Controller ALMOST Causes Major Catastrophe!
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- Опубликовано: 7 фев 2023
- FedEx Flight 1342 almost landed on top of Southwest Flight 708 in Austin. This never should have happened! According to the NTSB preliminary investigation the two airplanes likely came within 100 feet of hitting each other.
FedEx 1342 was about 5 miles away from Austin when they were cleared to land on runway 18L. The weather in Austin was 200 feet vertical visibility and less than 1/4 mile horizontal visibility. Freezing fog was blanketing the airport. Tower controllers could not see aircraft landing or taking off.
Southwest flight 708 was trying to depart from the same runway as FedEx. Due to the weather conditions, Southwest should have never been permitted to pull onto the runway. However, they were cleared to takeoff and pulled onto the runway when FedEx was only about 2.35 miles from landing.
The clock was ticking and Southwest was slow to begin their takeoff roll. FedEx confirmed that they were still cleared to land and tower responded assuring them they were cleared while also informing them of the Southwest aircraft that would depart prior to their arrival.
As FedEx finally got below the weather and was about 6-7 seconds away from landing, they noticed the Southwest aircraft on the runway about 1,000 feet in front of them. FedEx performed a go-around and told the Southwest pilots to abort their takeoff. Unfortunately, it was too late. Southwest had no choice but to continue their takeoff.
The two planes couldn't see each other as Southwest climbed away from the ground directly underneath FedEx. According to the NTSB preliminary investigation, the two aircraft came within 100 feet of hitting each other mid-air.
If you want to see another incident where two planes narrowly avoided running into each other during takeoff, then check out this video.
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When the controller asked SW to confirm the roll and they responded- just starting the roll - he knew how close FedEx was (which is why he asked SW their roll status). The controller should have immediately told FedEx to go around and SW to abort. Instead he rolled the dice.
The FedEx cockpit crew was on the ball, and the tower crew, not so much.
This is one of the scariest controller errors I have ever encountered!
As a retired controller (retired Jan 2013 from Tampa Tower) this was a definite controller error. For the life of me I can not understand why the controller felt the need to clear SW for takeoff with FedEx so close. The Air Traffic Controllers Handbook, FAA Order 7110.65, paragraph 5-8-4: Departure and Arrival
states, " ...separate a departing aircraft (SW) from an arriving aircraft (FedEx) on final approach by a minimum of 2 miles if separation will increase to 3 miles ( 5 miles when 40 miles or more from the antenna) within 1 minute after takeoff".
The controller took no positive action to determine with certainty that SW was actually rolling down the runway before FedEx reached 2 miles and did not see what was developing. It seemed that the controller did not recognize timely the hazardous situation developing. ATC was acting like an observer and not a controller. This paragraph in the 7110.65 was not followed.
Hoover: retired military ATC here. Even if Austin Tower lacked ASDE-X, I’m confident the Tower had a DBRITE radar indicator that displays all airborne traffic so the controller should have done a better job ensuring proper aircraft separation.
I can hear the video
This is nasty scary. Definitely an ATC issue that damn near killed a hell of a lot of people
That "southwest abort" was very chilling
Good thing the FedEx crew was on top of the situation. They clearly were concerned about the separation, given their "confirm cleared to land" call, and I'm guessing the crew exchanged a few words about the fact that they would only be able to verify visually what was going on a few seconds prior to touchdown. I think they were primed and ready to initiate that go-around if they broke out of the clouds and saw the runway wasn't clear.
Yeah, that call to confirm "cleared to land" was enough to tell me that Fed-Ex already expected trouble. In (very slight) defense of the Tower, Southwest is NORMALLY notorious for zipping and zooming in, out, and around the airports... just about everywhere they go. BUT all such bets are OFF when it comes to low vis'. ONLY deathwishes and crazy people zip and zoom into low vis'... ever.
Don't know if it's just an inexperienced Tower Controller, and he didn't recognize that even the impatience of Southwest reaches limits in low vis' or if it was somebody's "off day" or what exactly... BUT as stated in the video, Clearance to take-off should NEVER have happened under those conditions. It was risky for the best of conditions...
