NEAR DISASTER | Takeoff and Taxiing Planes Almost Crash at Washington-Reagan DCA
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Controllers definitely messed up coordination up there. That quick "cross runway 4" during taxi instructions for Southwest, then Tower clearing Jetblue to take off... Also sounds like someone is in training in the tower?
I beg familiar DCA pilots and controllers, if you're reading this, please email for further information on how operations work there when landing on 1 and departing on both 1 and 4.
Damm
Agreed, the taxi instructions should have advised Southwest to hold short of the runway, or to hold the other aircraft and allow Southwest to cross prior to clearance for takeoff. ATC definitely lost their situational awareness here.
Part of it sounded like Tower and Ground don't know what the other was doing. Ground either ordered or allowed Southwest to think they were clear to cross 4 when Tower gave permission to Jet Blue to take off.
Hey Victor, might want to edit your comment: "I beg familiar DCA pilots and controllers, if you're reading this, please email for further information..."
Man oh man. We seem to be just avoiding more and more disasters lately.
I really like the highlighting of the actively-talking plane combined with the darkening of the rest of the map. Please keep doing that, it's really helpful! Also, the map detail is fantastic. Nicely done!
Exactly!! Very good observation to a very complicated situation. Without the highlights, I would have difficulty understanding how everything was proceeding. Yes, I have hearing problems and no, I don't have a hearing aid yet, I have tried a couple and they were seriously lacking in performance.
I was going to say this is a feature that has come to be very helpful in their videos
Yes! Excellent work
This channel gets this up even before the FAA administrator reads about it on the daily briefing.
Great team of witnesses out there
And we love this channel!
In which other way would you want to explain what happened here then ?
Which should be a sign that he needs to make a change to how his agency runs operations!
Operations at the field are tight. And Congress is holding up FAA reauthorization partly over INCREASING the currently restricted flights into DCA.
in this case, "i guess we need a phone number" is the polite form of "i want to talk to your boss!"
"Possible Tower Deviation" ;)
At that point the Southwest pilot probably thought they were the ones who screwed up. They likely thought they misheard the instruction to cross and the controller didn't catch their supposed readback mistake. The voice sounds like the pilot thinks his career is in jeopardy from making a mistake that could've killed hundreds of people.
I'm sure it'll be a relief for him to hear the tapes and know it wasn't primarily his mistake (though he could've confirmed,) but in the moment he must have been feeling quite terrible thinking it was his error.
It was a different voice asking for the phone number....my guess it was the Captain
@@arantala The Southwest immediately verbalized that they were cleared to cross when they read back that they were stopping, I don't think they thought they were in the wrong.
@@arantalaYeah, I thought the same thing.
A very wise flight instructor once told me in training that “if ATC makes a mistake they still go home that night. If you make a mistake you are likely not going home that night.” Words to live by for every pilot out there.
I like the more grim "If a pilot screws up, he dies. If ATC screws up, he still dies"
well, they can go home but also to prison.
Well there was that video they posted recently where a plane almost hit the ATC tower...
@@vanessaruiz4705 only if it was deliberate, and can be conclusively proven as such.
A phrase that always pops in my head when people consider fault vs outcome, you don't want "it wasn't technically my fault" on your tombstone.
That Southwest dude took it like a champ! Just give me the number, I did nothing wrong anyway. He was clearly cleared.
Clearly cleared Roger roger.
yes but your listening to the frequency and see another plane starting to roll, you would think its a good idea to stop. 100% on ATC tho
@@a_goblue2023 Would have the SWA been on the frequency to hear the AA takeoff clearance?
@@zaphodbeeblebrox2911 they should have switched to tower before they crossed 4
@@amazer747 Check, Chuck.
It's a hair raiser when *_a new voice_* jumps on the coms and rapidly gives the stop order.
No kidding. What's really scary is when something like this happens and several people notice it at the same time, so everyone jumps on the radio to warn them, stomping on eachother's signal and no one hears anything! I've seen that happen numerous times!
Incidentally, Washington-Reagan DCA is a big enough airport, I bet they have a runway incursion detection system which would set off all sorts of alarm bells at the tower.
FM frequency capture is great for noise reduction when there's one transmitting station, real bad when you need to talk over someone urgently..... maybe Guard should be changed to use AM or SSB?
@@hotlavatube This was a contributing factor in Tenerife. Several important transmissions were lost because people were stomping on each other, any one of which could have prevented the disaster which was almost duplicated here!
