PSA CRJ-700 AA midair collision

woodreau said:
The CVR/FDR is a single combined unit in this helo according to the NTSB briefing versus the 2 separate boxes in civilian aircraft.

They said they have high confidence that they can successfully extract both from the the recorder.

Now if the crew turned off the voice recorder, that some people mentioned is possible in this thread …
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We’ve pulled data from aircraft that went down in fireballs in mountain terrain and it worked.

Army Safety center has specific data host mechanics that require they do the black box download despite whatever idiots think that it’s a conspiracy. It had to do with reading the IVHums data and other things our aircraft are specifically tracking and feeding that into a computer designed to reconstruct the flight. The only Army influence on those by the safety center is when we make training videos of this for crew coordination they use voice over of actors to prevent somebody from being in a unit listening to their best friend from flight school screaming before their death.


As to the crew hours postulated by others, everything about those hour counts are normal in the current Army aggregate. They used to be normal long ago as well we simply inflated the last couple decades with 1000 hour deployment events regularly occurring. Now that those aren’t, this is normal. Likewise we have repeatedly pushed back at Novosel to increase the base level aviator product they produce, money isn’t there. You guys want better hours and more competent aviators, pay more taxes.

What is far more dangerous a trend than total time (which is a • figure for actual quantification of airmanship) is recency. We have crews routinely going reset to reset and not making minimums. That is across the force. It is not getting better. We eroded a huge chunk of the middle of our force and hollowed out with bad ideas like Aviation restructure along with quality of life issues like rotational deployments to Europe/Korea that led to people leaving. All those guys and gals you meet at RTP…. They are there for a reason.


I’d love to stay up in this conversation but I’m ridiculously busy at the moment and no it’s not flying…


Sent from my iPhone using Tapatalk
 
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“A key lesson from the 2013 SFO crash could have prevented the tragedy in Washington
By Shem Malmquist, Roger Rapoport
…
Although the Washington crash may look different than the July 6, 2013, crash of Asiana Flight 214 at San Francisco International Airport — which killed three people — similar underlying factors led to both. These tragedies shared the unrelenting demand for our understaffed air traffic system to move more and more aircraft.

This is particularly true for our nation’s capital, where political officials commuting nonstop into Reagan National Airport create additional pressure on the Federal Aviation Administration. There is a big push on controllers to reduce delays, especially at the airport named after the president who fired 11,359 of them on Aug. 5, 1981…”

 
Minuteman said:
“A key lesson from the 2013 SFO crash could have prevented the tragedy in Washington
By Shem Malmquist, Roger Rapoport
…
Although the Washington crash may look different than the July 6, 2013, crash of Asiana Flight 214 at San Francisco International Airport — which killed three people — similar underlying factors led to both. These tragedies shared the unrelenting demand for our understaffed air traffic system to move more and more aircraft.

This is particularly true for our nation’s capital, where political officials commuting nonstop into Reagan National Airport create additional pressure on the Federal Aviation Administration. There is a big push on controllers to reduce delays, especially at the airport named after the president who fired 11,359 of them on Aug. 5, 1981…”

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Meh.

SFO was a clear and a million. They effed up their automation.

It's not really just a visual approach. It's calling the traffic in sight, which then becomes your responsibility. Planes have been flying ILS 1, circle to 33 safely for years. That helicopter corridor at or below 200 ft, while planes are landing 33, is insane.
 
Minuteman said:
“A key lesson from the 2013 SFO crash could have prevented the tragedy in Washington
By Shem Malmquist, Roger Rapoport
…
Although the Washington crash may look different than the July 6, 2013, crash of Asiana Flight 214 at San Francisco International Airport — which killed three people — similar underlying factors led to both. These tragedies shared the unrelenting demand for our understaffed air traffic system to move more and more aircraft.

This is particularly true for our nation’s capital, where political officials commuting nonstop into Reagan National Airport create additional pressure on the Federal Aviation Administration. There is a big push on controllers to reduce delays, especially at the airport named after the president who fired 11,359 of them on Aug. 5, 1981…”

Click to expand...
I dont see any relation at all to these two accidents.
 
arkavgal said:
Would the reverse be true, with the pilot shadowing the controller providing benefit?
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When I was a 17 year old newb pilot I had a guy from the flight school that worked ATC (was getting his CFI from the same instructor) invite me for a tour of approach control. He invited a couple of us. It was very interesting and gave an additional perspective which is always a helpful thing.
 
jtrain609 said:
Not in the fact that there was a midair, but SFO's use of visuals, formation approaches, and side steps on a regular basis. DCA has the same constraint problems, and if DCA tower hadn't asked for a circle to 33 this accident wouldn't have happened.
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True, but if those procedures didn’t work, SFO and DCA would be 4-5 hr GDPs.
 
jtrain609 said:
Not in the fact that there was a midair, but SFO's use of visuals, formation approaches, and side steps on a regular basis. DCA has the same constraint problems, and if DCA tower hadn't asked for a circle to 33 this accident wouldn't have happened.
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I think its a real stretch honestly. And to somehow tie what Asiana did to ATC staffing is an even further stretch.
 
If you can't fly a visual approach successfully, you shouldn't be a pilot in command.

Safety net? Sure. But ultimately "put the airplane on the runway" is a core pilot function. We shouldn't have pilots in a passenger-carrying operation who aren't allowed to / aren't capable of flying visual approaches.

Yes, mode confusion in Asiana 214 was the primary issue, and yes, SFO packs in a lot of traffic, but there's a lower limit to "basic pilot stuff."
 
🦈💜 said:
If you can't fly a visual approach successfully, you shouldn't be a pilot in command.

Safety net? Sure. But ultimately "put the airplane on the runway" is a core pilot function. We shouldn't have pilots in a passenger-carrying operation who aren't allowed to / aren't capable of flying visual approaches.

Yes, mode confusion in Asiana 214 was the primary issue, and yes, SFO packs in a lot of traffic, but there's a lower limit to "basic pilot stuff."
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I’m average on a good day and have somehow cleared the sea wall for an entire year
 
Cherokee_Cruiser said:
A Delta A350 pilot’s opinion. @derg you slacking



www.businessinsider.com

I'm a pilot who's flown into DC's Reagan Airport for decades. Taking off and landing there can be extremely tough — here's what I think went wrong.

Retired Delta pilot Mark Stephens says there are two airports on the East Coast that he considers particularly dangerous: LaGuardia and Reagan.
www.businessinsider.com www.businessinsider.com
Click to expand...

I’ve been on Japanese television, a Japanese radio, a commercial, a Spanish/French Skyteam commercial, the film “The Steepest Climb”, a bevvy of various media advertisements and filming my third featured video for SouthernJets this month.

I think I’m OK in the over-exposure department.
 
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