AND the dubious and frightening final point is a rhetorical question... "Does this maybe indicate that it's not the first time Southwest has been allowed risky clearances, and thereby a higher than acceptable level of 'risk culture'???" ;o)
hopefully they didnt have any hangups with their job, seemed like they reacted really well.
As we’ve heard from all the great commercial and military pilots, ALWAYS treat every arrival as a go around until you KNOW and CONFIRM its safe to land!
beyond gliders I've no flying experience but I suspect part of the problem here may have been Southwest said they were holding short 18L when the ATC cleared them for take off, it seems to me that the ATC was behaving as if they were in a lined up and waiting configuration. Guessing a landing speed of around 130 for the fedex a 3 mile final equates to about 83 seconds. It should have been obvious that's not enough time to enter the runway, line up and configure the aircraft for take off and commence takeoff roll.
That controller needs a new job. How about selling extended warranties for cars?
retired air traffic controller for 35 years and the solution here is so easy. The controller let the situation evolved to a point of no return.The controller should have said to SouthWest, "Hold short traffic on final" that's it that's all. Don't forget the wx is full IFR, the tower didn't even tell Fed Ex to prepare for a possible overshoot. The tower man was definitely in training or on his first 15 minutes with his new license but where is the instructor to override the guy, basic.I've been a Tower Training Specialist (TTS) for 22 years in Quebec City, Canada. You've got to be ahead of the game all the time. thanks FedEx
The ATC was a 13 year veteran.
After the incursion disaster at Haneda in Japan I am very interested in this. Great channel, subbed.
You watch enough of these vids, and you never want to ride as a passenger again. Easy to see why so many first-timers want to have a few shots before boarding and hope it's not Final Destination time.
I'm not a controller... not even in the aviation profession; but this is like the third AUS incident lately......"what's going on at AUS!?!?!?!"
As a commercial pilot for over 45 years, I cringe at the thought of this! Even with all of our recent automations and detection systems, ADSE, ADSB, TCAS, GPWS, etc., we’re still having these really near misses.
Given the density of traffic these days, and listening to the tone of both Southwest and FedEX pilots, the LIFR conditions, complacency gets us in the end! Everything sounds routine and normal, no one suspecting anything out of place, until it isn’t!
I operate out of CYVR, busy airport, uninterrupted international travel combined with lots of regional and float plane activities, a cluster muck most of the time. Yet, too often, we hear of excursions, hourly, and the generated CADORS prove it. This same issue just happened in Japan, and Hoover, ur climbing to the top of my list now, for a really well put together Pilot Debrief report(s). Keep it up! I love your quick attention to detail and reporting style. I’ve obviously subscribed AND hit the notifications button for this purpose.
Hoover, your channel, along with my other favs, like Dan Probable Cause, Jaune Browne have helped the pilot community immensely.
Agree
You know EXACTLY what is happening in your industry now. And many others. Look into DEI.
This controller is a known problem in AUS. Frankly, he always seems distracted. There are many instances of issues but he’s still on the air.
13% er
@@daphneduryea9136 We know
Affirmative action at work.
Another “Obama era” diversity-hire.
I'd go in there and find the ATC after that!
Good vid, but you need to leave a bit more hang time at the end so a viewer can assess which vid to watch (when you present two options) otherwise, ads roll and we're off to the next vid.
Thanks.
I never get to those on time either. I always figured it was a youtube problem. If not, everyone does that.
Retired ATC. I would not have cleared SWA for takeoff. In clear conditions, maybe. Very low vis...nope. I think I disagree with the ILS restricted area theme. The runway approach end is probably not covered. The lines you showed would be for 36R, not 18L. And, entering the runway for departure, the aircraft wouldn't penetrate the Glide Slope critical area. I don't have any in depth knowledge of AUS and their procedures. I am speaking of the places I worked and how ILS Critical Areas worked there. Love the channel! Keep it up.