I think in this case the controller might have been training and either the tower supervisor came on or the training controller was relived once the situation occurred. You can actually hear the voice in the background saying “ tell the Southwest to stop!” Even before she takes over the position.
@@donwald3436 AM with TDMA?
Southwest indeed was cleared to cross and clearly read back the clearance.
Did you hear cleared to cross then, I didn't.
@@DropdudeJohn 0:32 since you seem to have missed it "Cross 4 at Charlie"
@@DropdudeJohn I heard and the subtitle also have that...
Tower say: "K, C, cross 4 at C"
Southwest: "going to 1, K, C, cleared to cross 4"
@@DropdudeJohn clearly cleared at 0:36
@@DropdudeJohn That and GND can clear to cross a runway?
That one was on ATC. Good lord.
Perhaps, but isn't the safety net that pilots are supposed to look both ways when crossing or entering a runway to be sure no one is coming or on final for that runway?
Southwest said he was stopping so I'm assuming they caught it but ATC was in full "oh shit" mode.
@@ljfinger They probably did, and it may have looked like Jetblue wasn't moving, due to being on the initial part of the takeoff roll.
@@ljfingerthey seemed to be stopping
@ljfinger Imagine if the weather had been foggy.
The woman who stepped on, I was based at DCa for years. I recognize her voice. That woman is the best controller in the NAS and I’ll argue with anyone over that.
She wasn’t the one who messed up, that would be the ground controller, who sounded anything BUT a ATC!!!
Yup...went back and re-listened. SWA was given clearance to cross runway 4 and his read back included the instruction to cross runway 4. This one is on ATC for sure.
except that before crossing a runway you should LOOK to see if it is "clear" left and right. If they collided, NTSB would very likely have put some fault on SW unless vis was less than 500 RVR.
@@rchilds527 We always light the plane up and clear both directions before crossing a runway. But this one is on ATC. Big time. The difference is, a pilot can get a violation that will seriously effect her career. ATC? Maybe a retrain, I don't know.
@@rchilds527 They wouldn't have known if the aircraft was in position and holding or was cleared for takeoff. Don’t think NTSB would have expected them to discern the pilots intention or to hear radio traffic on another frequency.
@@country_boy9180 this is where it goes into the weeds. Would a "reasonable person" notice an aircraft on a runway with all its lights on, moving in their direction, still proceed to cross? Yes, ATC is at fault 99%, but it's up to us to verify a runway is safe before crossing. Low vis? Yeah, have to trust ATC and ground radar if available. "Clear and a million?" We have to verify safe to cross.
You can’t always even see the end of a runway with sloping terrain
Vas, your individual aircraft identifiers is an awesome improvement. Well done.
Just noticed that CBS News used your graphics on their news report concerning this incident. Impressive.
That golden moment when a pilot requests the phone number, rather than receiving the dreaded "I have a phone number for you". Major f*ck up in the tower...
I really appreciate the graphic. This video in particular I can see the effort that went in to making the visuals easy to understand. Thank you!
Southwest was correct, great situational awareness there to realize the bad instruction. Great job as usual getting these up so quickly, Victor!
Thank you for watching
What's ur Vector, victor?
Roger, Rodger.
@@THRASHMETALFUNRIFFSSurely you can’t be serious with a comment like that.
@@VASAviation -you are AWESOME to get this stuff out so fast!
well he realized the bad instruction but kept going and was about to cross the runway anyway... and from the runway angle, the southwest could have clearly seen that the Jetblue was rolling. Not saying the fault was on southwest pilot but a visual check before crossing the runway not matter what the ATC clearance is should be a must ! At least it is the case in the airline I fly for.
Tower goes on, pretending nothing happened and Southwest is like “nah, give me a phone number, I will have the talk”
No choice, in either case. You expect the tower to go and have a coffee and a cry?
They needed to take a deep breath and settle down. They sounded like they took a deep breath and was waiting for their heartbeat to get back to normal.
The voices changed. Some people got pulled and the supervisor took over.
Oh no they were definitely aware of what happened and the supervisor took over
@@rhanemann9100 in some countries it is mandatory for the controller to have a break and write the report.
@VASAviation, Yesterday we were flying KSDF to KMSP and heard a pipeline declare mayday on guard somewhere in the vicinity of the Iowa City VOR (IOW). He was coming in broken but it sounded like he said he had a midair with something and was trying to maintain altitude. Would have been somewhere around 22:00Z.
Another contributing factor is that the planes were on different frequencies as SWA was instructed to switch to tower when on the other side of runway 4...
and other things
Trying a bit too hard to NOT NOTICE the obvious thing about this particular situation.
