Pepco transformer catches fire; DC Fire and EMS say
In an update Thursday afternoon, Pepco has restored power to around 1,600 customers, with less than 200 remaining customers impacted.
Shortly after midnight, on July 17, the D.C. Fire and EMS Department was dispatched to the Pepco substation in the 2140 N Street NW for a fire. A Twinned Agent Unit extinguished the transformer inside the substation.
DC Fire and EMS respond to vehicle in water in Potomac River
No injuries were reported.
During the initial outage, the Pepco showed about 19 active outages with more than 1,800 customers without power in the Dupont Circle and West End areas.
The issues began around 7:40 p.m. on Tuesday when a feeder cable tripped at 11th Street NW and Clifton Street NW. No customers were impacted.
A second feeder tripped at 8:15 p.m. at 11th Street NW and Monroe Street NW, which caused an electrical failure. Despite this failure, no customers were impacted, but security footage captured footage of a fire at this site.
Then, around 11:45 p.m. on Wednesday, another failure occurred — this time at the substation on 22nd Street, near N Street. A fire at the location prompted the DC Fire and EMS to respond. With three feeders down, more strain was put on the system.
Around 4:20 a.m. on Thursday, Pepco crews noticed the load increasing on the system and turned off customers' power to prevent an additional overload. Another customer drop was needed around 6:20 a.m.
In an update on Thursday morning, Councilmember Brooke Pinto, crews were bringing in generators to reduce strain on the system and help prevent failure of remaining feeders.
'Crews are working safely and quickly. Please reduce energy use if possible,' said Pepco in a post on X.
Pinto initially stated that the power was expected to be restored between 1-2 p.m. Thursday. They have since retracted that, saying that the complex nature of the outages has put estimated restoration times on hold.
'We understand it is difficult to be without power and appreciate the patience and understand of our customers as crews work safely and as quickly as possible to resolve the issue,' Pepco officials said in a statement. 'Traffic control is in place near the substation, and we are using local generation to help support the system.
Check DCNewsNow.com for updates. To keep up with the latest news and weather updates, download our Mobile App on iPhone or Android.
Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
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New York Times
4 hours ago
- New York Times
Live Updates: Hearing on D.C. Plane Crash Homes In on Incorrect Altitude Readings
The fuselage of the American Airlines plane involved in a collision with a Black Hawk helicopter was recovered from the Potomac River days after the crash. On Wednesday, the National Transportation Safety Board will convene for three days of hearings into the Jan. 29 midair collision near Ronald Reagan National Airport outside Washington, D.C., that killed 67 people. The N.T.S.B., an independent government agency that investigates transportation accidents, has already issued its initial findings on the facts and timeline of the episode, in which an Army Black Hawk helicopter crashed into an American Airlines commercial flight above the Potomac River. The board's final report, which will identify the cause of the accident, is not expected until next year. But this week's hearings, which will include sworn testimony from witnesses to the accident and parties to the crash, including the Army, will provide the clearest picture yet of what went wrong. Here are some of the key questions that have yet to be answered: Why was the Black Hawk flying too high? According to the N.T.S.B.'s preliminary report, the pilot flying the Black Hawk, Capt. Rebecca M. Lobach, was told to descend to 200 feet, which was the mandated altitude for helicopters on the route. Yet she evidently had difficulty maintaining that level, putting the Black Hawk in a position where it crashed into the plane at roughly 300 feet. Was Captain Lobach having trouble controlling the helicopter? Or were her altimeters — instruments that measure altitude — not working properly? What was the conversation aboard the Black Hawk? The N.T.S.B. has provided a concise and paraphrased version of what it deems to be key moments from the cockpit voice recordings aboard the Army helicopter, which was carrying a crew of three: Captain Lobach; Chief Warrant Officer 2 Andrew Loyd Eaves, her instructor on the training flight; and Staff Sgt. Ryan Austin O'Hara, the crew chief, or technical expert. What we don't know is whether the crew members had any idea how close they were to a catastrophic event, or how concerned they were about either their altitude or a potential problem with their altimeters, which were providing differing readings to Captain Lobach and Mr. Eaves. How concerned did they seem about these factors? Is there any evidence of a last-minute attempt to change altitude or course? What was going on in the air traffic control tower at National Airport? Investigators with the N.T.S.B. have found that five air traffic controllers were working various positions at the time of the crash. However, one of the positions had been combined with another to handle both helicopter and airplane traffic hours earlier. The Federal Aviation Administration, which runs the National Airport control tower, has described the staffing that night as 'not normal for the time of day and volume of traffic.' The helicopter position is not typically combined with another position until 9:30 in the evening, people briefed on the practice have told The New York Times, but a supervisor in the tower that night allowed a controller to leave early, prompting the early combination, those people have also said. When, precisely, did