I don't. I think it's terrible, and it makes me shiver. I'm kinda shocked. Instead of preventing the collision, instead of saving the lives of 67 people after he had put them indifferently in harms way, ATC spoke to yet another aircraft that had nothing to do with the dangerous traffic situation, however, was understandably impatient. I would have expected that - if the controller did not prevent the collision and didn't do his primary job which he's paid for - that the controller's eyes were at least glued to these two aircraft on collision course right before his eyes. He had a panoramic view. That he would watch these aircraft on collision course and hope that God would grant him a miracle and allow 10 feet between the aircraft. Instead of watching this, and hoping for a happy end, he was watching his radar screen and talking to another aircraft. I don't understand how a Human was able to do this, turning away, so totally indifferently. He was about to kill 67 people. He could have talked to the other aircraft 5 seconds later ... in case of a happy end. In case of a fireball, the other aircraft would have known why there wasn't the expected response, not yet, but soon to come. And after all, the pilot of that other aircraft had been told "Stand by", so the pilot knew that the controller was well aware of him, but there was something important going on. But his impatience is kinda understandable since he didn't see from afar what was about to happen.
@@mzrcnn The helicopter requested visual separation and was cleared for it. So the pilot had been 100% responsible to avoid any collisions from that point and didn't manage to do that. The ATC could of course do more, like give the heli pilot a vector to immediately turn at. I think the ATC will never clear his head out of it till the end of his life. But as for the responsibility, he's not the one responsible. Rules are rules.
@@5Dale65 Interesting. What surprises me is that you remind me of the visual separation and "the rules", but my reply-comment has nothing to do with visual separation. But with the controller's indifference, especially two seconds prior to the fireball. I wasn't your Training Instructor in the Tower, was I?
@@5Dale65”visual separation” means the pilot will try to maintain separation visually. If for any reason the pilot was unable to keep the separation, ATC still has the full responsibilities of avoiding a collision and intervene to maintain safe separation. It’s a controlled airspace. ATC are responsible for avoiding collision inside their controlled airspace. Might as well just give ATC a binocular instead of sophisticated radar system if they just going to sit there and watch pilots doing their job for them…
@@tonamg53 You hit the nail. Tower control used to be VFR control and there's a reason why the tower is so high and why the architect has planned plenty of windows for a panoramic view. But Tower control has deteriorated into a fancy computer game. And in this particular traffic situation, they didn't even need binoculars. Better to observe the full picture without binoculars. Worse ... when you're flying over the Tidal Basin at about 200 feet, then you're basically unable to identify with a frontal view which aircraft is south of the Wilson Bridge, and this even worse with NVGs resulting in an impaired perception of depth. When there are four airliners on approach over the Potomac, and three of the four are south of the Wilson Bridge. Regarding altitude ... go and make the 3D test. Thanks to the glide slope, the landing lights of those four airliners merge or fuse into one light spot. And then you're required to keep your traffic in sight for two long minutes, whilst navigating visually at low altitude along the Washington Channel, wearing NVGs creating a limited field of view, kinda tunnel vision. They had the traffic in sight. They had visual separation. They were absolutely relaxed and confident that they'll pass behind the traffic. Was the wrong traffic. But they weren't aware of the conflict. R.I.P.
ASTOUNDING JOB!!! This is BY FAR the best coverage I’ve seen of this accident. Here’s to wishing all of the families of the passengers and crew are well taken care of.
however, it seems to me that aircraft must respect a right priority rule. Any aircraft coming from the right has priority. In this case, the plane appears to be at fault and the helicopter did not do anything wrong. (traduction with google translate)
@axeld2594 omg that is not correct at ALL. I’m not even a pilot and I know that planes given clearance to land have priority . NOBODY should be in their airspace .
Instead flew to front of CRJ to middle or river instead of east to shore? and still does not make sense if confirming other CRJ in site that was going opposite from runway? The heli was informed long before a CRJ was headed to 33- this is just unforgivable, makes me angry
Props to the controller for having to deal with rerouting everyone and remaining professional after witnessing this. Shocking that the helicopter is allowed there in the first place. Gotta wonder if they really had the plane in sight or were just trying to get where they wanted to go.