Is the different frequencies thing an issue for the billion other times airplanes taxied and took off here?
@@bosshog8844 sometimes the pilots catch ATC errors when they give conflicting clearances on their frequency, especially regarding runway clearances
@@insomnia20422 Most pilots are actively looking out for this. I know that Lufthansa for example trains their pilots to mentally "lock in" any runway number they are cleared to cross or go onto and listen out to ANY mention of that number from that point on, so you quick spot a potential conflicting clearance.
@@bosshog8844 Only if the controllers made a similar mistake. The cause of the situation was conflicting instructions from controllers. Had the planes been on the same frequency it is possible the pilots might have noticed the conflict sooner and been able to avoid it; in other words, the fact that neither plane could hear the instructions given to the other decreased the chances of the situation being caught and therefore contributed to the chances of it occurring.
Luckily this was in good visibility which surely helped both aircraft and also ATC spot the conflict. We don't separate aircraft on luck.
DCA wouldn't be launching off both runways in this configuration if the weather was bad. Not would they be giving the clearances they were due to higher separation requirements.
@@kmlevel seems like they maybe they shouldn't have been doing it in good weather either considering they nearly put two jets together. Live and learn I suppose.
I'm based in DCA. Lots of training, and they are getting too close for comfort for the last couple of months. Departing traffic with final traffic at 2 mi, loading crossing runways with line up and wait traffic. DCA tower and ground have been really pushing it lately. Every pre-departure briefing the number 1 threat we brief is DCA controllers and to stay on our toes.
In the last several years Runway 15/33 has become routinely used for commercial departures. In the last few months Runway 4 has as well. 3 runways now are used for commercial departures. I know this just by seeing DCA from my living room and can attest in the past few weeks the departures are in much tighter frequencies than ever before.
Fly into DCA a lot as well. Somehow, it's still a debate as to whether or not to add more flights to DCA. The DCA controllers are usually pretty good at keeping the flow going safely, but if you push any system to its max something is gonna give.
@@mcleanirish airliners on these runways is normal. Ive landed an Airbus on 33 many times. The problem is having aircraft on short final, multiple line up and wait aircraft, and one on a takeoff roll. Its chaos and DC ATC lacks the situational awareness to pull this off
@@TanTran-xe4mb there should not be training at this airport. Additional flight at this point in time is a very bad idea imo
@@dcxplant certain members of Congress are pushing for it
I immediately got worried when the clearance to cross 4 was giving SO early. Isn't it more usually to give a 'hold short' and only when they get there to give them the clearance? Wonder whether there is a protocol there?
Not at DCA. This is a common instruction/clearance. Well, WAS as ATC will be changing procedures after this happened, I suspect.
@@av8tor1908 I'm not an expert, but it's bizarre to me that permission to cross a runway and permission to take off from that same runway are not done on the same frequency. The whole "tower on the other side [of the runway]" thing doesn't make sense to me. You'd think that any instructions involving movement on a specific runway would be handled by the same controller for precisely this reason.
Go to ORD, they do this all the time with 50 other taxi instructions on top of that. It could take you 20 minutes to get to the runway crossing, but you got the clearance, so DON'T STOP!
@@erauprcwa Yeah, ORD GND ATC says instructions as fast as possible with 5 or 6 taxiways and they wonder why guys screw up.
@@guspaz Lucky no one was killed today. What’s puzzling to me is neither crew seems to have saw each other, nor took action until ATC screamed on the radio to stop. It’s a short distance between them where this occurred. Weather was good and both planes would’ve had all their lights on while crossing the runway/taking off….
We‘ve been getting these types of incidents at an almost weekly bases. The US seems to have a serious problem with runway incursions due to what I would guess is congested airports, overworked ATC and an apparent lack off safety systems. You‘d hope that after the JAL a350 accident every countries aviation authority would look into this topic.
Now post all the times we save y’all’s ass and say nothing
@@CR-mv4rldon’t get defensive, we know that not every controller is like this. But when the consequences are hundreds dying, we have to focus on fixing every mistake, and preventing them. Better safety systems at airports would go a long way, relying on humans always leaves risk.
erm...that is sort of, your job, y'know...?@@CR-mv4rl
Great job by both pilots. They did proper readbacks, but they also both had good situational awareness and took appropriate action for the safety of their passengers.
As an ATC in France it seems crazy to me that Ground controller is allowed to make planes cross an active runway. Here all active runways are under the responsibility of Tower controller.
