Investigators with the National Transportation Safety Board (NTSB) have revealed that the U.S. Army Black Hawk helicopter involved in a deadly mid-air collision with an American Airlines passenger plane in January was flying above its permitted altitude, and its altitude instruments were giving inaccurate readings at the time of the crash.
The findings were made public during the first of three days of hearings in Washington, D.C., as the NTSB continues to investigate the tragic collision that occurred over Ronald Reagan National Airport, claiming the lives of all 67 people on board the commercial aircraft.
The hearings began with the release of video animation reconstructing the crash sequence, accompanied by audio and surveillance footage from the night of the accident. The animation showed that the Black Hawk helicopter was operating above the 200-foot (61-meter) altitude limit designated for helicopter corridors along the Potomac River.
Crucially, flight data indicated the helicopter was flying 80 to 100 feet (24 to 30 meters) higher than what its barometric altimeter was showing. This prompted NTSB engineers to conduct follow-up tests using three other helicopters from the same military unit over the same flight route. The tests uncovered similar discrepancies, highlighting systemic instrumentation inaccuracies.
Dan Cooper, a representative from Sikorsky, manufacturer of the Black Hawk, explained that the helicopter’s altimeter design dates back to the 1970s. Unlike newer aircraft, these older models lack air data computers, which provide more precise altitude measurements.
Chief Warrant Officer Kylene Lewis testified that such discrepancies between barometric and radar altimeters are not unusual at low altitudes and are generally not considered alarming. She stated that, below 500 feet, it is common practice to cross-check both instruments, adding that an altimeter variation within 70 feet is deemed acceptable by Army pre-flight standards.
However, NTSB Chairwoman Jennifer Homendy highlighted a major concern: published helicopter routes over Washington can bring aircraft within as little as 75 feet of each other during landing, leaving a perilously small margin for error.
Army officials acknowledged that the flight manual for the Black Hawk does not alert pilots to possible altimeter inaccuracies, despite them being documented previously. Investigators also revisited previously disclosed air traffic control audio, which captured the helicopter pilot notifying controllers that they had visual contact with the plane and would avoid it, seconds before the fatal impact.
The investigation further revealed that U.S. Army helicopters frequently flew over Washington with their ADS-B Out systems, equipment that transmits aircraft location to air traffic control, switched off. Moreover, the Federal Aviation Administration (FAA) had reportedly overlooked a troubling history of 85 near-miss incidents around Reagan National Airport in the years leading up to the crash.
In response to the growing alarm over aviation safety, Senator Ted Cruz introduced legislation this week that would require all military and civilian aircraft operating in shared airspace to be equipped with both ADS-B Out and ADS-B In systems. While ADS-B Out is already mandated for most aircraft, ADS-B In, which allows planes to receive location data from others—remains optional.
“There cannot be a double standard in aviation safety,” Cruz said. “We should not tolerate special exceptions for military training flights operating in congested airspace.”
The proposed bill would also revoke existing exemptions granted to Department of Defense aircraft, direct the FAA to reevaluate helicopter routes near commercial airports, and require the Army Inspector General to examine its aviation safety protocols.
Transportation Secretary Sean Duffy voiced support for the legislation, calling it “the right approach,” while criticizing the prior administration for lax oversight amid a growing list of near-miss incidents.
The hearings have also reignited concerns over the outdated and understaffed state of the nation’s air traffic control system. On the night of the January crash, a single controller was responsible for coordinating both commercial and military aircraft at the busy Reagan airport.
Secretary Duffy has since announced a multi-billion-dollar modernization plan aimed at upgrading the system, which still relies on outdated technologies, including floppy disks.
FAA Administrator Bryan Bedford acknowledged the difficult discussions ahead. “We’re going to have some very uncomfortable conversations over the next two and a half days,” he said. “But they need to be had in the clear light of day, for the safety of the traveling public.”
The NTSB has pledged transparency throughout the process and will release thousands of pages of evidence online. Final conclusions and safety recommendations from the board are expected in their comprehensive report next year.
Written By Rodney Mbua