When I heard about the accident, I came here first. Thank you for getting this up so quickly. I appreciate your dispassionate approach (pun not intended) to these videos. The controller had his hands full but was engaged in a professional manner. Maybe more people will want to become ATCs to help with shortages. Thanks again for an elegantly produced, well-represented video-like always.
People really want to become ATCs but there are some (stupid?) limitations, like the one on the maximum age of 30 at the beginning of your training. I understand the fact this is a demanding job and the older you are the more difficult it is to learn all the stuff needed. But don't you think if we had two times the amount of controllers, so everyone has a collegue by his side to watch his or hers actions, the skies would be more safe? Even if it had to be paid by the higher entrance-age of controllers.
@@5Dale65 On a side note ... 30 years of age is a very GENEROUS limitation. It's only in North America. If you go to the European Union (though I can't guarantee that this applies to each and every county, but kinda likely) ... the maximum age for applicants is 24. And you only begin with training after having successfully passed a very tough aptitude test. And an attitude test.
Thanks - from a former CRJ pilot. My opinion: Chopper pilots, tower, the FAA, and city light pollution all contributed to the "Swiss Cheese holes" lining up in the error chain. RIP. Yes, we always have to see and avoid -- when possible. But based upon human reaction time facts, workload, and speed, pilots should never have to look for traffic when we're on final/below 1000 feet at a towered airport, .... traveling about a football field per second. It's impossible to see, then avoid, any object within X feet, when traveling at Y knts. At Z height above the ground, options are even more limited. That's on tower/ATC to clear a path when a pilot is on an instrument approach, and other pilots too -- to comply with tower/ATC instructions, and with regs. Especially while on an instrument approach complicated by a circle-to-land, in city lights. All pilots that night accepting a circle-to-land? -- Were experiencing amongst the highest workloads one can experience, short of an emergency. At a minimum they were watching runway alignment outside, .....while monitoring speed, height, descent rate, and power in the cockpit. The chopper on Route 1, then 4, are 200 max height published routes. The chopper killed everyone on the CRJ at 300+ feet. RIP. A published 200 AGL route belongs nowhere near short final. From FAF/FAP to touchdown, I want at least a 500 foot clearance between me, and any aircraft transitioning. I'm shocked that route wasn't NOTAM'd/temp closed due to circle-to-land approaches on 33. That's on the FAA/ATC for keeping the route open. ATC gave commands to look for traffic, yet no direction. "Look for CRJ the bridge" or something similar, rather than "Look for CRJ at your 11 O'clock" Better yet, ATC would have instructed the chopper to - "Look for CRJ traffic at your 11O'clock descending through 800 feet, on circle-to-land 33". Landmarks like "the bridge" given to scan for traffic are add-ons. Tower/ATC stating clock direction, height, and altitude are best, as standard info. Would appreciate hearing an opinion from any tower/ATC person.
@@timonhallas2709are you insane? It’s capitalism not any DEI, billioners will invend the most crazy strawman to take your attention from the most simple and obvious explenation. You don’t have to be an expert to see that 1 controler for THIS traffic was a crazy idea and it’s all because of cutting costs, not offering decent pay for this extremly demanding job. No white straight man was ever prevented from working there! Just not many want to go through years of learning and training to later have so extremly stresfull job but with rather mid pay, not much benefits etc. It’s so annoying to see this anty diversity, anty „wokness” obsession everywhere, there’s 0 logic to it. Think about Luigi, who killed that CEO, how everyone agreed it was a resonable capital punishment for torturing and murdering thousends of people with treatable conditions for profit. This is what they are scared the most, they’ll do anything to make us hate and distrust each other instead.