LOL. 6:43 "The audio was not trimmed, and radio silence filled with suspenseful music..."
Thank you for this report; very scary that ground and two aircraft were all unsighted until they almost collided. Dark ages flight management
I've heard that same controller's voice in other Austin videos. Apparently he's "known". I have a feeling he won't be on the air again.
Apparently, he is still on the air
Another commenter mentions this ATC is in a _preferred demographic_, so this being fixed in advance of an _incident_ is doubtful.
Can't fire him. That would not be compassionate to minorities. How about this ATC, you STINK. Go do something else that you are NOT unskilled at.
@@RikkiestAndTikkiestanother RUclips comment? You believe everything you read?
I can't understand what this controller is saying... Id crash for sure
You have a good site with good comments !!!
As a pilot the fault lies on both the controller and the SW crew. Why on earth would you take your time with a plane within 3mi on final…
And closing really fast. A heavy, no less.
For all the jokes about how fast SW typically zooms around taxiways, I can’t really fault the SW pilots for not doing so in the low visibility conditions. Less speed bends less metal.
Man, that would rattle your cage !!!! Wow !!!
I love your videos new subscriber here Hello from Australia
I watched the tracking of this on Skyglass in the history mode. Scary how close this was and how easy miscommunication can be.
Crazy it got as close as it did! Good thing the Fed Ex pilots were really paying attention!
Should have been like the airline pilot waiting on the taxiway with several others at SFO when 28R was open and 28L closed. Air Canada lined up on the eastern 28L taxiway on final and the pilot on the ground said, "Hey, where is this guy going?!!" Air Canada went around and got a pilot deviation, too. I was surprised that SWA at Austin agreed to roll onto the runway hearing what FedEx said. I would have declined to taxi onto the active in such low viz. 2.5 mile final is not safe in those conditions. I could not bear the thought of a 767 getting really close to touchdown in foggy conditions with me taking too much time to go full power and get out of there. My hands would have been shaking, personally. Having seen what happened at LAX with the commuter and UAL, I just would not do it. In fact, I would have remained on the taxiway away from the ILS hold line during a CAT 3. Pilot courtesy.
Thanks for this video...scary how close they came to each other.
Absolutely! Unfortunately it seems like there near misses are happening more frequently!
It's always a mystery to me, how anyone can understand anything said in the "quality" of these radios.
I get anxiety imagining I’m a pilot and can’t make out a critical transmission. Pilots must really learn how to pick up the words from the static.
In a split second, the FedEx crew became the controller while also flying their plane. Somebody get them some double pay for that hour!
I totally agree with that😢
Is something missing on the trimmed video shot of the runway? There is no animation.
A wile ago, but I just found this now.
What happened to the Aircontroler? Or what usually is there faith in cases like this?
There was an accident in Italy years ago where the airport's ground detection system was disabled. It was made into a tv accident programme.
Scandinavian flight 686 at LInate Airport, Milano. They didnt have ground detection installed among many other failings, ultimately the small private plane got lost in the fog and entered the active runway despite warning signs. Like the Haneda accident yesterday, the passerger jet didnt stand a chance.
Mate, you were talking about the FedEx aircraft using an "auto land" system, do you know when the first auto land system landing on a passenger jet was, what aircraft it was on, which company designed it and what airline it was??
I'll give
Would've the inclusion of the command "No delay" to SWA been helpful?
Hoover the near catastrophe at SFO with the Air Canada flight almost landed on the TAXIWAY on top of multiple fully-fueled fully-loaded aircraft!!! THAT was too close for comfort!!!!!
Silent culprit was the Southwest crew.
Obviously took longer to take off from that hold-short line than the ATC is used to or has seen most crews do it. It's common practice [or rather an open secret at ATC coffee breaks/beer-nights out] at hyper-busy airports during those little hyper-busy streaks for ATCs to cut the distance between landing and departing aircraft to well within three miles.
Keep eyes and ears open for the unusual.
