Management.
Because you will (continue to) portray yourself as being a
Fool...;
For as long as you
Choose
To leave the issue
Uncorrected.
There...
How
Polite
Was that ?
One does try to do one's best...
Such is life.
Have a good one...
Stay safe.
;-p
Ciao !
Then why are you looking through night vision??
This is a conbination of poor communication between tower and chopper,no positional reference of regional jet they were trying to go behind 5 o clock 9 o clock inbound,outbound etc not enough info from tower,second is the
Is the fact that the military would knowing how dangerous nvg training is by the number of previous training accidents involving nvg night maneuvers also probably worst place to practice high risk manuvers,busiest air space iin America, also eight half blind eyes would have been better than 6 half blind eyes,needed that extra crewman on such a dangerous training miission,can we put any blame on the trained teacher and back seated who were supposed be her extra eyes while her vision was restricted from 180 degrees down to 40 degrees of view seems the massive experience of the trainer was no help either I blame everybody but the pilot
I love your channel sir,, but damn ,this looks like it was deliberately done,,and I so so not want to believe that.....but like I said,, , how can you miss the very bright lights from a landing aircraft.....what a tragedy
Depends on your viewing angle.
Altimeter miscalibration most likely
I continue to be flummoxed as to when common sense went away..Congress pushing for more flights in an over busy airport for convenience of rapid departures.
Then add in military and a myriad of helicopter traffic. Just mind boggling.
If you're wanting to peep through the side, for DOF & colour, take the bloody things OFF ? Simples.
No night did not play a role and if it did it was small
Shouldn't be doing training missions in civilian aviation areas.
Looks to me either chopper crew was screwing around or struggling for bearing in the time leading up to crash. UH-1 crew chief 67 Nov
Don't blame NVGs for the failings of woke DEI.
No it was incompetence
In resume: these googles are crap.
Stop wasting time on all this flashy stuff and focus on the CORE cause here. This was 1000% pilot error and pilot error by BOTH pilots and two huge choices they made that killed all these people. This was negligent flying and they deviated from the regulations. Night vision, ATC or ADSB ONLY played a role AFTER both pilots knowingly deviated from their east shore route boundaries to halfway across the river….and only after they choose to be at 300-ft then 350ft and then 400ft aka 200 ft above their VFR corridor altitude boundary. So, AFTER both pilots knowingly violated both the horizontal and vertical boundaries of their VFR corridor…THE CORE CUASE OF THE ENTIRE ACCIDENT….then you can consider all this tech stuff’s further impact, contribution or ineffectiveness.
Precision need for ACT and the black hawk pilot!!! Irresponsible pilot and ATC personnel.
Jesus,if you can't see a plane what's the chance of hitting your target in times of war.
Women ok driving to the shopping mall,leave the helicopters to us guys😂😉👍
why can't they treat/create the windshield to have anti-glare material or how regular eye glass lenses that you can get for your glasses that change light to dark according to your surroundings/transition lenses? just a thought. don't flame me, of course I don't know what I am talking about but just throwing out some wonderings.
There are 2 pilots. Flying into a densely populated area, one should wear no NVGs and take control when entering. The 2nd one can then remove them too. NVGs are clearly dangerous in densely populated areas, even more so with airfield approach trajectories just above your head. Just crazy.
aren't those blackhawks prone to accidents? Can you do a story on that please? Excellent channel!
Crashhawks is what they used to call them...
How'bout this, did third party control play a part?