the atc did give directions of the location of the CRJ, its localization, altitude, type of plane and ray it's going to use, clock position is not the only way of telling a location
“The faa restricted helicopter flights remaining open only to police, medical, air defense, and presidential transport flights” In the DC area that’s literally everyone and their dog. The FAA did nothing to restrict helicopters if that’s everyone that gets an exception. 😤
It's always a good idea to have a military helicopter just hanging around near the approach end of one of the world's busiest airports. Absolutely ridiculous.
it wasn't 'hanging around', but i understand the sentiment and agree with it. Training flights, especially those that may involve anything that could decrease the spatial and situational awareness of a pilot, should be done a safe distance from civilian traffic. The only military flights that should intersect with civilian airspace are positioning or relocating flights (or cargo operations) that integrate as much as possible with the civilian ATC system and only switch to training modes or methods once in a military-only airspace. There's speculation regarding a lot of factors that may or may not have contributed (we'll see what actually mattered here when the ntsb release a preliminary report) but for now it's clear there's gonna be changes to at minimum the local routing of military flights.
From a pilot - c my comment for more. To ur comment - A good hunk of the 45K flights occurring daily, interact with transitioning military and police chopper flights. Safely, without incident - evidenced due to not hearing about them. Of course, one crash is one too many. Looking forward to the initial and final NTSB reports. Probable causes - Tower, the FAA, chopper pilots, and light pollution.
It's normal for an airline to retire the flight number of a crashed aircraft; a notable exception is American 1, which is now daily service from JFK to LAX. American 1 crashed 1936, 1941, and 1962.
Thanks - Even as a former UA sales manager, then pilot, I didn't know that. Wasn't mentioned during UA's initial 6 week management training at HQ. Nor during the follow up 6 week advanced course when I got promoted.
Thanks for sharing this in a purely factual way, the investigators can explain any faults later. Where can I find more information about Visual Separation? Requested and approved/denied.
I found information on visual separation here, www.faa.gov/air_traffic/publications/atpubs/atc_html/chap7_section_2.html , which is likely precisely the rules used in this case
Controllers at/for Dulles airport also must have experienced a chaotic evening/night, receiving an additional flux of diverted flights that had to land somewhere after the incident...
Pat 25 didn't see crj 5342 was looking at the plane taking off traffic controller should told Pat 25 stay at 200ft and told 5342 there was Pat 25 helicopter coming from the north and traffic controller should have told Pat 25 crj 5342 was landing on 33 soon... My opinion.... Been watching everyone podcast on this crash... only voicing my opinion....
I understand that controllers talk fast in busy areas. The DCA tower controller sounded almost like he had a speech impediment and he wasn’t talking all that fast.
Not staff shortages, do your research with actually ATC professionals before pumping out disinformation. ATC (tower) staffing is like an accordion throughout the day. I think any 5-year-old can understand that analogy.
Instead of accusing of disinformation when it might just be the knowledge available at the time, just make your argument. No need to be disrespectful and assume ill intent.
That is based on reports such as this one, where staffing was described as "not normal for the time of day and volume of traffic", and states: "the tower [at Reagan airport] was nearly a third below targeted staff levels." web.archive.org/web/20250130204434/www.nytimes.com/2025/01/30/business/air-traffic-control-staffing-plane-crash.html
It's hard enough to flying in on that runway by themselves. They had to add helicopters to boot. Its been CONFIRMED that the female military pilot was flying to high while going to fast. Especially at night. I'll wait for more info to come out but these close calls and accidents must stop. Over the last four years the numbers have multiplied.
@harryw9268 DEI HIRES! THEY LOWERED THE STANDARDS TO GET MORE FELMALES AND MINORITIES IN TO THESE ROLLS. EVERYONE HAS KNOW ABOUT IT. EVEN THE 1,000+ ATC THAT WERE WHITE MEN THAT ACED THE EXAM BUT FAILED THE WOKE TEST ARE SUING FOR DISCRIMINATION. THEY PUSHED DIVERSITY OVER COMPATENCEY AND SKILL. THAT'S WHY I MENTIOND WOMEN. THE WOMEN PILOT WAS GOING TO FAST AND FLYING TO HIGH. ALL AGAINST REGULATIONS! THAT'S WHY.