Runways de-ranked as taxiways are another story though.
US ATC procedures are very aggressive compared to just about everywhere else. It is routine to issue landing clearances to one aircraft before the one ahead of it in sequence has even landed. If a radio fails or comms collide then you're relying on pilots seeing the other aircraft and going around on their own.
It is definitely not a fail-safe system.
@@RichFreeman Yeah, that landing clearance thing with the runway occupied is crazy... seems like an "exception" thing that rapidly became routine...
@@aboriani the US term is time-based separation and it is completely routine here. Obviously on routes everybody separates based on time. The problem is that with a runway there are way more variables - the plane is stopping and needs to vacate the runway, so it isn't just flying in a straight line at constant speed. Any number of things can easily cause the plane to dwell on the runway.
@@RichFreemanI know, maybe that’s the only option with the volume of traffic you have in the US, but saying “runway is occupied, continue approach” and then clear the landing when the runway is actually clear is not a bad option either, considering the risk mitigation in doing that.
But again, I don’t fly in the US and I’m not familiar with the challenges you have there.
@@aboriani oh, I'd absolutely do it the way you suggest. I'd just reduce capacity and institute positive control, and auction off landing slots. Then build more airports if needed. It isn't worth compromising safety just to avoid having to deal with zoning fights.
Gobsmacked how quickly this video was put together. Well done!
PERFECT video with the audio. Thank you very much for this adding
Just saw this on NBC news. Wife says, WOW wonder what it sounded like happening. HANG On honey.. pulls up VASAviation.
😂
Thats a huge screw up by the controller. This stuff is pilling up
The standards have dropped and we're seeing the results. It's only a matter of time. This is happening far too often and we've been lucky so far.
Needed 87,000 IRS agents instead of competent air traffic controllers
@@v1rotate391 shouldn't be an instead of as we also need competent people at IRS.
@@v1rotate391those aren’t 87,000 additional agents they are replacing retired agents. We can hate on the IRS all we want, but if they were staffed and funded to the point billionaires and corporations couldn’t routinely cheat the system, the country would be a better place.
@@lu4414exactly. And we need a fully funded and staffed Mine Safety and Health Administration as well.
Southwest got it doubly right. He was told to cross 4 and in his readback he even added the word "cleared" as "cleared to cross 4", almost as if his pilot spidey sense felt a problem was in the offing.
And then they didn’t bother to look out the window before crossing.
@@joetheairbusguy1813 THIS. Both pilot heads up and scanning before crossing a hold short. Hell even add a clear left, clear right.
@@joetheairbusguy1813they were looking, that’s the only reason they were able to stop short of the runway. Takes a few seconds to see that an aircraft is starting its takeoff roll, especially when it’s mostly heading towards you. They probably thought the jet blue was told to line up and wait, until they saw the jet barreling down on them.
I think this is highlights a flaw in procedure. If the taxi directions include cross a runway does that mean they’re automatically cleared to do so? Or do they have to get separate permission to cross an active runway? Clearly it should be the latter
@@digitalhen: if the taxi clearance telsl you to cross a runway, that's clearance to cross the runway. If they don't want to clear you to cross the runway the clearance tells you to hold short the runway.
Crisis of competence is only going to get worse.
This channel is gold.
Oh, thanks!
Rachel saves the day! Love her!!!!!
Is she the female voice that took over from the DCA TWR male controller that had given the take off clearence?
Diversity hires in the tower cab. No surprise when this is the outcome.
Yep, that's on ATC for sure. DC Reagan absolutely needs a metering frequency to manage pushbacks, it is very difficult to handle both pushback and taxi clearances for so many aircraft and it shows that the challenge is causing errors.
Definitely needs a metering frequency. During the busy push times it can be nearly impossible to get a word in with Ground.
I worked at Ohare Airport moving planes, I was shocked how many incompetent people were working there. There should be standards on hiring people when it comes to Aviation.
Thats one where the pilot should ask ground if they are ready to copy a phone number.
What is wrong with ATC in USA currently. So many near misses.
It’s who they’re hiring, and the lowered standards in order to fill that quota.
Diversity, Equity and Inclusion. www.faa.gov/deia
The law of averages is going to catch up. One just can't have these kinds of close call all the time.
'Didn't Earn It'
If that was today, quick on getting it up and Jet Blue is still on the ground with a 6 hour delay
Overheated brakes?
Great job @vasaviation. I listen to the DCA feed often as my office overlooks the airport and its fascinating.
