sherpa

I'd be all over it. Should have been done years ago. Still DEI in the existing FAA is a serious issue. I used to play in an adult basketball league in suburban Chicago with a number of controllers, and they never stopped complaining about it.

Not sure your point here. I am old enough to have flown fighters from carriers, with over 300 carrier landings, graduated from Top Gun as an adversary instructor, fought against every US fighter and many foreign ones, did 30+ years as an airline pilot, serving as an international check captain on the 757/767 and doing my last five on the 777. Does this somehow make me ineligible to have a view?

What does that have to do with anything?

Ya. So? Not sure what point you're are trying to make here, and I am familiar with both situations. Completely unrelated. She caused the compressor stall, then selected burner on the other engine, further exacerbating the roll problem. Thank goodness the RIO got out in time.

She caused the compressor stall by jamming rudder in while trying to correct for a poor alignment to the carrier's final bearing. She had done this before, was known for it, and should have been removed from this situation, and would have been if not for her gender. Snort left a control lock in place. It would have taken you ten seconds to find that, so I'm suspicious you have another motive. You certainly didn't need me to answer that.

Not sure what this means. No surprise.

Do tell.

The point is that it didn't happen to a white male. It happened to a female who had demonstrated the same problem before, and there is a record of it. She was in that position because she was a female and the Navy was intent on getting her through to be the first service to do so. This desire cost her her life, and a 50 million dollar airplane.

I have no idea what this post means, or is intended to mean.\

It is impossible to answer that question. There is no accident that is directly related to DEI practices, because controllers don't control aircraft. I have pointed out two situations that resulted in death from this practice. One was the F-14 crash killing Karen Hultgreen, who was put in that position, incompetent as she was, because she was a woman. The other was not named but I am extremely familiar with because I flew as his lead the sortie his death, and he was a black man who should have never been in that position, based on his training performance. By the way, a truly great guy, just not capable. Back to the subject, the FAA hiring and promotion practices have grossly impacted the industry, but killing people isn't something in their purview. Ultimately, they don't have the stick.

I'll take this one. The standard should never be whether the policy causes a plane crash. Pilots can mitigate controller errors, as they have controls and windows, and are ultimately responsible for manipulating an airplane of helo. Controllers are advisory, as are traffic signals in the auto world. The point is that the FAA is an organization that grossly reduces efficiency, and some of that is because of the hiring and promotion policy intact. Everybody knows it. The lack of killing people is not the standard.

Very good. I opine that although politically aimed people will disagree with this, those of us that are familiar with the system, including the people directly hired into it, will totally agree. The FAA has become a social experiment. Still functional, but undeniably driven, in recruitment and promotion, by DEI and quotas.

I can't believe this guy showed up again. Background. I think Trump's comments were stupid and unnecessary, and certainly not germane to this accident. But.........I am well aware of this Les Abend guy. He wrote for years for "Flying Magazine," and did so as an airline pilot writing for small airplane people as a civilian background guy who simply lived the title. Most airline guys don't. He is one of those guys that probably has "Captain" prior to his name on his checks. Just a goof. I know all about him. He was junior to me at the same airline and same base, same airplane, the 777. CNN used him routinely as an "expert" after Malaysia 370 was lost. He would be on there nightly, offering his views. It was embarrassing to us. He was a civilian background guy who stated nonsense about his views on military night formation flying, which were preposterous. He stated things about the ACARS system, which is a data link reporting system that would have easily solved this if Malaysia had paid for it. The problem was that he was completely wrong, to the point that on our union website, the check captain that certified me as a 777 captain exposed him as an idiot and told him to stop, or at least shut up. Loves the camera. Probably wants his first name changed to "captain." Trump says really stupid stuff, but this guy is a total goof. Probably one of those guys that wore his uniform on a trip to the local convenience store. I would take a bet that on his gravestone he is going to have "Captain" inscribed before his name. Makes the rest of us cringe.