@AirTrafficVisualised, I highly recommend you set up keyword banning on your channel for terms that are currently in vogue that are common dogwhistles used by folk who are entirely here to disrespect the dead and soapbox. In particular, please delete the comment chain started by @aproudamerican2692 after taking a look for yourself; it's highly disrespectful to the deceased and worded to avoid the youtube automod.
From a pilot - Since when is censorship acceptable? If someone wants to make a fool of themselves - well, the more they talk, the worse they look. Cheers. RIP to all involved.
![FedEx MD11 Makes EMERGENCY LANDING After Engine Problem [ATC audio]](http://i.ytimg.com/vi/U0bzFlGaWm4/mqdefault.jpg)
The ATC knew that something horrible occured and he still had to continue to do his job to redirect traffic safely. I really admire that.
I don't.
I think it's terrible, and it makes me shiver. I'm kinda shocked. Instead of preventing the collision, instead of saving the lives of 67 people after he had put them indifferently in harms way, ATC spoke to yet another aircraft that had nothing to do with the dangerous traffic situation, however, was understandably impatient.
I would have expected that - if the controller did not prevent the collision and didn't do his primary job which he's paid for - that the controller's eyes were at least glued to these two aircraft on collision course right before his eyes. He had a panoramic view. That he would watch these aircraft on collision course and hope that God would grant him a miracle and allow 10 feet between the aircraft.
Instead of watching this, and hoping for a happy end, he was watching his radar screen and talking to another aircraft.
I don't understand how a Human was able to do this, turning away, so totally indifferently. He was about to kill 67 people.
He could have talked to the other aircraft 5 seconds later ... in case of a happy end. In case of a fireball, the other aircraft would have known why there wasn't the expected response, not yet, but soon to come. And after all, the pilot of that other aircraft had been told "Stand by", so the pilot knew that the controller was well aware of him, but there was something important going on. But his impatience is kinda understandable since he didn't see from afar what was about to happen.
@@mzrcnn The helicopter requested visual separation and was cleared for it. So the pilot had been 100% responsible to avoid any collisions from that point and didn't manage to do that. The ATC could of course do more, like give the heli pilot a vector to immediately turn at. I think the ATC will never clear his head out of it till the end of his life. But as for the responsibility, he's not the one responsible. Rules are rules.
@@5Dale65 Interesting.
What surprises me is that you remind me of the visual separation and "the rules", but my reply-comment has nothing to do with visual separation. But with the controller's indifference, especially two seconds prior to the fireball.
I wasn't your Training Instructor in the Tower, was I?
@@5Dale65”visual separation” means the pilot will try to maintain separation visually.
If for any reason the pilot was unable to keep the separation, ATC still has the full responsibilities of avoiding a collision and intervene to maintain safe separation.
It’s a controlled airspace. ATC are responsible for avoiding collision inside their controlled airspace.
Might as well just give ATC a binocular instead of sophisticated radar system if they just going to sit there and watch pilots doing their job for them…
@@tonamg53 You hit the nail.
Tower control used to be VFR control and there's a reason why the tower is so high and why the architect has planned plenty of windows for a panoramic view.
But Tower control has deteriorated into a fancy computer game.
And in this particular traffic situation, they didn't even need binoculars. Better to observe the full picture without binoculars.
Worse ... when you're flying over the Tidal Basin at about 200 feet, then you're basically unable to identify with a frontal view which aircraft is south of the Wilson Bridge, and this even worse with NVGs resulting in an impaired perception of depth. When there are four airliners on approach over the Potomac, and three of the four are south of the Wilson Bridge. Regarding altitude ... go and make the 3D test. Thanks to the glide slope, the landing lights of those four airliners merge or fuse into one light spot.
And then you're required to keep your traffic in sight for two long minutes, whilst navigating visually at low altitude along the Washington Channel, wearing NVGs creating a limited field of view, kinda tunnel vision.
