Night vision glasses may have hindered the army’s helicopter before crash

The army glasses would make it difficult to see the colored lights of the plane, which may have helped Black Hawk to determine the direction of the plane. Ear -glass glasses also bordered the peripheral pilots while flying near Ronald Reagan Washington Airport.

The challenges he represents Night vision glasses It was among the topics discussed in The third and last day for NTSB One of the general testimony of the deadly atmosphere, which killed all 67 people on board the two planes.

Experts said another challenge in that evening is to distinguish the plane from the lights on the ground while the two planes were in a collision path. In addition, the helicopter pilots may not know where to search for a plane that was landing on a secondary runway that most aircraft did not use.

“Knowing the location of the eyesight,” said Stephen Kasner, an expert in the human factors that used to work at NASA.

two Previous days of certificate He emphasized a number of factors that are likely to contribute to the collision, which led to the raising of the Chairman of the Board of Directors Jennifer Humandi to urge the Federal Aviation Administration to “do better” because it indicated the warnings that the agency ignored years ago.

Some of the main issues that have emerged so far include a Black Hawk helicopter Flying above the prescribed levels Near the airport, as well as warnings that warn of the officials of the Angolan armed forces for years about the risks related to the heavy helicopter movement there.

It is too early for the council to determine exactly what caused the accident. A The final report from the Council It will not come until next year.

But it became clear this week how a mistake was a mistake in the presence of helicopters flying on the road, as Black Hawk took the night of the bloody plane in the country since November 2001.

Colonel Andrew told the NTSB army that “flights along the DC helicopter were considered relatively safe,” but some pilots in the twelfth battalion that flew alongside the crew that crashed, told the investigators that they had regularly talked about the possibility of a collision due to crowded and complex airspace.

The US Airways Airways arrived from Whitchta, Kansas, which carries, among others, A group of elite youth skiersTheir parents and their coach, and four of the Steamfitters Syndicate from Washington.

The first collision was in a A series of accidents and Near the errors This year, officials and audiences disturbed the traveler, despite statistics that still show that flying is still safe forms of transportation.

“Great frustration”

NTSB members scratched federal aviation officials during the Friday session, accusing them of saying the right things about safety in public places as they failed to cooperate separately. They said that the Angolan armed forces have repeatedly refused to provide the information requested by investigators.

“There is a great frustration between what is really happening” and “what is said for public consumption.”

Frank McCaintech, head of the Air traffic control organization at the Federal Aviation Administration (FAA), said that he will start work immediately to ensure that the agency is compatible with the investigation. McCaintech also admitted the problems of culture in the tower in the national Reagan, despite the previous efforts to improve compliance with safety standards.

“I think there are some things that we have missed, to be completely honest with you, not intentionally, but I was talking about how some facilities could be drifted.”

Home Mcintosh told her that she believes that agency leaders are honest about the desire to improve safety, but the solution should be more than just sending a message from top to bottom and actually listening to control units in this field.

Questions about the lack of alcohol test

Tim Lily, an aviation expert whose son Sam, a pilot in the passenger plane, said he was optimistic that the tragic accident will eventually lead to some positive changes.

“But we have a long way to cut it,” he told Associated Press.

Lily said he was particularly beaten by FAA’s lack of alcohol test for air traffic monitors after collapse.

Lily said: “They made a set of excuses why they didn’t do it.” “None of them was in effect. It is due to a complete system that was satisfied and was the normalization of deviation.”

Humandi said during the hearings on Thursday that alcohol test is more effective in two hours of the accident and could be given within eight hours.

Nick Fuller, deputy director of operations at the Federal Aviation Administration (FAA), witnessed that the control units were not tested because the agency did not immediately believe that the accident was fatal. Then FAA decided to abandon it because the optimum window for two hours has passed.

The control unit did not warn the plane

Federal Aviation Administration officials believed this week that the air traffic controller should have warned the passenger plane of the presence of an army helicopter.

The Black Hawk pilot’s controller asked to confirm that the plane is on the horizon because the alarm appeared in the tower around their proximity. The console from the window can see that the helicopter was very close, but the console did not alert aircraft.

In a version released this week, the unidentified control unit said in an interview after Karsh that it was not sure that it would have changed the result.

In addition, helicopter pilots have not fully heard the control unit instructions before collision. When the consolation unit told the helicopter “to pass behind” the plane, the crew did not hear this due to the pressure on the Black Hawk microphone key at that moment.

A layer after a layer of shortcomings “

Jeff Josetti, a former NTSB and FAA investigator, told AP that a group of factors produced this tragedy, such as “holes lining up in Swiss cheese.”

He said that any number of things, if they were different, could have prevented collision. It includes Black Hawks that contains more accurate square devices, as well as a major piece of specific equipment, known as ADS-B Out, operating or working. In turn, it could have witnessed the monitoring of the formed air traffic earlier.

Josetti said only a few feet could have made a difference.

“It shows you that an accident is not a result of one thing,” said Josetti. “This is not a result of a” experimental error “or” control unit employees. “This incident was caused by a layer after a shortcomer that accumulated at the right moment only.”

Former: FAA and the army shares blame

Mary Shevo, the former Inspector General of the United States Transport, told AP to the army and FAA seems to be heavily blaming the blame.

She said that black falcons can reach 100 feet and are still acceptable. The crew was flying an old model to maintain the height, while the helicopter pilot was “loose” and under the supervision of “loose”.

“He has individuals, God rests their souls, but he is also on the army,” said Shiafo. “I mean, they seem to have nothing to do with anything.”

Shevo also suffered a lack of air traffic monitors in maps of military aircraft on their display screens, forcing them to search for the window.

She said: “Thus, not everything was about the military helicopter operation at the level of commercial aviation standards … It is a terrible lack of interest in accuracy along the way.”

Shevo also made a mistake in the Federal Aviation Administration for not responding terribly to problems.

“I called the Federal Aviation Administration, Tombstone, because it will not change until after the death of people.” “Unfortunately, after 30 years, this seems to be the case.”