It’s above…
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See above
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@Kyle_Be_Coogin just asking about this statement from Chris, as you’re the expert here. Is it possible for an altimeter or some other component to test perfectly on the ground, only to break during flight? And if possible, how likely would you say that is that it happens (in general, not this flight).
I’d change that to “they saw a CRJ plane”.
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Yes, that is possible… I don’t know the reliability numbers…
I was just a technician back then… engineers, squadron leaders, wtc would have insight into reliability data…
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That’s why I wanted to review the flight tracker data… but it’s not available even though you can normally look up historical data…
No, we don’t even know if full calibration testing is done on each and every instrument prior to flight. You think oil pressure and temperature gauges are calibration tested before each flight ?
Or is it a rudimentary test that just shows gauges responded to electrical stimulation.
Per Kyle’s input above it wasn’t clear if full instrument calibration checks are done before each flight on every sensor.
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No… altimeters are definitely checked prior to every flight… not sure about other subsystems as I focused on electronics…
They may not be calibrated but are checked to be within a range of error…
Now the other thing could be the huberus of a pilot to think they can fly with a broken altimeter…
There should be records of pre-flight checks… ln my role a higher ranking petty officer had to inspect any repaired altimeters as I walked through test procedures in a tech publication and then sign off on it…
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Do you think these helo’s are supermarket carts? They are extremely advanced flying machines with loads of computers in them. They are designed to not fail especially for our armed forces. They have advanced features that common Blackhawks do not have. An altimeter malfunction test is basic aeronautics pre flight inspection. An aircraft can’t take off if there is a shadow of a doubt if the altimeter is not responding properly.
My cousin has been a plane captain in the air force for 10+ years… let me ask him their pre-flight protocol…
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He said the raptor is a different animal… way more advanced technology
I did my the same with buddy from Marines Corps/United. He is flying but will get a response. He has flown helos. C130’s and now is a long distance United Captain.
Per AI, looks like in depth calibration check is done every 2 years. Pre flight, pilot should compare value to know altitude at ground level. So a simple rudimentary check is done.
Military aircraft altimeters are checked through a regular calibration process, usually performed by certified technicians at a maintenance facility, where the instrument is tested against a known reference pressure in a vacuum chamber to ensure its accuracy, often requiring a full disassembly and inspection every few years to maintain proper functionality; pilots also perform pre-flight checks by setting the altimeter to the local atmospheric pressure to verify its reading against known ground references.
Key points about altimeter checks on military aircraft:
- Calibration against a reference:
The primary method is to calibrate the altimeter in a vacuum chamber where precise pressure levels can be controlled, allowing for accurate measurement of the instrument’s performance against a known standard.
- Periodic maintenance:
Altimeters are typically sent for full inspection and recalibration at set intervals, usually every couple of years, depending on aircraft type and regulations.
- Pilot pre-flight checks:
Before each flight, pilots verify their altimeter accuracy by setting it to the local atmospheric pressure (QNH) and comparing their reading to known ground features like airports or terrain.
- Static system checks:
Maintenance personnel also check the static system, which provides the air pressure reading to the altimeter, to ensure it’s free of leaks or obstruction
The most likely scenario is they identified the wrong plane as the incoming one and never sighted the one they crashed into.
Its a very busy area. They wouldn’t be doing the training there if it weren’t for the fact that flyng out of DC for an emergency is a likely occurrence for any major disaster
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That’s depot level…at intermediate level we repair them if operational level finds an issue in their pre-flight checks or during flight… I guess chatgpt doesn’t know everything… lol
Hey, look… I hate that I have to question this stuff, too… but in my lifetime events have occurred that make you question events that occur out of the ordinary.
I’ve had to go in at 3am in the morning on Saturday night to repair avionics if they didn’t have a replacement unit in the supply room when I was on weekend duty…
You can’t design something to not fail. You can design it to have a lower risk of failure, sure.
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Not sure it’s that far out of ordinary. Day before another plane had to do a second landing attempt due to helicopter in the air.
A day before crash, a different jet landing at National had to ‘go-around’
On Tuesday night, just 24 hours before a deadly collision between a military helicopter and a regional jet over the Potomac River near Reagan National Airport, a different regional jet coming in for a landing at the airport alerted the air traffic control tower that it had to make a second approach.
The cockpit crew quickly reported the reason to the tower: A helicopter had appeared near the flight path.
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Sure… pilot huberus is next level… especially military pilots…
My cousin said this same helo had 2 close calls on the same day as the crash but I haven’t read that anywhere…
With respect to a broken altimeter… if they were out flying in these flight paths with faulty instruments then the Army should have some hefty civil settlements and potential criminal indictments on squadron leadership.
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The radar altimeters in helos are probably more prone to failure than GCAS used in fighter/assault jets…
Anyway… it’s B12 basketball time… when more info comes out I’ll circle back.