They had the traffic in sight. They had visual separation. They were absolutely relaxed and confident that they'll pass behind the traffic. Was the wrong traffic. But they weren't aware of the conflict. R.I.P.
ASTOUNDING JOB!!! This is BY FAR the best coverage I’ve seen of this accident. Here’s to wishing all of the families of the passengers and crew are well taken care of.
Very good and clear video of the accident and the aftermath, was exactly what I was waiting for to find out how it happened.
Yup, agreed. We'll be waiting for the NTSB report for any more details on the causal chain that lead to the conflict.
This is 100% on the helicopter. They confirmed visual on the CRJ and confirmed visual separation by passing behind the CRJ with ATC.
however, it seems to me that aircraft must respect a right priority rule. Any aircraft coming from the right has priority. In this case, the plane appears to be at fault and the helicopter did not do anything wrong.
(traduction with google translate)
@axeld2594 it's not. arriving traffic has always priority over transit VFR.
@axeld2594 omg that is not correct at ALL. I’m not even a pilot and I know that planes given clearance to land have priority . NOBODY should be in their airspace .
Instead flew to front of CRJ to middle or river instead of east to shore? and still does not make sense if confirming other CRJ in site that was going opposite from runway? The heli was informed long before a CRJ was headed to 33- this is just unforgivable, makes me angry
Props to the controller for having to deal with rerouting everyone and remaining professional after witnessing this. Shocking that the helicopter is allowed there in the first place. Gotta wonder if they really had the plane in sight or were just trying to get where they wanted to go.
When I heard about the accident, I came here first. Thank you for getting this up so quickly. I appreciate your dispassionate approach (pun not intended) to these videos. The controller had his hands full but was engaged in a professional manner. Maybe more people will want to become ATCs to help with shortages. Thanks again for an elegantly produced, well-represented video-like always.
Thanks for the kind words! I had hoped to be even quicker but there are only 24 hours each day.
@@AirTrafficVisualised Did you use AI? Guessing AI? I wonder where you took some data from.
People really want to become ATCs but there are some (stupid?) limitations, like the one on the maximum age of 30 at the beginning of your training. I understand the fact this is a demanding job and the older you are the more difficult it is to learn all the stuff needed. But don't you think if we had two times the amount of controllers, so everyone has a collegue by his side to watch his or hers actions, the skies would be more safe? Even if it had to be paid by the higher entrance-age of controllers.
@@5Dale65 On a side note ... 30 years of age is a very GENEROUS limitation. It's only in North America. If you go to the European Union (though I can't guarantee that this applies to each and every county, but kinda likely) ... the maximum age for applicants is 24.
And you only begin with training after having successfully passed a very tough aptitude test. And an attitude test.
Thanks - from a former CRJ pilot.
My opinion:
Chopper pilots, tower, the FAA, and city light pollution all contributed to the "Swiss Cheese holes" lining up in the error chain.
RIP.
Yes, we always have to see and avoid -- when possible.
But based upon human reaction time facts, workload, and speed,
pilots should never have to look for traffic when we're on final/below 1000 feet at a towered airport,
.... traveling about a football field per second.
It's impossible to see, then avoid, any object within X feet, when traveling at Y knts.
At Z height above the ground, options are even more limited.
That's on tower/ATC to clear a path when a pilot is on an instrument approach, and other pilots too
-- to comply with tower/ATC instructions, and with regs.
Especially while on an instrument approach complicated by a circle-to-land, in city lights.
All pilots that night accepting a circle-to-land?
-- Were experiencing amongst the highest workloads one can experience,
short of an emergency.
At a minimum they were watching runway alignment outside,
.....while monitoring speed, height, descent rate, and power in the cockpit.
The chopper on Route 1, then 4, are 200 max height published routes.
The chopper killed everyone on the CRJ at 300+ feet.
RIP.
A published 200 AGL route belongs nowhere near short final.
From FAF/FAP to touchdown, I want at least a 500 foot clearance between me, and any aircraft transitioning.