that person leave and why? And was the controller who was left performing both positions feeling fatigued or overtaxed by the double duty? How big of a problem was Runway 33? While the American Airlines flight was in its final stretch, the control tower asked its pilots to pivot their course from Runway 1, National Airport's most commonly used arrivals runway, to an alternative, Runway 33. The pilots agreed, putting the airplane on a landing trajectory that risked placing it dangerously close to approaching helicopter traffic. The N.T.S.B. has said that Runway 33 is used for flight arrivals only 4 percent of the time. Austin Roth, a retired Army Black Hawk instructor pilot who flew those routes many times, said in an interview with The Times that he doubted that the Army crew would have been prepared for a Runway 33 landing, given that runway's rare use. Considering all those factors, should the American Airlines crew have refused to land on Runway 33? Was the Black Hawk crew aware of the Runway 33 traffic path it should have been watching? More broadly, why did the F.A.A. allow helicopters to even operate on the route the Black Hawk was flying, when Runway 33 was in use for a landing? Would a real-time aircraft location broadcasting system have made a difference? Army officials sought, and received, permission to fly helicopters in the National Airport airspace without using a system known as Automatic Dependent Surveillance-Broadcast Out, or ADS-B Out. Concerned lawmakers, including Senator Ted Cruz, the Texas Republican who is the chairman of the Senate's transportation committee, have flagged the lack of ADS-B as a potentially key contributor to the crash, but the Army has insisted it would not have helped. Is there evidence suggesting that the system would, in fact, have played a preventive role? An affirmative answer could have broad implications for the Army unit that operates flights in the area in the future.


CNN
6 hours ago
- CNN
NTSB holds hearings to determine why passenger plane and Army helicopter collided in January, killing 67 people
The first of the National Transportation Safety Board's three days of investigative hearings is underway to help determine what caused the deadly midair collision on January 29 between an Army helicopter on a training mission and American Airlines flight 5342 landing at Ronald Reagan Washington National Airport. The NTSB presented for the first time major 'discrepancies' in the altitude readouts on board the US Army Blackhawk helicopter that led to the crew believing they were flying lower over the Potomac River than they actually were. Investigators said Wednesday that, following the crash, they tested three of the same models of Blackhawk helicopters from the same Army unit involved in the collision flying over the river. 'Notably, the barometric altimeters continued to be 80 to 130 feet lower than the helicopter's determined altitude above sea level when flying at speed over the tidal portion of the Potomac River,' NTSB investigator Marie Moler presented to the hearing. Barometric altimeters use pressure to gauge altitude and can be impacted by a variety of atmospheric and other factors. In its preliminary report, the NTSB said the Blackhawk was consistently higher than maximum published altitudes along the Potomac River, including when it collided with the passenger jet. The heavily technical findings are the most significant in the early moments of Wednesday's 10-hour-long hearing schedule. The Army, PSA Airlines, a regional subsidiary of American Airlines which operated the plane, the Federal Aviation Administration and other parties are represented. 'This is not an adversarial hearing,' NTSB Chair Jennifer Homendy said in her opening remarks. 'This does not mean difficult questions won't be asked. They will be, and they should be. This is an investigation. We are here to improve safety.' At the start of the hearing, an 11-minute animation was shown detailing the minutes leading up to the collision and a video of the accident itself. The board paused briefly to allow any of the family members of the victims of the crash to leave the room or look away before it was played. The air traffic controller working in the control tower that night was responsible for two different positions on two different radio channels, the timeline animation reveled. Five minutes before the collision, flight 5342 was handed over to the controller. Minutes before the crash the controller asked the flight if the pilots could switch their approach to a different runway. Twice, the controller advised the helicopter of other air traffic in the area and both times the helicopter pilots said they could see the plane and were visually ensuring they were staying separate from it. Cockpit voice recorder transcripts from the helicopter show there was some confusion of what to look for and the instructor told the student to sidestep the traffic. The captain of the regional jet had completed 106 flights into the airport and the first officer had completed 51, records reviewed by NTSB showed. However, investigators said interviews with PSA Airline's pilots showed they generally didn't know much about the helicopter routes in the area. Three Reagan National Airport-based captains and one first officer were asked about their knowledge of published helicopter routes and only one PSA captain – who was a former military helicopter pilot in the region – had knowledge of the routes prior to the accident. Sixty-seven people died in the accident over the Potomac River, including 60 passengers and four crew on the plane and three soldiers on the helicopter. The NTSB will meet Wednesday, Thursday and Friday to discuss the facts learned in the investigation. It is expected to conclude with a determination of what caused the crash in January.