Ultimately ATC screwed this one up. With a Cat3 landing, there should be no question that there should not be takeoff clearance at those separations. Surprised SW accepted clearance, and FEDX was concerned as he reconfirmed landing clr. They should implement a system, were you ATC provides Expedited Takeoff, which pilot cannot accept unless he is ready to power up within a certain minimal time limit. Scary stuff, these are occurring at a disturbing frequency. Have you looked at the recent Burbank incident?
From what I understand even an expedited takeoff would have been outside of tolerances for a Cat3 landing on close final. The SW never should have been near the runway. For Cat 3 they are supposed to hold way back on the ramp. At least 1-2 plane lengths. Any large metal objects that get between the landing plane and the nav transmitters can mess things up. He never should have put the SW on or near the runway until the FedEx was down.
Are there actual videos of a near miss? 8:31
Do calls this close qualify as an incident on the controllers record?
Why didnt the controler aboart the fedex plane instead?
The ATC sounds like he has COVID or hasn't slept in days!! 😮😮
I detect a city accent.
Thank you for the video, I listened to the ATC on another video that had the final communications between ATC and FEDEX. I could only wish to have that calm demeanor. Crazy calm for the transmissions (although I wonder if he thought of saying something after saying "Thank you" at the end).
It was definitely a scary situation that could have been much worse. I listened to the end of it all as well and they were all very calm and professional pilots.
Yep. You have to have ice in your veins to be a pilot. The triple-C: Calm, cool and collected.
Ok. So ATCs on busy airports play a game of landing airplanes as close as possible together. Like right close. I feel a lot safer now. I always thought they build in a lot of safety margin 😱
Every major airport should have ASDE-X, there should be no excuse at this point considering we spend billions of dollars on everything else outside our country.
Do you have any info on the repercussions of the ATC guy? This should NOT have happened.
Take a guess. You can tell by listening to his voice he doesn’t face consequences like you or I would. ✊🏿
Proof for that comment?
100 proof. Black Label😂
Good videos but seem to always end a bit abruptly after making the point but leaving out the conclusion of the example.
If the controller was getting nervous, he should’ve realized that it was probably a good idea to just tell fedex to go around
It was inconceivable to me that he would allow this to develop during extremely low viz. Common horse sense. He could not see SWA on the ground nor the FedEx, therefore, extra caution needed.
So the FEDEX Capt called for SW to reject. Great call.
I guess it's lucky Southwest's livery looks like a plane wrapped in a clown suit. Hard to not see them, even in fog.
I think this is an example of a redundant system working. ATC gave SW a clearance to depart and for some reason, I imagine the limited RVR was the reason they took longer than ATC expected. The FedEx aircraft most likely had a TCAS warning to go off and that was when they decided to go around. TCAS works off the transponders from both aircraft. The TCAS warning will not be on the ATC loop. As long as both aircraft obey the TCAS directions there should be no loss of life.
TCAS will not work below 1000 feet and the controller completely disregarded the "2 increasing to 3" rule, this was entirely the controller's fault. Everyone is very luck FedEx seen Southwest through the fog prior to touching down or they'd have run the 737 over from behind.
@@billnelson3732 I can only go by what I have been told. I am just a private pilot that owns a Cessna 182. I have had several ATP holders tell me that once they get into a terminal area close to an airport they place their TCAS in TA mode. As I understand it ONLY the RAs are inhibited under 1000 AGL. Again I have never operated a TCAS system and can only go by what people who do have told me!
Roger that, no worries!
...and yes, I'm referring to a resolution advisory (RA)
@@THE-michaelmyers From what ive been told, TCAS doesn't work if one (or both) of the aircraft is on the ground (i think its because otherwise aircraft holding short of the runway could cause an alert to go off, and possibly even aircraft on another runway or even a taxiway)
Whats the entry IQ test number you have to have to do this job,, and a clear seeking voice should also be a requirement.
to close that's all we need
Put a pop filter on your mic for plosives, buddy.. bit poppy
So basically the fed ex and southwest pilots were in communication once they broke thru the rain and could see the runway? The fed ex pilot told SW to abort and pull off the runway.....the SW pilot was going too fast and he couldn't so he took off low to the ground to give the plane above him more space to land?