I'm shocked that route wasn't NOTAM'd/temp closed due to circle-to-land approaches on 33.
That's on the FAA/ATC for keeping the route open.
ATC gave commands to look for traffic, yet no direction.
"Look for CRJ the bridge" or something similar, rather than "Look for CRJ at your 11 O'clock"
Better yet, ATC would have instructed the chopper to -
"Look for CRJ traffic at your 11O'clock descending through 800 feet,
on circle-to-land 33".
Landmarks like "the bridge" given to scan for traffic are add-ons.
Tower/ATC stating clock direction, height, and altitude are best, as standard info.
Would appreciate hearing an opinion from any tower/ATC person.
Best explaination I've read - thank you.
Was sexism/DEI a factor?
@@timonhallas2709 only if that was the reason they were short staffed
@@timonhallas2709are you insane? It’s capitalism not any DEI, billioners will invend the most crazy strawman to take your attention from the most simple and obvious explenation. You don’t have to be an expert to see that 1 controler for THIS traffic was a crazy idea and it’s all because of cutting costs, not offering decent pay for this extremly demanding job. No white straight man was ever prevented from working there! Just not many want to go through years of learning and training to later have so extremly stresfull job but with rather mid pay, not much benefits etc.
It’s so annoying to see this anty diversity, anty „wokness” obsession everywhere, there’s 0 logic to it. Think about Luigi, who killed that CEO, how everyone agreed it was a resonable capital punishment for torturing and murdering thousends of people with treatable conditions for profit. This is what they are scared the most, they’ll do anything to make us hate and distrust each other instead.
the atc did give directions of the location of the CRJ, its localization, altitude, type of plane and ray it's going to use, clock position is not the only way of telling a location
The helicopter was wildly zigzagging its way toward colliding like a drunk driver, while the other helicopters’ and jets’ paths were smooth
“The faa restricted helicopter flights remaining open only to police, medical, air defense, and presidential transport flights”
In the DC area that’s literally everyone and their dog. The FAA did nothing to restrict helicopters if that’s everyone that gets an exception. 😤
Very well done video here.
It's always a good idea to have a military helicopter just hanging around near the approach end of one of the world's busiest airports. Absolutely ridiculous.
it wasn't 'hanging around', but i understand the sentiment and agree with it. Training flights, especially those that may involve anything that could decrease the spatial and situational awareness of a pilot, should be done a safe distance from civilian traffic. The only military flights that should intersect with civilian airspace are positioning or relocating flights (or cargo operations) that integrate as much as possible with the civilian ATC system and only switch to training modes or methods once in a military-only airspace. There's speculation regarding a lot of factors that may or may not have contributed (we'll see what actually mattered here when the ntsb release a preliminary report) but for now it's clear there's gonna be changes to at minimum the local routing of military flights.
From a pilot - c my comment for more.
To ur comment -
A good hunk of the 45K flights occurring daily, interact with transitioning military and police chopper flights.
Safely, without incident - evidenced due to not hearing about them.
Of course, one crash is one too many.
Looking forward to the initial and final NTSB reports.
Probable causes - Tower, the FAA, chopper pilots, and light pollution.
It's normal for an airline to retire the flight number of a crashed aircraft; a notable exception is American 1, which is now daily service from JFK to LAX. American 1 crashed 1936, 1941, and 1962.
Thanks -
Even as a former UA sales manager, then pilot, I didn't know that.
Wasn't mentioned during UA's initial 6 week management training at HQ.
Nor during the follow up 6 week advanced course when I got promoted.
Good music with this one. I feel bad for the guy working ATC trying to get everyone rerouted - he definitely sounds exhausted.
Thanks for sharing this in a purely factual way, the investigators can explain any faults later. Where can I find more information about Visual Separation? Requested and approved/denied.
I found information on visual separation here, www.faa.gov/air_traffic/publications/atpubs/atc_html/chap7_section_2.html , which is likely precisely the rules used in this case
At this point your best bet is to wait on the ntsb to release a preliminary report.
