Failed to warn the air traffic controller aircraft before the DC crashed 67

The army helicopter failed to inform the commercial aircraft’s crew before the army helicopter moved towards the aircraft before the threat in Washington, DC, said the Federal Aviation Administration official on Thursday.

The first receipt of a possible error in the FAA’s control tower Ronald Reagan National Airport On the second day of the National Transport Security Board hearing, what caused the Midier crash before a deadly collision.

According to the Washington Post, in addition to heavy helicopter traffic, the officials officials testified at a hearing on the airport at a hearing on the airport.

Among the methods used for the night of the crash, helicopter employees were frequently used to allow themselves to use their own decisions and skills to avoid other air traffic, and the use of runway 33 33 is reduced and jets from south are required to leave the usual flight and travel to the next east.

Army helicopter crashed by a commercial aircraft in DC was flying more than the height limit: NTSB

The air traffic controller failed to inform the aircraft’s crew that the military helicopter was heading towards the aircraft before the collision in Washington, DC. (AP)

The controller responsible for the flights and guidance of black hawk helicopter American Airlines Jet According to NTSB President Jennifer Homelandy, arrival from Wichita in Canasas had communicated with 21 different planes 10 minutes before the Potomak River collided.

NTSB investigators – Helicopters and airliner traffic were managed simultaneously – that it was suppressed about 15 minutes before the accident, but after that traffic, it was somewhat more comfortable to manage the workload.

According to the Washington Post, Homandi pressure the FAA officials respectively, respectively, respectively.

“Should a local controller inform the PSA crew to have a helicopter there?” Homeland asked.

Nick Fuller, a number 2 acting number two in FAA’s Air Traffic Control Branch, replied that helicopter was using a visual partition and “the target is likely to merge.”

The Washington Post has often seen about 80 departure and an hour’s arrival at the airport, citing the FAA email published this week by NTSB.

The operation manager Clark Len Len in the airport tower on the night of the crash was asked on Thursday that the trick used by the controllers has threatened security?

“They are pushing lines,” Len Lan testified.

The controller told the investigators that they did not feel the outside pressure to accelerate, but the FAA managers described how the rigid schedule of American airlines was effectively boosting the traffic. The airline manager testified that after visiting the tower, he had tried to make a change.

A few minutes before the crash, the controller was looking for a pilot that was willing to land at 33 to reduce the pressure on the main runway. The Washington Post has stated that an employee rejected and the Pilots on the American Airlines aircraft from Wichita initially hesitated before agreeing, according to the Washington Post, the Washington Post. This sent them on a cyclical route that would bring them directly to the black hawk, which used to use the Rate route to the plane’s landing route.

Officers SAID said that the trick of managing heavy aircraft is the Tower Jargon, which includes planes with “squiz play”. Takeoff and Landing With minimal separation.

“हे एखाद्या व्यक्तीवर कर आकारू शकते, आपल्याला माहिती आहे, सतत रहदारी हलविण्यासाठी सतत देणे, देणे, देणे किंवा देणे, ढकलणे, ढकलणे,” len लन यांनी सांगितले.

NTSB launched a 3-day inquiry hearing on a fatal DC plane crash

NTSB Chairman Jennifer Homelande pressured FAA officials officials respectively of the arrival of the jet. (AP)

He said, “Since there is a high, high complex airport, we have to keep things move,” he added.

The pressure at the airport was extended to the nearest air traffic control facility, which manufactured aircraft to land for the plane, Brian Lehman, manager of the facility, testified on Thursday.

Lehman said, “We have many non -standard tools that we use to be able to bring a significant flight to the DCA… to work daily,” said Lehman. “At a certain stage, this is very high.”

The planes from the south to the airport are mainly on the runway, which is about 7,200 feet in length and capable of accommodating ordinary large airlines at the airport. Runway 33, which is just 5,200 feet long, crosses at an angle. The runway is available to the controller as a type of 33 relief valve.

After the incident on January 3, the FAA reduced the arrival of the aircraft and said it would review it. The agency said the maximum arrival at the airport is one hour 30.

Lehman told the investigators that the American Airlines was packed in a 30 -minute block and found a way to avoid the number of flights each hour.

“No one will stop them,” Lehman said. “So, I do not know how much it is pulled to the American … but it is a single eye -catching, people know what’s going on.”

Washington district’s FAA traffic management management Njuen Chandy told the investigation that an attempt to be airlines Wakes out of his flights Only success was limited to reduce the pressure at the airport.

American Airlines Manager Eric Silverman testified on Thursday that Carrier’s representatives visited the tower because Covid -1 (partner’s disease) was traveling across the country (or companion) all over the country.

“We made changes where possible,” said Silverman.

Another trick to manage traffic contributing to crash is to rely on visual separation by controllers, in which helicopters look and avoid airlines.

After the incident on January 3, the FAA reduced the arrival of the aircraft and said it would review it. (AP)

“Visual separation was used daily during commercial traffic departure and landing at the helicopter operator and DCA,” said Len Lan. “Visual separation was the most important for the operation of the operation efficiently for the volume and complexity of the airspace.”

The controller inspected the helicopter crew that they could see them as soon as they approach the jet, but they were confused about the message and did not even see the plane before they collapsed.

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After the collision, the FAA limited the use of visual separation.

Staffing NTSB’s unfathomable Brian Sopar said there was a problem with the airport from the crash, who said the latest FAA statistics have shown that there are 26 controllers appointed to the tower, while only 19 are available to work.

“Every person we talked to, quoted employees as a significant concern,” Sopar said.