I didn't even notice. After struggling to hear the radio calls, Hoover sounds crystal clear to me 😀
At 6:52 - quote: _the arriving pilot is probably assuming that_ (...) - As I see it, in situations like departures and arrivals, any _assuming_ should be eliminated as terminally dangerous. Either you have a fact confirmed or you must regard it has not happened. Am I right?
I agree 100%.
Believe it or not my dad was the co-pilot of the southwest plane in this incident
and you won't share any additional insights/info? talk to your dad. then come back and share something interesting with us.
I think that controller thought he was playing Airport Madness 3D.
Why the F was Southwest taking so long?!! They acknowledged the FedEx coming in at 3 miles and the took their sweet ol’ time. All the blame should not just be on the Tower.
They definitely seemed to take longer than usual.
It’s a HUD takeoff. It takes time to move an aircraft on to the runway, lower the HUD, insure alignment and begin the roll. Once cleared, the runway belongs to Southwest. Landing clearance should have changed to “continue” which would have prompted FedEx to be prepared for a go around. I’ve heard people state “well Southwest should have never accepted the takeoff clearance.” Have ever been faced with a difficult task, something out if the ordinary, and you became focused on the situation and couldn’t hear anything? It’s a Human Factor called “auditory exclusion.” The Southwest crew was to perform a HUD takeoff. Is it difficult? No, but it’s out of their normal procedures and, not to mention, they’ve been taxiing with restricted visibility for the past ten minutes. To be honest, they probably didn’t hear the FedEx and where it was because they were fixated on the task at hand. Consequently, it’s expected that ATC do it’s job and not clear another aircraft for takeoff during low visibility conditions. ATC bears the brunt of this incident.
@@LEVELGAZANOW Ok, I hear you but this is not “auditory exclusion”. Southwest heard the message and repeated it back. This is different than a fighter pilot ignoring an alarm.
@@UDumFck Actually, as a former Fighter Pilot and a commercial airline pilot, I can tell you that it’s a distinct possibility. It’s a pure hypothetical analysis but we won’t know until the NTSB finishes it’s investigation. Regardless how long Southwest took, it was their runway. What if they were having an issue and didn’t recognize it until they were on the runway? It’s still their runway and FedEx would have still needed to go around. ATC Tower created the problem and there is a great chance the controller will be violated. It’s all speculation. Ive been flying for over 40 years and, at one time, I was an accident investigator so we’ll just see how this plays out.
Irregardless, when FedEx was at 2 mile final, he needed to confirm from SWA that they were indeed on takeoff roll. An easy option would have been "cleared for takeoff, advise when rolling". If that hadn't happened by the time FedEx his 2 mile final, issue go around instructions to FedEx. Tower owns this entire mess.
That one was terrible! If controllers don't know how to follow their SOP's there will be a Major Accident! Slacking in the competency of air traffic controllers Can Not Be Allowed to Happen! Engineering graduates in recent years have been taken down to being judged book smartness, with no consideration for common sense. Is overall awareness a thing of the past??
What was the GREAT sense of URGENCY to clear the SW flight for takeoff?
FEDEX making a CAT 3 seems like it should have warranted PRIORITY over SW 'sitting' on the ground.
Yeah, the Southwest plane hit their V1 speed, which is the point of no return, they had no choice but to take off. This controller could have easily been in jail for several counts of involuntary manslaughter.
This sounded just like Tenerife all over again; but without the collision, and also Tenerife was the KLM captains eagerness to be away and anticipating ATC: this time it was the ATC
Actually Tenerife was a lot more complicated than that. Unfortunately, the original American report whitewashing PanAM (so PanAM wouldnt be liable for compensations) and ignoring completely all other factors as well as Spanish and Dutch investigators were allowed to stand for over 20 years, until a new investigation was done - properly. While the KLM captains eagerness to take off was ultimately the last drop in the bucket, there were many other factors on all sides (KLM, PanAM, ATC) involved, just 1 of which had been changed, it wouldve avoided the crash.