The details !
Skimming on staff when it comes to security-related jobs is NEVER a good Idea.
Thanks trump
that night TWR was NOT understaffed. 5 persons in the room. More often only one for nigth shift.
@@AirTCOit was 8 pm. No flights are coming in?
Irrelevant, ATC made the black hawk aware of the plane, where it was coming from, and where it was going
What a mess. One controller had no business working all that.
On your sim of crash you have them at 200ft crash report said Pat 25 was at 300ft and crj 5342 was at 325ft...I have seen...
One of the unfortunate times you don't mind getting a phone number from ATC
Controllers at/for Dulles airport also must have experienced a chaotic evening/night, receiving an additional flux of diverted flights that had to land somewhere after the incident...
I believe Dulles took about 20 diversions and BWI took a few as well. Fortunately, both airports had the capacity to handle the extra aircraft.
Pat 25 didn't see crj 5342 was looking at the plane taking off traffic controller should told Pat 25 stay at 200ft and told 5342 there was Pat 25 helicopter coming from the north and traffic controller should have told Pat 25 crj 5342 was landing on 33 soon... My opinion.... Been watching everyone podcast on this crash... only voicing my opinion....
I understand that controllers talk fast in busy areas. The DCA tower controller sounded almost like he had a speech impediment and he wasn’t talking all that fast.
According to the real ATC radar and audio recording in the ATC hall the behaviour of the controller caused the questions
Could you elaborate?
Not staff shortages, do your research with actually ATC professionals before pumping out disinformation.
ATC (tower) staffing is like an accordion throughout the day. I think any 5-year-old can understand that analogy.
Instead of accusing of disinformation when it might just be the knowledge available at the time, just make your argument. No need to be disrespectful and assume ill intent.
That is based on reports such as this one, where staffing was described as "not normal for the time of day and volume of traffic", and states: "the tower [at Reagan airport] was nearly a third below targeted staff levels."
web.archive.org/web/20250130204434/www.nytimes.com/2025/01/30/business/air-traffic-control-staffing-plane-crash.html
Trump firing everything has this outcome. wierd huh?
The FAA has been understaffed since Ronald Reagan was president.
It's hard enough to flying in on that runway by themselves. They had to add helicopters to boot.
Its been CONFIRMED that the female military pilot was flying to high while going to fast. Especially at night.
I'll wait for more info to come out but these close calls and accidents must stop. Over the last four years the numbers have multiplied.
Why would you mention “female” specifically, I wonder…
@@harryw9268because it was a female. Duh. Why are you offended by facts? Gtfo of here with that bullshit.
@@harryw9268because she fucked up and killed over 60 people.
@@harryw9268 Likely because the flight overview in the video mentioned the crew was two men and a woman who was flying her eval flight. Nothing more.
@harryw9268 DEI HIRES!
THEY LOWERED THE STANDARDS TO GET MORE FELMALES AND MINORITIES IN TO THESE ROLLS. EVERYONE HAS KNOW ABOUT IT. EVEN THE 1,000+ ATC THAT WERE WHITE MEN THAT ACED THE EXAM BUT FAILED THE WOKE TEST ARE SUING FOR DISCRIMINATION. THEY PUSHED DIVERSITY OVER COMPATENCEY AND SKILL. THAT'S WHY I MENTIOND WOMEN. THE WOMEN PILOT WAS GOING TO FAST AND FLYING TO HIGH. ALL AGAINST REGULATIONS! THAT'S WHY.
@AirTrafficVisualised, I highly recommend you set up keyword banning on your channel for terms that are currently in vogue that are common dogwhistles used by folk who are entirely here to disrespect the dead and soapbox.
In particular, please delete the comment chain started by @aproudamerican2692 after taking a look for yourself; it's highly disrespectful to the deceased and worded to avoid the youtube automod.
From a pilot - Since when is censorship acceptable?
If someone wants to make a fool of themselves - well, the more they talk, the worse they look.
Cheers.
RIP to all involved.