You are killing it today. Two years ago, and last year as well, flight schedules had to be curtailed in the NY area because the FAA could not properly staff to support it. Yet, tons of money spent on idiotic renaming of programs to eliminate gender pronouns. The FAA's NOTAM system completely broke down, resulting in a nationwide shutdown under this clown's watch, with no consequences, yet he bragged on and on about fining Southwest for a computer issue that shut them down for a few hours. The man is a disgraceful failure; a smug punk despised by the people he was in charge of, and his bizarre claim yesterday about his performance is only able to be believed by idiots who know noting about his.

Just incredibly stupid.

Good find. I saw it and couldn't believe it. Insanity. Buttigieg madness, among many other fronts.

While their hiring practices are not related this tragedy, it is completely known throughout the FAA and the airline industry that the FAA has a serious issue with their quota system of hiring and promotion. Their own employees talk about it constantly, and it a serious morale issue. During the last four years, it has become more and more an issue, as they have tried to expand it into pilot licensing. I saw a video last year where about five senior FAA folks were pushing some stupid :ramp to cockpit" policy seemingly aimed at getting ramp workers to get their pilots license. Completely crazy, but along with spending lots of time, money and manpower on de-genderizing language, this is what they were up to. Everybody knows all about it.

Late addition. I had never heard of this committee so I looked up it's charter, member and policies. It did not report to the FAA, as suggested by another poster above. It was a security group formed after the Pan Am explosion over Lockerbie in 1988. It met four times per year, and advised the TSA. Again, nothing to do with the FAA, and absolutely nothing to do with this midair.

For those not familiar with this industry, this is quite misleading. There are scores of safety groups in both the industry and the FAA, and constant contact between them. Lots of them.

Yes he did, but it is not clear who the helo may have been looking at. He obvious never saw the Eagle flight. I don't know the clearance parameters the helo was given, but it might have been wise to tell him to remain clear of the rwy 33 final approach path, no matter what his altitude restrictions were. I have heard that directive issued to many helos operating at very low altitudes.

There are specific mission requirements that involve currency, not total hours. As I pointed out, you could have hundreds of carrier landings in your logbook, but if you haven't done so, and day is different than night, in a certain time, you are not qualified. Still, the point is that no matter what each flight was doing, they should have been separated, as there is no surprise in this.

Could be as you state. But, being an ex military pilot, we operated with exclusions that were not applicable to civilian pilots. As an example, the speed limit is 250 knots below 10,000'. We had an exemption that allowed us to operate at 350 knots, because that was the speed we needed to relight the engine if it failed. My suggestion is what I have stated for years in the airline industry, having exposure to both. This nonsense of operating a helo taxi capability for pols is ridiculously foolish and expensive. There is simply no justifiable reason for an Army helo squadron operating with night vision goggles around Reagan National. None. I have never flown with night vision goggles, but I have operated, extensively, with FLIR, which is forward looking infra-red, including weapons delivery, and it is really different, and has no use in this environment.

There are specific mission requirements that involve currency, not total hours. As I pointed out, you could have hundreds of carrier landings in your logbook, but if you haven't done so, and day is different than night, in a certain time, you are not qualified.

Not quite. There are built in redundancies, and ultimately, in that airspace, it is the controller's responsibility to see that and ensure separation. That is all they are responsible for, in this case, a very small amount of low altitude airspace.

I get it and apologize for being unclear. You opined that they were "doing night flights all the time," and questioned that if so, why they might need this currency requirement. I stated that those requirements are per individual. A squadron may do things all the time, but there may be a need to get a person a certain sortie to satisfy their individual requirement. Happens all the time. The issue, in my view, will come down to this, and I have no doubt that I will regret this. The transportation of political figures via helicopter in this congested airspace is idiotic, unnecessary and ridiculously expensive. That may well be what this is ultimately about, as there is no military defense benefit to operating a helicopter unit in that area. It is pointless and intrusive, and the capability isn't worth it.