I know they have to speak quickly but that ATC does not speak clearly and if you can't put in the effort for clear speech in a job with so much responsibility what else is too much trouble.
What happens if an arrival has a brake failure and sets fire to the brakes on landing? If the controller has cleared the two following aircraft at 2.5nm and 4nm to land already... does the controller then have to quickly call "Go Around" on frequency to avoid them all landing on to of each other?
Am I the ONLY one who sees this as absolutely 100% stupid and 100% lethal?
He can just do: All aircraft go around break fire on runway. That should normally do it. Normally when you have tight sequencing like this, you would get a : cleared for the approach, expect late clearance, meaning that the clearance to land will come very late, maybe not until you are 200 feet above. At least in that case the pilot would expect the go around
Diversity hire. Retired from a major airline three years ago. I was seeing this sort of thing regularly. Friends tell me it is getting worse by the day.
Wouldn't Fed Ex TCAS alert them?
Now I am curious about ATC staffing and roles of each team member on a shift. If there are two runways and a staff of 36, I cant see how they are understaffed even though U.S. Representative Lloyd Doggett, D-Austin says they need 42. Why not err on the side of delaying a departure for 5 minutes in such weather? I am not a pilot or even in the industry but this incident makes me think the staff in the tower was way too aloof for being in that job.
What a wreckless Air Controller... totaly his fault.
"Wreckless"? LOL
I'm confused, where you say we're going to watch how close these guys come to hitting... you show the map diagram but as the events happen there's no image of planes or anything so we are essentially just looking at runway diagram and text of radio calls. Not really seeing how close these guys came to each other at all. Love your channel but this happens often, where you say we're going to see something and end up just looking at airport lay out image and no real way to see what's going on as the plane icons are missing.
If a plane is not cleared to land wat does the pilot do does he go around,,,
an approach on CAT3ILS means that the wx is awful and you have control accordingly. Controlling in VFR versus IFR weather....two different ball games
Whats the standard for planes just sitting on the runway after being cleared for takeoff and not moving? Even if the conditions were not cat III southwest plane still would have forced the fedex plane to do a go around and hamper the smoothness of airline opps.
Based on what I saw, they weren’t just sitting on the runway. They were just really slow pulling onto the runway. If you are cleared for takeoff then the expectation is that you will do so without delay (especially when told there’s an aircraft on a 3-mile final). If you need extra time on the runway to do an engine ice-shedding procedure or engine run up or something else, then you’re supposed to inform tower.
@@pilot-debrief thanks!
@@pilot-debrief Keep in mind they had about 200’ visibility as they were taxing onto the runway. So they were probably a bit more cautious. Making sure they are on a runway etc.
@@andrewtaylor940 the 200 feet was vertical visibility. They had about a quarter mile of lateral visibility. Still not a lot and definitely don’t want to rush things when weather is bad.
@@pilot-debrief How many times during Pilot Training do they have to watch those stories of airliners lost in the fog or snow on taxiways that end up where they shouldn't be? I get why pilots may be a little cautious on the ground in poor visibility.
dei caused this
Was it just down to the fact that the South West aircraft wanted to give the FedEx a piggy back??.
Our FAA needs to worry about hiring qualified people and stop with the diversity hires before they get people killed. Don’t worry about ANYTHING but qualifications. Hire ONLY the MOST QUALIFIED and stop worrying about skin color, sexual orientation, or ethnicity. Ridiculous. Their “goals” are diversity instead of qualified controllers. Laughable. We need to stop with all this crap and just hire the most qualified applicants regardless of who they are. If the most qualified happen to not be diverse….. okay??? and?? Don’t hire less qualified people just because you want a diverse workforce when people’s lives are at stake. It’s ridiculous.
How would you know that the ATC was a "diversity hire?" To suggest such a thing as a casual factor in this incident insults the decent candidates who are not of the dominant culture or gender in air traffic control whatever that may be. Additionally, all of these ATCs must be trained by some reputable entity and certified before they are hired. Could it be that this controller regardless of his race is simply incompetent?