CNN
6 hours ago
- CNN
NTSB holds hearings to determine why passenger plane and Army helicopter collided in January, killing 67 people
Airplane crashes Federal agencies Aviation newsFacebookTweetLink Follow The first of the National Transportation Safety Board's three days of investigative hearings is underway to help determine what caused the deadly midair collision on January 29 between an Army helicopter on a training mission and American Airlines flight 5342 landing at Ronald Reagan Washington National Airport. The NTSB presented for the first time major 'discrepancies' in the altitude readouts on board the US Army Blackhawk helicopter that led to the crew believing they were flying lower over the Potomac River than they actually were. Investigators said Wednesday that, following the crash, they tested three of the same models of Blackhawk helicopters from the same Army unit involved in the collision flying over the river. 'Notably, the barometric altimeters continued to be 80 to 130 feet lower than the helicopter's determined altitude above sea level when flying at speed over the tidal portion of the Potomac River,' NTSB investigator Marie Moler presented to the hearing. Barometric altimeters use pressure to gauge altitude and can be impacted by a variety of atmospheric and other factors. In its preliminary report, the NTSB said the Blackhawk was consistently higher than maximum published altitudes along the Potomac River, including when it collided with the passenger jet. The heavily technical findings are the most significant in the early moments of Wednesday's 10-hour-long hearing schedule. The Army, PSA Airlines, a regional subsidiary of American Airlines which operated the plane, the Federal Aviation Administration and other parties are represented. 'This is not an adversarial hearing,' NTSB Chair Jennifer Homendy said in her opening remarks. 'This does not mean difficult questions won't be asked. They will be, and they should be. This is an investigation. We are here to improve safety.' At the start of the hearing, an 11-minute animation was shown detailing the minutes leading up to the collision and a video of the accident itself. The board paused briefly to allow any of the family members of the victims of the crash to leave the room or look away before it was played. The air traffic controller working in the control tower that night was responsible for two different positions on two different radio channels, the timeline animation reveled. Five minutes before the collision, flight 5342 was handed over to the controller. Minutes before the crash the controller asked the flight if the pilots could switch their approach to a different runway. Twice, the controller advised the helicopter of other air traffic in the area and both times the helicopter pilots said they could see the plane and were visually ensuring they were staying separate from it. Cockpit voice recorder transcripts from the helicopter show there was some confusion of what to look for and the instructor told the student to sidestep the traffic. The captain of the regional jet had completed 106 flights into the airport and the first officer had completed 51, records reviewed by NTSB showed. However, investigators said interviews with PSA Airline's pilots showed they generally didn't know much about the helicopter routes in the area. Three Reagan National Airport-based captains and one first officer were asked about their knowledge of published helicopter routes and only one PSA captain – who was a former military helicopter pilot in the region – had knowledge of the routes prior to the accident. Sixty-seven people died in the accident over the Potomac River, including 60 passengers and four crew on the plane and three soldiers on the helicopter. The NTSB will meet Wednesday, Thursday and Friday to discuss the facts learned in the investigation. It is expected to conclude with a determination of what caused the crash in January.