My question is more basic. Why are you doing military training in the flight path of passenger aircraft?
Maybe one can get a list of the airports where this is done. I sure as Hell don’t want to fly into those airports…crash or not.
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"“Neither pilot made a comment discussing an altitude discrepancy,” Homendy said at the briefing. “At this time, we don’t know why there was a discrepancy between the two.”
The last radio altitude recorded for the regional jet was 313 feet, two seconds before the collision, according to Homendy.
One second before impact, the regional jet began to increase its pitch, or the up and down movement of a plane’s nose, reaching about nine degrees nose up at the time of collision, Homendy said, explaining the pilots on the regional jet saw something was about to happen before the collision. There was no any indication, however, the Black Hawk crew saw the possibility of a collision unfolding in front of them."
That is what my pilot buddy takes from this piece. This is still too early to determine.
I don’t know… it says the altimeter reported 278 feet but they were supposed to be no higher than 200…
So, the altimeter told them they were too high… which they were.
I just don’t understand how they never saw the plane…
The NTSB also believes the helicopter crew was “likely” wearing night vision goggles while performing a check ride, or a practical exam. The Army does three types of check rides: instrument, annual and night vision goggles. This ride was a combined annual and night vision goggle check ride.
The night vision goggles could have further complicated the situation, requiring the crew to constantly be scanning left and right to get peripheral vision, Goelz said. They can also cause confusion in a crowded airspace within an urban area where there is a lot of lighting.
That’s one possibility…
Barometric altitude, which is typically the altitude the pilots would reference while they are flying, was not recorded on the flight data recorder. Normally, investigators would be able to use pressure altitude to compute the barometric altitude displayed to the pilots. Because the pressure altitude parameter is invalid, they have to use other methods to make that determination, NTSB officials said.
The new data indicate the pilot and her instructor read out two different altitudes shortly before the crash, National Transportation Safety Board chair Jennifer Homendy told reporters at a briefing Friday.
That altimeter uses a radio beam to show the helicopter’s altitude above ground level, but it may not have been what the pilots of the helicopter were referencing at the time of the crash, Homendy noted.
Sounds as if there are two altimeters involved here. One that relies on barometric
pressure and the other that uses a radio beam. I thought up until now there was only the barometric altimeter that could be wrong.
Should only be one… at least there was only one on the helos I repaired avionics for…
This is a radar altimeter and it has to be at the right pressure to work correctly.
It works by sending a radar signal to the ground and then calculates height by using the time it takes for the signal to return…
WOW! 
Good explanation on the DC crash
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Interesting.
Two small planes crashed into each today in a mid air collision in AZ.
But there is no conflict of interest. Elon has been pushing to cancel Verizon’s FAA contract. Why?
FAA begins testing Musk-owned Starlink, raising conflict of interest concerns | AP News
Equipment from Musk’s Starlink has been installed in Federal Aviation Administration facilities as a prelude to a takeover of a $2 billion contract held by Verizon, according to government employees, contractors and people familiar with the work.
“There’s very limited transparency,” said Jessica Tillipman, a contracting law expert at George Washington University. Referring to Musk, she said: “Without that transparency, we have no idea how much non-public information he has access to or what role he’s playing in what contracts are being awarded.”
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