One thing I think missing from this video is the nuance of the timing of the other aircraft and how tight the sequencing is in such a busy space at DCA. Let me explain.
--Tower clears Southwest 2830 (the other southwest aircraft) to line up and wait, Runway 1, traffic on a 6 mile final, just as Bluestreak 5226 is touching down. The intent is to launch two planes in that 6 mile gap.
-- As Bluestreak 5226 rolls out on runway 1 and passes the intersection of runway 4, Tower clears Jetblue 1556 for takeoff rwy4.
-- Tower then clears Bluestreak 5226 to turn left off of rwy 1 at N after landing, contact ground. The expectation at this point is JetBlue 1556 is mid-takeoff roll. (This is where the near collision occurs with Southwest 2937)
-- The plan was that once JetBlue1556 crosses the runway 1 intersection on its takeoff from runway 4 (it likely has a right turn 060 departure heading, the tower is going to clear Southwest 2830 from runway 1 on the SID, which is NW bound.
-- Lastly, the tower supervisor clears Southwest 2830 for takeoff runway 1 after the near collision. Even before addressing the Jetblue or Southwest 2937. That's because another plane (unknown call sign) that was 6 miles out a minute or two ago is likely on a 2-mile final, cleared to land
I only bring up that sequence as I really think the timing and spacing plays such a pivotal role in tower planning, expectations, and clearances. Who knows why ground told SW2937 to cross 4, or why tower didn't hold JetBlue, or why they miscommunicated, but I think timing is a big part of it.
Other general notes: The ground controller voice is not super familiar to me. Maybe new. The guy screaming in the background telling southwest to stop sounds very familiar. The initial tower controller isn't new. The tower supervisor who takes over has been there for a very long time.
Thank you very much for your extended information and feedback
Perhaps ground expected Southwest be slower and not reach the runway to cross until after JetBlue had passed the taxiway on takeoff?
Well put! Good call and awareness by the tower supervisor to clear Southwest 2830 for takeoff. You must have been listening for a very long time to be able to recognize all their voices haha
I used to work there. Very nice explanation. The initial tower controller is new (in training) and the ground controller has been there 3 years. The female controller is not a supervisor but a long tenured controller who knows her ish. Communication was not clear ground thought she had permission to cross while jet blue locked in position. Crossings are usually authorized if there is a delay on the release from Center. Jetblue in this instance was already released. The trainee never verified if ground was clear and cleared jet blue based on the timing as you illustrated but forgot to check the first box in the process. Which is confirming ground is clear of the crossing runway. It will be a good lesson for him, and I promise you, HE WONT DO IT AGAIN. Talk about a scare!!
@@gibmodinero8101thank you for those clarifications. I must have the voice of the initial tower controller confused with someone else in my brain.
Really great explanation on how they are supposed to verify clear to cross. I also forgot about the additional layer of clearance required from Potomac for the rwy4 departures.
ATC be really polite when they know they f'd up haha
Good job on both Pilots for seeing the conflict. The taxing aircraft stopped before the runway. The aircraft on the roll rejected when they saw the conflict.
As a pilot who operates into and out of DCA often, this is not surprising.
What is the cause of the uptick? Or has it always been this way?
First close call since January in DC. Glad everyone is ok. Thanks for the video VASAviation!
Wow! Nice job on the part of both crews avoiding a collision in spite of conflicting intructions.
It is only a matter of time before a lot of people die in an incursion like this. I'd rather be late than dead.
Its going to be harder ton convince the higher ups. Delays are a nuissance but this can also impact capacity and the airports bottom line.
No ded = no changes
@@cibularas3485sad but true...
Thank you very much for picking those Incidents up and publishing them!👍
This is the reason why, when I was going through the ground control portion of my training for VATSIM USA, they have a policy in effect that controllers never grant clearance to cross an active runway until the aircraft is actually at that runway. If the runway is closed and not being used, then they can clear its crossing during the rest of the taxi instructions, but not if it's actively being used for departures or arrivals.
Seems like that would be a good rule for the real world ATC, too.
I bet that JetBlue pilot was shaking after that. Holy hell.
Can we go a week without ATC causing another near disaster in America? Jesus.
Based on VASAviation's uploads, yes 🙂
Pretty please!
go be an ATC controller. be part of the solution and not just some keyboard jockey
@@soccerguy2433 That's not how that works. If we're only allowed to criticize things we're experts in, why have democracy? Would you prefer to have a dictator since the public is not an expert in making policy? Besides, what makes you think pal2011 is located in America? For all you know they could be an air traffic controller controller (your words) in some other country.
