Experts informed the National Transportation Safety Board on Friday that the pilot of a U.S. Army helicopter, which collided with a Washington Airlines passenger jet in January, struggled to see the plane while using Night Vision goggles.
These Army goggles particularly limited the pilot’s ability to spot aircraft colored lights. Additionally, they restricted the pilot’s peripheral vision while flying close to Ronald Reagan Washington National Airport.
This issue with Night-Vision Goggles was one of several discussed during the NTSB’s public testimony regarding the tragic incident that resulted in the deaths of all 67 individuals aboard both aircraft.
Experts noted that another complication that night was distinguishing the plane’s lights from ground lights as the two aircraft approached each other.
Moreover, helicopter pilots might not have been aware of where to look for planes landing on less frequently used secondary runways.
“I know where to look. That’s the key,” remarked Stephen Kassner, a human factors specialist with NASA experience.
Previous testimony had already pointed to various contributing factors to the accident. Chair Jennifer Homendy emphasized that the Federal Aviation Administration had been warned about these issues in the past but hadn’t taken adequate action.
Significant problems identified include FAA officials ignoring warnings over the dangers posed by Black Hawk helicopters above safe altitude levels near the airport, along with the high volume of helicopter traffic in the area.
It’s still too soon for the board to definitively determine the crash’s cause, with the final report expected next year.
This week revealed how small errors in piloting along the Black Hawk’s route contributed to the deadliest aviation accident in the U.S. since November 2001.
The American Airlines flight, coming from Wichita, Kansas, carried young elite figure skaters along with parents and coaches, as well as four Union Steam Fitters from the Washington area.
This crash is among several incidents and near misses this year, raising concerns among both authorities and travelers, despite statistics indicating air travel remains the safest mode of transportation.
“Great frustration”
NTSB members expressed frustration at the FAA during Friday’s hearing, claiming that while FAA officials spoke well of public safety, they were less than cooperative. They noted that the FAA consistently withheld information requested by investigators.
Board member Todd Inman pointed out, “There’s a major gap between what is communicated publicly and what is actually happening.”
Frank McIntosh, FAA’s head of air traffic control, said he plans to work on eliminating these barriers. He also acknowledged cultural issues at Reagan National Tower despite previous efforts to ensure compliance with safety standards.
“I think some things slipped through the cracks—not intentionally—but, to be honest, we were discussing how certain facilities could operate,” he stated.
Concerns over lack of alcohol testing
Tim Lilly, an aviation expert whose son is a pilot, expressed optimism that this tragic event might eventually lead to positive changes, though he acknowledged there’s still a long way to go.
He was particularly disturbed by the FAA’s lack of alcohol testing for air traffic controllers following the crash.
“And they offered several excuses for not doing it,” Lilly said. “None were valid. It reflects a system where we’re normalizing deviance through complacency.”
Homendy indicated at a previous hearing that testing for alcohol is most effective within two hours of a crash and can be done up to eight hours afterward.
Nick Fuller, FAA’s acting vice director for operations, mentioned that the controller wasn’t tested as the agency initially didn’t view the crash as fatal. Consequently, when the optimal two-hour window passed, they decided not to proceed with testing.
The controller did not warn the jet
This week, FAA officials admitted that air traffic controllers should have alerted the passenger jet about the proximity of the Army helicopter.
The controller had instructed the Black Hawk pilot to ensure the plane could be seen since the alarm was near the tower, but the controller failed to notify the jet when the helicopter was confirmed to be too close.
In a transcript released recently, the unidentified controller stated in an interview post-incident that he wasn’t sure if a warning would have changed the outcome.
Furthermore, the helicopter pilots didn’t fully hear the controller’s instructions before the crash. The controller told them to “pass behind” the jet, but at that moment, the Black Hawk’s microphone was pressed, leading to a communication breakdown.
“Layers of defects”
Former NTSB and FAA investigator Jeff Gutzetti described this tragedy as a series of unfortunate events that lined up perfectly, comparing it to “holes lining up in Swiss cheese.”
He noted that issues included the Black Hawks needing a more precise altimeter and the requirement for critical equipment known as ADS-B out.
Additionally, air traffic control had likely seen indications of potential issues before the accident.
Gutzetti emphasized, “Just a few feet could have made a difference. The accident wasn’t the result of a single factor. It’s not down to mere ‘pilot error’ or ‘controller mistakes’; it was a combination of layered defects that coincided at a critical moment.”
Shared responsibilities
Former U.S. Transportation Bureau general Mary Schiavo pointed out that both the Army and the FAA share significant responsibilities in this incident.
She remarked that the Black Hawks’ altimeter could be off by as much as 100 feet, yet this was deemed acceptable. The crew was operating outdated models that had difficulty maintaining altitude, and the helicopter pilot’s flight was under “slow” supervision.
“It’s in the individuals involved—may they rest in peace—but it’s also in the Army,” Schiavo stated.
She lamented the lack of proper route maps for military helicopters on air traffic controller displays, which forced controllers to rely on visual observation.
“Everything regarding military helicopter operations didn’t uphold commercial aviation standards, which meant they weren’t paying adequate attention,” she added.
Schiavo also criticized the FAA for its inadequate response to these persistent issues. “Changes only seem to be made after tragedies occur. Sadly, it appears that this is the norm even after decades.”
