Posts about: "CRJ" [Posts: 363 Page: 19 of 19]¶

NTSB:
It is true that if the -only- change was using ADS-B Out on the helicopter, this accident would still have happened.

The CRJ was equipped with TCAS, which may or may not have been applicable at this low altitude as it is suppressed at 400 ft. The preliminary report does not indicate the helicopter having a TCAS or having an operating one. It did have the ability to produce ADS-B Out. Neither aircraft is reported to have had ADS-B In.

Since many operators seem to loath spending money on ADS-B In, the recommendation from the NTSB was to (1) stop simultaneous flight path use and (2) go elsewhere when the approaches were in use. The FAA agreed.

Per https://data.ntsb.gov/carol-main-pub...tails/A-25-001 the FAA did what was recommended about simultaneous use.
Per https://data.ntsb.gov/carol-main-pub...tails/A-25-002 the FAA made a satisfactory response concerning planning the alternate route(s)

This legislation is the exact opposite of that recommendation.

No doubt the anger isn't just that the NTSB has yet again been ignored, it's that the FAA agreements to safety measures are targeted for destruction in a way that recreates the circumstance of the tragic event.

I said at first, on seeing this collision a few hours after the event, that I felt rage that so many safety measures are available and yet none of them was actually used.

This section, 373, is what I consider an intentional sabotage of the safe operations around DCA.

The FAA literally had advertising videos showing the use of ADS-B In on helicopters for this exact purpose, to give situational awareness to the pilots long before there would be a need to deconflict with other traffic (see end) . No sudden swerves as TCAS attempts to make a last moment save of a terrible situation. TCAS alone cannot be the solution as TCAS gets shut off to avoid nuisance complaints about the terrain the plane is intentionally going to run into or other proximate planes waiting for takeoff.

ADS-B In is for noting where everyone else is in the neighborhood of the aircraft. Had the helicopter been equipped with ADS-B In they would have known the speed and direction of the CRJ and seen it was on a collision course.

As usual it appears there is no name attached nor meeting notes about who submitted what became Section 373. There is certainly no justification paper that will see the light of day.

If those exist, please, someone, prove me wrong.


duplicate:

I cannot find it on YouTube.

An actual user who avoided a mid-air using ADS-B In (Trent Palmer, if anyone wants to avoid him; not everyone is liked):

This has an interesting assertion that because the CRJ has ADS-B Out, the knee-mounted tablets of the helo pilots would have shown its position (meaning they had ADS-B In enabled?), but the helo pilots are trained to keep their eyes outside the cockpit near DCA because it is congested. Could the technology have alerted the helo pilots to the risk?

that recreation is incredible, kudos to NTSB

I don\x92t know why they chose to create it from the IP\x92s (RHS)\x92s point of view though, the PF was LHS and arguably had a better view of the CRJ the entire time

IP seemed like he had his hands full with the RT (they were blocked a few times) and monitoring the PF\x92s flying (she busted the altitude constraint multiple times)

definitely an absurd environment and accident waiting to happen (plenty of near misses have been reported subsequently in the same airspace). Americans have all the gear and money but somehow their cowboy side comes out all too often and aviation seems to be one of the biggest candidates. They are lucky they didn\x92t have the obnoxious clown JFK Steve screaming in their ears