The air controller

The air traffic controller did not inform the crew of a commercial aircraft that the army helicopter was moving to the plane before a collision in Washington, Colombia district, 67 people were killed in January, Federal Aviation said on Thursday.

FAA’s first recognition of the possible mistake in the tower’s control tower Ronald Reagan National Airport Before the death collision took place on the second day of the council on the security of national vehicles that led to an emergency.

At the hearings, officials showed a large number of ups and landing at the airport, which, in addition to helicopter traffic, led to air traffic controllers that are experiencing security borders, the Washington Post reports.

Among the methods used at night, there were frequent use of helicopter crews to use their own opinions and skills to avoid other air traffic and the run -up strip 33, which is shorter and requires that aircraft arrive from the south to leave the usual flight road and travel further east.

Army helicopter, which crashed with a commercial plane in DC, flew over the height limit: NTSB

The air controller (AP)

The controller responsible for driving a black hack helicopter and American Airlines Jet Arriving from Vichita, Kansas, 10 minutes before the collision on the Potomak River, he made his way with 21 different planes, reports NTSB Chairman Jennifer Haudi.

The NTSB investigator told the controller – driving a helicopter and airliner at once – that he felt broken 15 minutes before the catastrophe, but he later fell and he felt more comfortable controlling the load.

During the hearings, FAA’s home officials pressed the sequence of communication with the arrival of the plane, which was guided by the PSA regional carrier, the Washington Post reports.

“Should a local controller report that the PSA crew finds out what a helicopter is there?” asked the home.

Nick Fuller, acting two rating in the FAA air traffic control department, replied so, adding that the controller had to say the crew of the airliner that the helicopter uses the visual ward and that “the goals are probably united.”

According to the Washington Post, the airport often saw almost 80 trips and arrival per hour, citing the FAA email released by NTSB.

Clark Elena, the head of the airport tower operations on the night of the accident, was asked Thursday if there was a tactic used by the controllers by jeopardizing security.

“They push the line,” Allen testified.

The controllers told the investigators that they did not feel pressure outside to keep up with the pace, but the FAA executives told how the American Airlines had a tough schedule that effectively increased traffic. The airline’s manager showed that he tried to make changes after visiting the tower.

A few minutes before the catastrophe, the controller searched for pilots ready to land on the runway 33 to remove the pressure on the main runway. One crew refused, and the American Airlines flight from Vichita initially hesitated before agreeing, reports the transcript this week, said the Washington Post. This sent them along a rounded route, which would lead them directly to the path of a black hawk, which used the route, which passed directly under the planting of the plane.

Officials said the heavy aviation traffic control tactics have a tower jargon, including “Squeeze Play”, which provides for the promotion of the planes through ups and landings with a minimum department.

“You can tax to be taxed, you know, you should constantly give, give, give or push, push, push, to effectively move traffic,” Allen testified.

NTSB launches a 3-day investigative listening in the deadly plane crash

NTSB Chairman Jennifer Homemade Pressed FAA officials about the aircraft’s arrival sequence. (AP)

“Being a large volume, a high complex airport with not much real estate, you should keep moving,” he added.

The pressure at the airport spread to a nearby air traffic management facility that breaks down aircraft to land, Brian Leman, the manager of this facility, showed on Thursday.

“We have a lot of non -standard tools that we use to bring a large number of planes daily … to make it work,” Leman said. “It is too much at some point.”

The aircraft approaching the airport from the south are mainly landed on the runway, up to 7200 feet long and able to place large airliners total at the airport. The run -up strip 33, which is only 5200 feet, crosses it at an angle. As a result, the 33 run -up strip is available to the controllers in the form of the auxiliary valve.

Following the incident on January 29, FAA reduced the speed of planes and said he would conduct an inspection. The agency said the current maximum arrival at the airport is 30 per hour.

Leman said he told investigators that American Airlines also found a way to avoid limiting the number of flights every hour, packed them in 30-minute blocks.

“No one will stop them,” Leman said. “So, I don’t know how much the American pulls … But it’s winking that people know what’s going on.”

Nyen Condi, a FAA traffic management officer in the Washington district, told investigators that the airline’s efforts Place your flights Only limited success was to ease pressure at the airport.

Eric Silverman, a US airlines manager, showed the carrier on Thursday that the carrier visited the tower when the journey bounced from the Covid-19 pandemic.

“We made changes where we could,” Silverman said.

Another traffic control tactic, which also contributed to the accident, was the controllers, based on the visual ward in which helicopters see and avoid airliners.

Following the incident on January 29, FAA reduced the speed of planes and said he would conduct an inspection. (AP)

“The visual ward was used daily between the helicopter operators and the commercial traffic, which is released and the landing in the DCA,” Allen said. “The visual ward was the main thing for the operation to work effectively by the amount and difficulty that has airspace.”

The controller checked the helicopter crew to confirm that they could see the plane when they approached, but they seemed confused in the message and did not see the airliner even a few minutes before they crashed into it.

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FAA imposed restrictions on the use of visual division after the collision.

Personnel According to the NTSB investigator Brian Sopper, the airport had a problem with an accident that said the latest FAA data shows that while there are 26 controllers intended for the tower, only 19 available for work.

“Every person with whom we talked to the quoted staff as an important problem,” said the Soop.