Potomac Accident for OT Only

[Seahawk]

Once more with love and magenta:



The original thread is in PARF...use it if need be.

Best.

[Dixie]

Are we giving odds on when this one goes to PARF as well? Asking for a friend.

[rfuerst911sc]

Seahawk thanks for what you do . I just don't understand why folks can't keep comments in the proper lane .

[onewhippedpuppy]

I just want to know where the magenta goes!

[herr_oberst]

75 and 67.5 are typical for most CMYK print jobs: (Cyan, Magenta, Yellow and Black)

[jyl]

Edit.

Then you do it.

[SpyderMike]

I wish there was a single button to block everyone in PARF...or is there and I just haven't found it? I have been successful blocking most of them, but it took a while.

[wdfifteen]

Originally Posted by herr_oberst

75 and 67.5 are typical for most CMYK print jobs: (Cyan, Magenta, Yellow and Black)

Good one.

[wdfifteen]

Originally Posted by rfuerst911sc

Seahawk thanks for what you do . I just don't understand why folks can't keep comments in the proper lane .

Ditto. I cannot imagine spending time wading through all the stuff that gets posted here (and in PARF) and also having a life. Thanks Paul.

To answer your question. Sometimes I get up in a bad mood and, for the sake of my marriage, take it out on some borderline PARF comment here instead of my wife. Sending a thread to PARF may be embarrassing, but it’s cheaper than divorce.

[Arizona_928]

So, was the low survival rate due to crj being sliced up like ninja fruit or the water?

[Bob Kontak]

Originally Posted by Arizona_928

So, was the low survival rate due to crj being sliced up like ninja fruit or the water?

Maybe the explosion?

Friend told me the news said the initial impact was not survivable.

[greglepore]

The Blackhawk is almost as big a the CRJ. Huge impact given the masses and speeds, then a 400 ft fall into frigid water. Its not like the plane "flew" into the river-the impact broke it into several pieces in midair, then it fell. Imagine a 200-300 mph car crash, then you get dropped a couple hundred feet.

[cabmandone]

Originally Posted by onewhippedpuppy

I just want to know where the magenta goes!

Third cartridge to the right once you open the printer lid.

__________________________________________________ _______

On topic, a lot of stuff trickling out as the investigation continues. Hopefully they learn something from this and it never happens again.

[Seahawk]

Here is a good NVG overview. Excellent links on the right side. Cross post from the Land on the Other Side of the Sunset.

https://nightflightconcepts.com/nvg-for-pilots/

[Seahawk]

Another cross post: (You do anyone can do this, right, J?)

Originally Posted by Indescikov

There is no peripheral vision with standard aviation goggles. The field view is limited to about 90 degrees, I believe less. Why the need to be constantly rotating ones head to expand your enterpretation of what is around you. In addition, AGC (automatic gain control) will lower the amplification / intensity of the screens to brightest light in the field of view perhaps reducing lower lit detail to be undetectable.
In a NVIS cockpit, you look at the flight instruments unaided with your normal vision (by looking under the goggle tubes). NVG's are like a camera, adjusted to a single focal length (usually infinity) for viewing at a distance. You can not view close in objects without refocusing, thus why you view the flight deck instrumentation unaided.
Additionally because the screens on the NVGs are so bright while you looking into them, you have NO night vision until your pupils redialate. Very difficult to switch back and forth between aid vs. unaided. The flight deck instruments are set brighter then they would be for normal night flight.
A NVIS cockpit must be certified for NVIS flight but having compatiable lighting for NVGs. Aviation NVGs have specific wavelenghts that NOT amplified for this very reason, to avoid interferencd from the cockpit.
Really bright lights can completely bloom the entire FOV to unusability. Something as simple as a vehicle setting next to the touchdown point on a runway/LZ with its brake lights illuminated. Many PAPIs/VASI /visual glide path indicators are still incandescent bulbs, absolutely blocking ones view beyond that source. Some LED light sources can be an entirely different problem, virtually invisible to NVG amplication (blue led taxi way edge markings). Initially when LEDs came into use for obstacle/tower identification, they were incredibly bright to unaided vision but almost undetectable to NVGs. I have noticed that has changed.
Point is there are many pros and cons to NVIS flight. Requires training to enterpret how the goggles are depicting the view. Requires more recurrent training/ currency beyond any other flight currency requirement (6 approaches/6 months for IFR), with NVIS flight its is TWO calendar months to carry pax. The FARs were changed several years ago to reflect the constant currency requirements versus proficiency. Too many EMT helicopters were utilizing NVG with hazardous results. Obviously this has drastically improved but still very hazardous in a uncontrolled environment.

Originally Posted by Seahawk

Excellent post. I will add that I flew ANVIS 6 with an ELBIT HUD displayed on the NVG tube...airspeed, altitude and some attitude information.

[fintstone]

Originally Posted by SpyderMike

I wish there was a single button to block everyone in PARF...or is there and I just haven't found it? I have been successful blocking most of them, but it took a while.

I wish there was a button to block everyone that uses OT as cover to insult folks that also post in PARF. It is sad that some folks' beliefs and their egos are so fragile that they must attack those with different opinions.

[oldE]

Am I not correct in gathering from various sources that:
The airliner was where it was supposed to be?
The helicopter was on an approved course but approximately 150 feet above the approved ceiling for the route it was flying?
There was only one air traffic controller on duty in a shift that required two?
Those points, if true would seem to be the immediate cause of this heartwrenching disaster.
The FAA also claim they are behind in their hiring by some 3000 personnel. I can understand that. I sure as heck would not want the job.

Best
Les
.

[SpyderMike]

I find it hard to fathom that VFR traffic is allowed to cross a final approach path at 200 feet when vertical separation there would be below the typical minimum required. Hmmm

[Arizona_928]

^^ +1


I feel bad for the controller. He constantly asked if he saw the crj and kept getting lip service.

Not telling the crj to fly around will haunt him for a long time.

[SpyderMike]

Pretty good analysis I think:

https://www.youtube.com/watch?v=hfgllf1L9_4