March 24, 2025, 18:56:00 GMT
permalink Post: 11853471
The vast majority of flights I was on (even when I was not an instructor) were correctly classified as training missions (the post maintenance check flights were not, and the combat missions were not). (I was a Navy pilot for 25 years. The Army follows a similar documentation scheme).
The word "Training" is utterly irrelevant.
This has been explained multiple times in this very thread. Please keep up.
The use of NVG's might or might not have been a contributing factor. (I am hoping that the NTSB can clarify).
To maintain proficiency and currency with a skill You Have To Use It.
Subjects
NTSB
Night Vision Goggles (NVG)
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May 14, 2025, 19:45:00 GMT
permalink Post: 11883995
A bit more detail on that (Source is Washington Post)
A hotline connecting air traffic controllers at Reagan National Airport and their counterparts at the Pentagon had been “inoperable” since March 2022, a Federal Aviation Administration official confirmed Wednesday.
The line is maintained by the Defense Department, and the aviation agency was not aware of the outage, Franklin McIntosh, the deputy head of air traffic control, testified at a Senate hearing Wednesday. Aviation officials learned of the issue after controllers at National, in Arlington, Virginia, had to order two flights to abandon landing attempts this month due to an Army helicopter heading to the Pentagon.
“We’re insisting on that line to be fixed before we resume any operations out of the Pentagon,” McIntosh said.
The incident this month raised fresh questions about coordination between the military and the FAA in the busy airspace around the airport.
McIntosh confirmed that after the incident, officials weighed whether to suspend an agreement that allows the military to fly in the Washington area without receiving clearance beforehand from the FAA. Before the FAA took that step, however, the Army unit in Virginia announced that it would once again suspend helicopter flights to the Pentagon while it carried out a review.
The Army did not immediately respond to questions about the hotline.
The line is maintained by the Defense Department, and the aviation agency was not aware of the outage, Franklin McIntosh, the deputy head of air traffic control, testified at a Senate hearing Wednesday. Aviation officials learned of the issue after controllers at National, in Arlington, Virginia, had to order two flights to abandon landing attempts this month due to an Army helicopter heading to the Pentagon.
“We’re insisting on that line to be fixed before we resume any operations out of the Pentagon,” McIntosh said.
The incident this month raised fresh questions about coordination between the military and the FAA in the busy airspace around the airport.
McIntosh confirmed that after the incident, officials weighed whether to suspend an agreement that allows the military to fly in the Washington area without receiving clearance beforehand from the FAA. Before the FAA took that step, however, the Army unit in Virginia announced that it would once again suspend helicopter flights to the Pentagon while it carried out a review.
The Army did not immediately respond to questions about the hotline.
Subjects
FAA
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July 31, 2025, 19:00:00 GMT
permalink Post: 11931499
(I need to see a bit more of the documentation on the difference between the hard altitude (200') that I was under the impression was on that route, as opposed to the "recommended altitude" statement made there...maybe it will make more sense to me then).
As to altimeter errors.
The UH-60L has a radalt.
Are you trying to tell me that the alleged acceptable error for a rad alt is 80'-130'?
I think not.
I doubt that the rules have changed that much since I was last flying a Blackhawk. (yes, it has been a while).
Will do a bit more reading, thanks.
Subjects
ATC
Blackhawk (H-60)
VFR
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July 31, 2025, 20:35:00 GMT
permalink Post: 11931531
(Same is true in the Seahawk).
As to your point on the cause of the accident, yes, they were not aware of the traffic coming into 33 (for reasons beaten to death already).
I'm going to offer a contributing cause that I think merits consideration: there was mention made early on of there being 1, not 2, tower controllers on duty at the time when apparently 2 is the normal number.
Had there been two, the helicopter might have been handled differently, but we'll never know.
Spoiler
Subjects
Blackhawk (H-60)
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August 01, 2025, 17:05:00 GMT
permalink Post: 11931943
Do you understand what translational lift is?
If they were flying at 100 kts (which is roughly what speed they seem to have been going) their static ports will work fine.
Subjects
Hover
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August 05, 2025, 13:13:00 GMT
permalink Post: 11933607
I don't agree (respectfully) that each and every Member State, even small States lacking an airline, have equal voice. In Assembly votes, yes, they do. But not in the Council, given its three levels of membership and the process by which States gain membership on Council. And, though I am not an ATC professional (as you know), my understanding is that in the Air Navigation Commission, there are States with the experience and credibility to understand evolving state-of-the-art, even though they may disagree on how to proceed with it. And not every Member State has that level of experience and credibility. It's impolitic perhaps to say this out loud but that does not negate its validity or truth.
(I am sure that you are aware of that, but some of our participants need to have that spelled out).
Subjects
ATC
FAA
NTSB
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August 07, 2025, 13:25:00 GMT
permalink Post: 11934647
Galaxy Flyer covered most of it.
I have also been involved with the other kind of investigation, which in the Navy we called te JAG Manual Investigation. I have also had the opportunity to review both kinds of reports and arrive at the Flag Officer recommendation / position / summary / endorsement when I was on a flag staff.
Spoiler
Note: the last time I did any of the above is a bit over 20 years ago, but I doubt much has changed other than the increases in pressure to 'say something' based on how the Information age has evolved. I must say that I am grateful that I no longer have that task on the list of things I may be required to do in the course of my job.
Subjects: None
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August 07, 2025, 16:13:00 GMT
permalink Post: 11934771
I suspect the JAG Manual investigation is similar to what the USAF calls an AIB, as the AIB reports are the result of a JAG process. It has to be JAG in the AF to produce any disciplinary or administrative actions. For example, an AIB can recommend a court martial or a flying evaluation board, which has an equivalent in the USN.
And yes, the JAG Manual Investigation can go into disciplinary and/or administrative actions.
For the Journos who may be reading this: to get access to the JAG Manual investigations (or what GF refers to as AIB), usually a FOIA request will suffice.
I expect that in this case the Army investigation process will follow similar procedures (I would assert that the core policy is DoD wide, but this is based on two decades old memory so a few things might have changed). That report will take some time to get completed with all of the required endorsements. This one may go up to the Chief of Staff of the Army, given the political factors involved.
Spoiler
Subjects: None
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October 21, 2025, 14:24:00 GMT
permalink Post: 11973690
In respect of the Army pilots' height keeping, how relevant might it be that the
FAA Airman Certfication Standards for helicopter instrument ratings
(
Also, as an aside the term "altitude" is typically used in aviation.
(Yes, I know that DH for a precision approach is "decision height"...and HAT is shown on approach plates (Height Above Touchdown).
Subjects
FAA
IFR
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October 22, 2025, 21:01:00 GMT
permalink Post: 11974590
Thank you for your reply. I will offer the view that you are overthinking this.
Subjects
CRJ
IFR
Traffic in Sight
VFR
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