It’s gonna get worse and we have a pathetic. Dot secretary who isn’t helping. Should have resigned months ago
Tower asking how much time they need to clean out their drawers
Thank you, VAS.
Why are there so many such incidents this year alone?!?! And why are almost all of them in the US?!?! I know they have a lot of air traffic, but Europe and Asia high traffic too especially in airports like LHR, AMS, DXB, HKG and CDG, but no notable close calls have been reported from there
Basically every other country is MUCH more conservative with clearances and spacing. The US really stacks those planes up. This allows more flights but if anybody doesn't get a message they're on a collision course.
IMO it is just an unsafe way to operate, and all these near misses just make it obvious. It is a matter of time before a lot of people die.
At least everyone responded appropriately and no one got hurt.
I don't understand this situation yet, but after binge watching these things for a few weeks, this was the first time I've heard a controller raise his/her voice. And from the background, too! As a nonaviator, I was surprised at how viscerally that affected me. I've told my kids to stop like that when they were learning to drive and hearing her was the same feeling. I realized after a moment that I wasn't breathing. Scary.
With that busy of an airport, surprising ground would clear anyone in advance to cross active runways
Yeah, I guess that would be perfectly previously coordinated to issue a cross that soon.
Poor process, poor performance.
Only in the US would they use seperate frequencies for the same active runway. Thats some dumb shit right there.
4 is rarely used for departure. I can see how it would slip a mind.
@@cherryocola so you’re saying they should have local and ground on the same frequency?
Good job done in the end. No panic, no angry shouting. Mistake was made, mistake was corrected, just, and everyone went on with their day. Pax will never know.
They know NOW.
Pax would have noticed the plane lurching to a stop, holding for 15 minutes while brakes cooled off, and then taxiing back to the gate. That's all a bit hard to hide.
Yea, when non-DEI people were on frequency it was safe again.
@@arthurfoyt6727 spotted the Russian troll
This is why the local or tower controller should be doing all the runway crossing instructions, not ground.
Ground is a local controller.
@@stephenp448 No. Ground controller and local controller aren't the same thing.
@@saintchuck9857 depends on how literally you're taking the term. What I meant was that the ground controller is local to the airport, and is generally in the tower cab with whoever is on the 'tower' frequency, as opposed to working in a separate location. At the airport I fly out of, there are times that the tower and ground frequencies are manned by the same person if it's not busy.
Always helps to listen to all of atc instructions
Yes, near disaster, but luckily, the issue was realized and immediately addressed as needed. Great job by all on avoiding disaster!
woah nelly that was too close!
This is one clusterf***k of an airport layout.
Yep, getting out and in is a clusterfuck as well with the airspace restrictions.
You are right about that. I flew out DCA and IAD for a long time. IAD used to be chill back in the day, not so for DCA.
Runway 4 is not commonly used. DCA has 3 runways, but the majority of ops are on 1/19, with 15/33 as the secondary. As far as I have observed, 22 is never used. Runway 4 is used uncommonly because takeoffs point you directly at a no-fly zone, so require an aggressive right turn after takeoff.
@@dl8513the no fly being the White House 🥶
@@ObamaFromKenya Assisted Living House
All is well that ends well .... I often wonder how many times I have been a passenger and had a near miss without having a clue! Makes me feel very small indeed.
thanks for the info
Possible controller deviation. Please copy this number.
This is Boeings fault some how
Comment of the day! We all know that we can blame this on the Boeing E190.
@@matthewblackwell8848 The two Jumbo Jets came close to disaster after the TCAS malfunctioned!
@ Through love, perseverance, and good ADM, the crews called upon the help of our Lord and Savior Captain Sullenberger to help land both of the planes on the incorrect runways, then explain it away using 14 CFR Part 91.3(b)! We thank them very much for my service!
This made me lol
I heard it was Trump's fault
This crap keeps happening more and more often in the US. Absolutely ridiculous.
Everyone sounded so calm and matter of factly. But I’m sure there were plenty of people involved asking themselves “Who the F*ck dropped the ball here..what the f*ck are you doing?”
Good thing the flight crews were paying attention! Controllers definitely dropped the ball on this one. Then that call to Bluestreak was timed very unfortunately.
DCA seems like it really needs runway status lights if it doesn't have them.
Holy! Looks like that happened this morning and JBU1554 still hasnt even gotten back on track and you already have a video out, complete with appropriate emoji faces and all.
You are a pro, sir.
@@MrS7629 Seems like one (or both) pilots didn't feel like flying anymore that day.
