Plane Crash

[kscarbel2]

In the video, it appears that the alleged Army Sikorsky UH-60 Blackhawk helicopter rammed into the back of the American Airlines aircraft that was on final approach into Reagan National.(AA 5342 from Wichita, a PSA-operated CRJ700).

https://www.dailymail.co.uk/news/article-14340645/Plane-crashes-Reagan-National-Airport-Washington.html

https://www.dailymail.co.uk/news/article-14341493/How-disaster-Potomac-unfolded-Washington-American-Airlines-helicopter-crash.html

[Joseph Cummings]

Oh, God that sounds bad. Those poor people

[kscarbel2]

https://www.dailymail.co.uk/news/article-14341705/conspiracy-theorists-black-hawk-chopper-crash-american-airlines-jet-deliberate.html

[tjc transport]

Something does not smell kosher with this. Chopper  pilot acknowledged visual on plane, and still slammed into it at full speed?

I wonder who was on that plane that needed eliminating?

[kscarbel2]

All the headlines say the jet collided with the helicopter, when the video from Kennedy Center appears to shows otherwise. The WH chimed in early on which I found odd. It was as if the WH was already knowing of a developing situation before the actual collision happened. And the convenient maps............

Perfect weather. Clear night. The CRJ700's upper and lower red strobe lights were visible from a great distance. And the CRJ was asked to land on 33 at the last minute.

[Joseph Cummings]

Yeah, who the hell flies a helicopter right across the flight pattern of a major airport, or any airport. The AA flight was on final, that's the last place you want to interfere with

[kscarbel2]

 

[tjc transport]

I am calling bull schivic on that video.

 at 5:30 am it was reported that the chopper pilot acknowledged visual on the jet.

 

[Joseph Cummings]

"""

14 CFR § 91.113 - Right-of-way rules: Except water operations.

• CFR

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§ 91.113 Right-of-way rules: Except water operations.

Link to an amendment published at 89 FR 92485, Nov. 21, 2024.

(a) Inapplicability. This section does not apply to the operation of an aircraft on water.

(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.

(c) In distress. An aircraft in distress has the right-of-way over all other air traffic.

(d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories—

(1) A balloon has the right-of-way over any other category of aircraft;

(2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.

(3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.

However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft.

(e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.

(f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.

(g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.

[Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-282, 69 FR 44880, July 27, 2004]"""""

[Geoff Weeks]

I have yet to see a credible source saying that the helicopter acknowledged, but haven't read everything.  I'm waiting for VDR and FDC from both before making any cause predictions. 

[Joseph Cummings]

Even a primary student pilot is taught this from like the beginning. They spend like half their time flying the pattern and doing takeoffs and landings. A big airport like that, everyone knows the pattern and what altitude you should be, at every point. A big airport like that there is no guesswork on landing, even back in the day you had a lighted visual glide slope to follow called a "VASI"

 

An approach slope is the path that an aircraft follows on its final approach to land on a runway. It is ideally a gentle downward slope. A commonly used approach slope is 3° from the horizontal. However, some airports have a steeper approach slope because of topography, buildings, or other considerations. London City Airport, for example, has a 5.5° approach slope; only aircraft that can maintain such an approach slope are allowed to use the airport.^[4] In the United Kingdom, any approach of 4.5° or greater is defined as steep and requires special approval.^[5] Steeper approaches require a longer laYnding distance, which reduces runway throughput at busy airports, and requires longer taxi distances. Airports such as Heathrow and London Luton are trialling slightly steeper approaches (3.2°) to reduce noise, by keeping the aircraft higher for longer and reducing engine power required during descent.^[6][7]

United States TERPS (Terminal Instrument Procedures) specifies maximum glidepath angles/vertical descent angles for each aircraft approach category.^[8]