@@chrisclermont456 You're proving him right. Read the other comments here, this controller is apparently well known for other incidents yet is still on the air.
So, if he is incompetent (as he clearly must be given how well known he is) then the question becomes: why was he hired in the first place and/or why has he been allowed to keep his job and continue to potentially put the lives of hundreds of people at risk?
And the answer might well be the color of his skin (no idea, really, I'm not even in the US). He is not incompetent because of the color of his skin, he was hired BECAUSE of the color of his skin, rather than his competence. Makes sense now?
It is a well known fact that companies have been hiring people based NOT on their competence but on other factors in order to fill in diversity quotas. This is how you get mediocrity in places where there should ever only be excellence. The whole world has basically gone insane.
Do they hire controllers like they grant admission to Harvard?
DEI
Only in the US... In the rest of the west the landing clearance could not have been issued until the runway was actually clear, forcing the crew to go around at the decision height.
This controller keeps it real.
That would not have worked on a clear day...and when you have bad weather..the departing aircraft cannot just roll out on the runway and go..they have to proceed slowly so they do not go off the runway with low visibility
How many people were killed, how much property destruction in this “Disaster”?
i gotta quit watching this shit.
The Southwest aircraft should never have been cleared beyond the ILS Hold, let alone onto the runway, and still less given a take-off clearance when the separation was limited to interpretation of purely verbal reports of distance and speed with a massive difference in velocity of the two aircraft. The whole situation was a massive "charlie-fox" from the start, and worsened. The Fed ex pilots "confirm we are clear to land?" was also a reminder to ATC that at night, or in low visibility, responsibility for the runway being clear is ATC's, not the pilots. So his request for confirmation was both an indication he was unhappy with the clearance given to the Southwest aircraft, but also, a reminder to ATC that they were responsible for the strewn wreckage if it all went pear-shaped. One cannot - at least in the UK - be in receipt of a landing-clearance, if another aircraft is on the runway. Full-stop.
Horrible atc mistake
It’s safe to say I will never fly southwest again.
Weird conclusion to come to, but whatever floats your boat.
This incident was not a " DISASTER".
Close enough. It wasn’t your butt on the aircraft.
It says almost. 100 feet is definitely almost.
@@jlennon784 It reads "ALMOST" now. Didn't originally. The other video is still today titled "Aircraft DISASTER At JFK Airport!"
Wow, lots of racism in your comment section here.
🙄
Union Workers...
Same ones who direct traffic and fly planes with no fatal crashes in commercial flight in 14+ years in the busiest air travel country in the world.
...are very much appreciated.
Title seems a bit misleading. No disaster happened.
Dear Mr. Incompetent clickbaiting RUclipsr, words have meanings. *DISASTER* is the word you would have used if they collided.
How is this clickbait?
You were negligent to provide that the tower, clearly had assumed SW would do a fast takeoff, as they typically do in SW-fashion, in all weather conditions - it didn't happen this time, and that is why what happened did.
SW acknowledge a plane on 3 mi final… accepted the takeoff clearance then took their sweet ass time. Their lack of SA was more of an issue than the atc clearance.
Long story short: In the interest of maximizing traffic and profit "the system" is willing to put a lot of people and hardware on the line. We could regulate better safety parameters but… Damnit! The Profits! It's only a matter of time till the greed has a catastrophic consequence...
Meanwhile, the aviation industry is one of the safest industries worldwide. But I guess because random controller #1 made a mistake, it's because of those wicked, fat-cat CEOs sitting in their mansions and plotting our demises.
Fire that worthless equity hire. This ridiculous and going to get way worse.
That’s right. Obama era diversity-hire. There was a an article about this issue awhile back. It talked about many policies that the Obama administration was trying to implement were disregarding critical training requirements and skills for the sake of diversity. I wish I could remember where I read the darn the article. But this issue with ATCs was specifically mentioned.