That flight may have gotten re-crewed.
@AEMoreira81 re-pants for sure anyways.
@@MrS7629 They probably had to inspect their brakes after a stop like that. The manufacturer will have specific instructions for how to handle an aborted takeoff and on large planes like that it often includes inspecting the brakes afterwards if they reached a high enough speed before aborting.
It's worrying how frequent these near misses take place
Great content!
I’m DCA based and there’s a couple controllers there who screw the whole place up. I’m genuinely surprised this doesn’t happen more often. It’s crazy there.
diversity hires not based on qualifications but shoehorned in to make a quota?
Unfortunately these incursions have happened at other airports it did not matter how the weather was behaving. This happened during the day correct
@@kay9549 The problem at DCA is they refuse to use the metering frequency. I’ve sat at the gate trying to get a word in for over 20 minutes. The amount of blocked calls is ridiculous. Very fortunate in this incident that the pilots noticed because even the first stop call was blocked. It’s a clown show there with a few very fine controllers who keep it running. The new ones, however, are a liability and this shows it.
@@kaijohnson5033God help them when the experienced controllers quit or retire early?
This "diverse" ATC experiment is working out so well!!
Great job FAA!
dumbest comment i've ever read.. well done.
@@uhohDavincitruth hurts, doesn’t it?
Clearly what happens when you don't take the best and the brightest for the position of ATC anymore.
Southwest was right, almost dead right. In all my years of flying I never crossed a runway without first making sure no one was landing or taking off on it. USE YOUR EYES!!!
It looks like the FAA's "Be ATC" campaign is alive and well
"Diversity is the backbone of our success!"
It's gonna get people killed but everyone likes how many digits are on paper with the job offer.
Actually ATC is overworked and understaffed, hiring more controllers is a good way to reduce the occurrence of incidents like this
@@VOIP4ME QUALIFIED controllers, not DEI box-checkers.
It’s about hiring people who are qualified. I can care less about their color or gender or trying to do some diversity balance thing. I want the best of the best pilots and ATC. Period.
Everyone can be a ATC n sheeit 😂
Southwest was cleared to cross, yes. BUT: “clear left, clear right, cleared to cross” is supposed to be the catch all here. Now, it’s entirely possible that’s what saved the day, as SWA did say “we’ve stopped,” but it’s really important to make sure we’re doing it all the time, every time. One other observation, DCA has *no* stop bar lights or wig-wags. This needs to be fixed *yesterday,* especially for the crossing of 4. It’s way too easy for someone not familiar with DCA to think that’s just a taxiway.
I think it is also hard to see at that distance whether the JetBlue is waiting or accelerating. Being cleared to cross assumes the lined up traffic is holding.
Southwest isn't responsible for knowing whether JBU has line up and wait instruction (as another aircraft on frequency was given) or whether JBU was cleared takeoff. Yes, it's great situational awareness to try to keep track. I regret your implication that responsibility for this near miss lies with anyone else but ATC.
Wig wags or stop bar would not have fixed the situation unless the controller that gave the clearance to cross also turned on the runway stop bar.
This is purely a case of ATC giving two conflicting clearances because two controllers were not coordinating. Yes, rare lapse by ATC but also important to identify root cause.
@@ZeroG_Bandit I'm not assigning responsibility to anyone here. Everyone stopped and there wasn't a collision, so both flight crews did a great job, as far as I'm concerned.. I'm just re-iterating the importance of looking out for yourself and your jet, especially in an ambiguous, confusing airport like DCA.
@@ZeroG_Bandit He's not responsible for whether or not JBU has line up and wait instructions, but he IS responsible for the lives of everyone on board. Always crosscheck even if you have ATC clearance.
The root cause of the issue isn't ATC, it's the clearance that allows ATC errors to slip in so easily. This would never occur if runway crossing clearances were only issued immediately before the runway is crossed.
Been retired now for three years. Can’t say that I missed the job.😎
That was sickening. ATC cleared SWA to cross runway 4 right here: :32 Victor, this is a great illustration to go with the audio!
Every day we get closer to a Tenerife disaster. There really needs to be reform in how planes are coordinated on the ground.
Well Tenerife was in fog and the controllers didn’t FU.
Well, Tenerife didn't happen that way. So there's no point bringing it up.
Also reform into what?
It’s not like we can change how planes taxi, nor can we change how tower and aircraft communicate, so what reform is there?
Here there was a single mistake, as is going to happen, and the safety measures stopped it, as they’re supposed to.
