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Blackhawk / CRJ-700 Midair
- Thread starter Meyerkord
- Start date
Wow…the H-60 pilot only had 56 hours flight time the previous year!
GroundPounder
Well-Known Member
If I recall, she had been some sort of White House aide or similiar.
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White House social aide, it is a collateral duty for JO's stationed in the DC area and shouldn't impact their primary duties in a significant way. The onus for the lack of flight hours is on the Army, not her collateral duty.
Absolutely.
Yeah I had a buddy who did this while he was in DC. Said it was a couple hours a week, not overly taxing.
In my earlier comments with Red Blend, I was trying to illuminate the fact that maybe volunteering for collateral duties when you are unqualified in T/M/S and with so few flight hours, maybe trying to do everything in your control to study, sim, fly and get qualified should be your #1 priority. I was qualified in 4 T/M/S aircraft, 2 as an enlisted aircrewman, and 2 as an officer (NAO/NFO). There was NOTHING in my life that was more important than getting qualified - nothing. And yes, I understand that this is the ARMY's flight hour program fault, right @Flash ?
Yes, I realize there are LOTS of contributing factors in this mishap. If you have the opportunity, listen to the ICS comms between CPT Lobach and CWO2 Eaves just prior to the collision. The apathy is telling.
“Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
- Captain A.G. Lamplugh
OK, let the flame spray begin
Yes, I realize there are LOTS of contributing factors in this mishap. If you have the opportunity, listen to the ICS comms between CPT Lobach and CWO2 Eaves just prior to the collision. The apathy is telling.
“Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
- Captain A.G. Lamplugh
OK, let the flame spray begin
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In my earlier comments with Red Blend, I was trying to illuminate the fact that maybe volunteering for collateral duties when you are unqualified in T/M/S and with so few flight hours, maybe trying to do everything in your control to study, sim, fly and get qualified should be your #1 priority. I was qualified in 4 T/M/S aircraft, 2 as an enlisted aircrewman, and 2 as an officer (NAO/NFO). There was NOTHING in my life that was more important than getting qualified - nothing. And yes, I understand that this is the ARMY's flight hour program fault, right @Flash ?
Yes, I realize there are LOTS of contributing factors in this mishap. If you have the opportunity, listen to the ICS comms between CPT Lobach and CWO2 Eaves just prior to the collision. The apathy is telling.
“Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
- Captain A.G. Lamplugh
OK, let the flame spray begin
Unfortunately it seems the Army treats technical proficiency and tactical competency expectations for RLO pilots about the same as or worse than the Navy does for SWOs. It’s not uncommon for a RLO to have 500- <1000hrs at the end of a 20 year career.
Several conflicting comments concerning ADS-B, or if not conflicting, then not supporting ADS-B use.
This one in particular almost creates a case against mandatory ADS-B if in radar contact.
Pretty sloppy of the NTSB in my opinion.
"The lack of Automatic Dependent Surveillance–Broadcast (ADS-B) Out from the accident helicopter did not contribute to this accident, as the helicopter was still being tracked by radar"
This one in particular almost creates a case against mandatory ADS-B if in radar contact.
Pretty sloppy of the NTSB in my opinion.
"The lack of Automatic Dependent Surveillance–Broadcast (ADS-B) Out from the accident helicopter did not contribute to this accident, as the helicopter was still being tracked by radar"
I’m over at Davison AAF quite a bit, the scuttle but about this aviator, and this mishap, is sad. I think the Army, and her command failed her completely.
Concur. A surprisingly bad take by the NTSB.
The accident CRJ-700 apparently did not have ADS-B in capability (CRJ700 is Out only), so I think I see how the NTSB got there. That being said, I still think ADS-B Out should be mandatory for ALL aircraft in that location, with ADS-B In strongly recommended.
I'd also argue that ADS-B in should be mandatory for airliners, but that's probably a non-starter.
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Why do you say that? I'm asking because I'm not following, not because I disagree. I've only made it through a small portion of the report, so I no doubt am missing something.