Senators Demand Answers on US Army’s Helicopter Safety System Failure

Lawmakers Probe Deadly Collision and ADS-B Non-Use / Reuters

Two prominent senators have called on the US Army to provide a thorough explanation regarding its frequent omission of a critical safety mechanism, known as Automatic Dependent Surveillance-Broadcast (ADS-B), during helicopter training missions, spotlighting a devastating January 29, 2025, crash that claimed 67 lives. The incident involved a midair collision between an Army Black Hawk helicopter and an American Airlines regional jet near Reagan National Airport in Washington, DC, prompting intense scrutiny over military aviation safety practices. Senate Commerce Committee Chair Ted Cruz and Senator Jerry Moran, who oversees the aviation subcommittee, issued their request to Brigadier General Matthew Braman, director of Army Aviation, pressing for detailed insights into why the ADS-B system was deactivated during the fatal flight and urging his testimony at an upcoming March 27, 2025, hearing. This high-profile inquiry stems from growing concerns that the military’s routine bypassing of this essential technology in training operations may jeopardize civilian airspace safety, especially near busy hubs like Reagan National.

The ADS-B system, a cornerstone of modern aviation safety, broadcasts an aircraft’s precise location, altitude, and speed, enabling air traffic controllers and pilots to track and avoid potential collisions with remarkable accuracy. Mandated for civilian aircraft in specific airspaces since 2020 under Federal Aviation Administration (FAA) rules, this technology has significantly reduced midair incidents in commercial aviation. However, the FAA granted the military a unique exemption in 2019, allowing them to disable ADS-B during operations deemed sensitive for national security, such as covert missions or those involving high-ranking officials. This flexibility, rooted in the John S. McCain National Defense Authorization Act, aims to shield military movements from real-time tracking by adversaries. Yet, in the case of the January crash, the Black Hawk was engaged in a routine training exercise, not a classified operation, raising questions about the justification for turning off the system. Senator Cruz emphasized this point, noting that no compelling security rationale existed for disabling ADS-B on what he described as a standard proficiency flight for Captain Rebecca M. Lobach, an experienced pilot equipped with night vision capabilities.

The collision’s aftermath has intensified calls for transparency and reform. The NTSB, tasked with investigating the tragedy, confirmed that the helicopter’s ADS-B was off, and early findings suggest it was flying slightly above its permitted altitude near the Potomac River, where the wreckage was later recovered. The regional jet, American Eagle Flight 5342, a Bombardier CRJ700 carrying 64 passengers and crew, adhered to civilian ADS-B requirements, yet the absence of the helicopter’s signal likely contributed to the catastrophic encounter. Lawmakers are now delving into how often the Army opts to deactivate this safety tool during training and whether such decisions reflect standard operating procedures or discretionary choices by flight crews. Adding to the probe, Cruz and Moran have asked for specifics on the frequency of helicopter transports for flag officers, hinting at concerns that convenience flights for senior brass might be compromising safety protocols in crowded airspaces.

Public and industry pressure is mounting alongside the congressional push. Airlines for America, a leading aviation trade group, has advocated for mandatory ADS-B activation on military aircraft operating near major airports, arguing that the technology’s absence poses an unacceptable risk to passenger safety. This stance echoes sentiments from Transportation Secretary Sean Duffy, who sharply criticized the military’s use of helicopters for nonessential purposes, remarking that generals should opt for ground transport like a Suburban rather than clogging busy skies for convenience. Senator Maria Cantwell, the ranking Democrat on the Commerce Committee, has similarly pressed the Pentagon for answers, amplifying bipartisan frustration over what appears to be a systemic lapse in leveraging available safety technology. With the Army yet to issue a formal response as of the latest updates, the upcoming hearing promises to shed light on these practices, potentially reshaping military aviation policies.

Digging deeper into the issue reveals a complex interplay between security and safety. The military’s exemption to disable ADS-B stems from legitimate concerns about operational secrecy, as real-time tracking could expose troop movements or strategic assets to hostile entities. However, training flights near urban centers like Washington, DC, blur the line between necessary precaution and avoidable risk. Historical data underscores this tension, with over 30 near-miss incidents reported at Reagan National since 1987, including a notable subset involving military helicopters under similar low-visibility or non-ADS-B conditions. The January disaster, now the deadliest US air crash in over two decades, has reignited debates about whether the 2019 exemption requires stricter oversight or outright revision to prioritize collision prevention in shared airspace.

The senators’ inquiry also touches on broader implications for military-civilian aviation coordination. While the Army has been progressively outfitting its fleet with ADS-B capabilities, the decision to activate or deactivate remains guided by internal directives rather than FAA mandates, creating a patchwork of compliance that critics argue undermines safety near commercial corridors. The NTSB’s ongoing analysis of the Black Hawk’s flight data and cockpit recordings may clarify whether human error, procedural flaws, or equipment issues compounded the ADS-B deactivation, but preliminary indications point to a preventable failure. As the March 27 hearing approaches, invited witnesses, including NTSB Chair Jennifer Homendy and acting FAA head Chris Rocheleau, are expected to provide expert perspectives, though the FAA has not confirmed Rocheleau’s participation. The Army’s silence thus far only heightens anticipation for Braman’s testimony, which could reveal whether this incident reflects an isolated misjudgment or a deeper cultural reluctance to fully integrate ADS-B into routine operations.

For those tracking this unfolding story, the stakes extend beyond accountability for a single crash. The senators’ demand for a detailed breakdown of the Army’s helicopter safety system practices signals a potential turning point in how military aviation aligns with civilian standards. Should evidence affirm that disabling ADS-B during training is a widespread habit without clear justification, legislative or regulatory changes could follow, mandating its use in non-sensitive scenarios or tightening exemptions. The outcome may also influence public trust in aviation safety, particularly as airlines and passengers grapple with the ripple effects of this tragedy, reflected in an 8.32% drop in American Airlines’ stock following the incident. With recovery efforts still underway and families mourning their losses, the push for answers underscores a critical need to ensure such a disaster never repeats, balancing military flexibility with the imperative of safeguarding lives aloft.