We’re already designing, testing, and rolling out new equipment to make it clearer when and why a runway or taxiway is foul, but that stuff takes time and money.
@@DeltaEntropy There is always better ways to do things. With a perfect system, something like this should not be happening.
@@adityanair5613 we’re never going to have a perfect system because perfection isn’t achievable.
Just saying we need reform doesn’t mean anything.
When did they hire TSA to do air traffic control?
They're only temps, until the former fast-food people being fired in California can get there on the Greyhound . . .
If they had that much difficulty at DCA, imagine if this happened at ATL? So glad it was avoided!
Excelent vídeo!!
Congrats!!!
F me, that was TOO close.
In contrast to the “dangerous” frequency switch that occurred in Toronto last week, no berating, no condescending chatter, just a muted, professional response. Mistakes happen, we’re supposed to learn from them, not verbally take it on the chin like the YYZ occurrence.
Yeah, but the thing is, in that business, a mistake can kill a lot of people
@@soupafi.. and chewing one out on the radio makes it safer? 🤦🏼♂️. No.. but investigating why it happened and taking measures to prevent it in the future most certainly does. Their response to what happened was unprofessional and unnecessary.
@@theflyingrealestateagent2828what happened at YYZ? someone who arrived there 4 days ago!
@@crazyralph6386 .. not a lot frankly. A crew landed on 06R, was cleared to cross 06L which was not in use but they mistakenly switched to a ground frequency. They were then unprofessionally berated by two separate controllers for doing so.
@@theflyingrealestateagent2828 got it, thanks!
I love that wrong readback from the Swiss at the end, but the controller caught it. Good job!
The FAA in 2012 went to using biographical information to hire candidates rather than training and talent assessment testing (the test that was released in court documents showed things like: You would get 1 point on your score for every high school sport you played, several points if you were unemployed, and surprisingly if you have a pilot's license or previous experience you get 0 points) The FAA is still paying for this blunder and during this time thousands of students paying for their own training gave up trying to get in and moved on with their lives. They probably are not "understaffed", they just don't have enough qualified controllers.
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Wow hope they are OK
Is there some sort of automated runway incursion alerting system installed at DCA?
Wow! Have never seen how this works. Very interesting.
I'd have said "Ready to copy phone number for a possible controller deviation..." Had something similar happen to me in MDW. Stay vigilant everyone...Nice job with the video, keep this stuff coming!!
1554 needed to change his pants. ATC needs to change controllers.
The FAA needs to be led by a commercial pilot who specializes in safety, no w a lawyer who specializes in EV aircraft.
This was an interesting one. The ground controller obviously wasn't communicating with tower but her comm was also odd. She said "cross 4 at c" she didn't say cleared to cross rwy 4 at c and the pilot clearly said "cleared to cross 4". I wonder what the outcome of this incident was
Anytime I cross a runway I look left and right and confirm with the other pilot we were cleared to cross. Good job on the controller catching the error.
I do the same thing. It's easy to become complacent.
is it normal for ground to clear someone to cross an active runway in the US? I just normaly see airports have tower handle the taxiways between two runways
Yes, as a ground controller you can yell over to local and say "one to cross runway 4 at C" and local would say something like "cross 4 at c"
It is quite usual, yes.
I fly outta DCA alot as its is my home airport and that clear to cross 4 is basically given to every plane going to Runway 1, usually Runway 4 is never in operation so they just pre clear planes to cross 4 when they get taxi instructions the controller was prolly so used to giving that by habit so mistakenly forgot to tell them to hold short of 4. Southwest should have had better situational awareness and saw jetblue start rolling to take off and held short or raised a concern, this is still on the controllers obviously but planes cant just listen to them blindly
Jetblue is on tower, Southwest is on ground. Hence why they didn't hear each other. Although if we want to push any blame on SW, it is their responsibility to check for aircraft prior to crossing an active runway, which should've been mentioned in the ATIS briefing for landing and departing runways.
@@NeonGhostin usually DCA switches them to tower before they cross 4, not sure if it was missed here or that was going on.
@@NeonGhostin We also don't know exactly when JB started its roll compared to when SW crossed the Hold line. JB could have been just sitting there as SW crossed, then SW seen the movement and stopped on their own once JB started rolling. Doubt there will be a public report on this, but the timing would be interesting to know.
In my country. When crossing a runway the instruction has to always come when you reach or are close to the rwy hold short point. Clearing that SWA to cross when he was still on the ramp was a huge mistake and no communication between TWR and gnd controllers
Dang Vic! Same day turn-around 👍