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UPDATE!: 9:20 That was ANOTHER aircraft on the ground at LGA who wanted to know the reasons for the Go-Arounds so he could make a better Go/NO Go Decision. He elected to NOT GO until the weather (winds) improved. Windshear needs to be accurately PIREDed by Aircrews to help make informed decisions about the operation. Jb 4/7/24
I wish there was a PIREP broadcasting service on either ATIS or in a parallel channel so aircrews can get the latest update before a go/no go decision is made in dodgy weather.
Not a pilot, but I am a Radio Amateur. So apologies if this sounds like a stupid question: Was the aircraft possibly aligning itself with a sidelobe of the guidance beam? That could explain the deviations. Thanks.
Yes Juan, they pilots usually give a Windshear report after rollout. We have given one at LGA of 10-15kts. It can be tricky. Just the fact that Pireps are being given is enough to warn the pilots of the presence of Windshear as well as it being a positive or negative. Pireps are put on Wx sites and are relayed by ATC. It will be included in ATIS if the airport is reporting it. Winds can change a lot in a short period of time as in x-wind and an aircraft might be out of limits after lining up on the runway. A lack of situational awareness is going to be a factor here.
Female was flying thr approaches that's why. Pilot flying doesn't talk. After 2 failures and one of them being so massively pathetic it's ASTONISHING the pilot flying is even a fkn pilot much less airline pilot, the captain took over which is why the female was speaking on southwest after the second pathetic attempt
@@RWBHere I am wondering this myself.
Eagle Eye award for her! I’m glad the controller spotted this. This could’ve been tragic!
She could see but apparently the pilots were searching so hard for the runway they could not see what the plane was really doing.
The only problem was she panicked and DID NOT USE A CALL SIGN when attempting to issue a go around!!!
@@wturn5354 Was there time?
@@wturn5354I wonder if she wasn't the controller handling finals, and didn't even have them on a screen (for ID), but just saw them out the window?😮
Concerning that none of the bells and whistles went off!
@@dosgosyes, and not using a call sign frequently results in the pilot asking if that call was for them, or another pilot may ask as well and a LOT of time is wasted! There is a reason flights have call signs!
As a retired controller, this is one of the most chilling events I've ever heard of. What a great save by that controller! Many many lives saved!
Some people owe a big thank you to the controller, she definitely saved the day and peoples lives, potentially including hers and the other controllers. What a way to start a shift, seeing a Boeing emerge from the mist heading straight towards your tower !
Amén 🙏🏽. Thanks to the air traffic controller. She saved many lives on that day.
That controller deserves an award. She very likely saved hundreds of lives in that moment, possibly including her own. What a scary situation, and thank goodness for her quick and clear reaction.
That's why its a great job to have, rewarding in itself,, and why its so stressfull.stressful. Hopefully those bosses don't try and blame atc.
No, she didn’t even use a call sign, VERY POOR!
@@wturn5354 what, are you her superior???
@@wturn5354 She saved 100's of lives....give it a break!
@@wturn5354 🤦♂️ There’s always one if you, isn’t there? The time required to figure out and say their callsign might’ve been the difference between recovery and collision. The plane on terminal descent got the message and acted immediately.
You should watch this video again and listen to Juan’s detailed breakdown to understand how close they were to ending up in a ball of flames.
Always more enjoyable to hear Juan's analysis when there was no loss of life.
Absolutely!
I absolutely agree. Same with Mentour Pilot!
ASDE stands for Airport Surface Detection Equipment....or at least it did 12 years ago when I retired. I am pretty sure that the "new" controller was receiving a change of controller briefing from the "old" controller when she saw that Southwest was not where they should have been so she took appropriate action. Well done!
I would be interested to learn how controller-to-controller briefings occur at an area as demanding and critical as this is. How do you hand off such busy airspace without reducing your situational awareness? Is there an overlapping handoff, where controller taking over just observes for 30 mins or something so you can minimize the words that need to be spoken off air?
I agree this controller saved the day. A lot more is needed to determine what happened in the airplane.
Indeed.
Well done.
@@seanarthur2414 The relieving controller observes for several minutes then will say “I got it”, then the controller that was relieved will stay for several minutes after to ensure integrity.
Thank goodness that controller looked out the window. I suspect that when starting a shift there's a lot to review on the computer screen to understand where everyone is at. That could have been a major disaster destined for a movie script.
FALCON is a radar replay tool that we controllers have. It's like having Victor put a video together for us except that it's much quicker, has more detail in several ways, but it doesn't come with subtitles. We controllers use FALCON to do radar replays somewhat regularly. Sorry that we FAA people speak in acronyms like a second language. (Though I am current FAA, my views and opinions are expressed in a private capacity).
No one knows who you are bozo, no need for a disclaimer
Brand new GA pilot here after happily retiring early from Pfizer, so bear with me. Do Southwest 737s have Cat III autoland capabilities in their aircraft? Any ideas why the La Guardia plates say "Autopilot coupled approach not authorized for Runway 04"? Any ideas what Southwest's minimum are?
@@PfizerRN_USNavyReserveRN Juan explains it in the video. First of all, no autoland on Rwy 4. Best rumour is that the localizer is known to get squirrly near the ground and would cause too much movement of a coupled aircraft.
@@williamcandee5267 Appreciate it
@@PfizerRN_USNavyReserveRN LGA is known to have problems with magnetic compass interference due to how it was built, using fill from Rikers over steel-frame pilings. I don't know if ILS anomalies are also connected to this problem.
...and people want to remove humans from these systems. The human is the one thing that saved the day!
Precisely!
I mean…
Same can be said about machines. I would argue that machines helped with more landings than they hurt however I'm not at all suggesting removing humans.
@@Kayak51if it ain’t broke don’t fix it
@@alexanderwalley2639 Depends on what you define as "broke"
The controller who called for the go-around sounded like they were watching the plane bear down on them and didn't like the view.
She did a awesome job
Juan, I think it's a true testament to the quality of your reporting that tower controllers are not only here watching your videos but also willing to stick out their necks to comment.
"Looks like I picked the wrong week to quit sniffin' glue..." 🙃🙃🙃🙃
"He's coming right at us!! Ahhhhhh!!" 🤣🤣🤣🤣🤣🤣
It’s like a disaster movie!
@@kendrapratt2098 More like a comedy movie. Look up Lloyd Bridges in the movie Airplane...
Or quit the magic mushrooms.
Joey,have you ever seen a grown man naked?
Surely you can’t be serious 🧐
And Lloyd Bridges freaked out and dove out a window when he saw the airliner heading straight for him!
Guess he picked the wrong week to quit sniffing glue.
He's comin' right at us!
Shirley not!
@@danielayersdon't call me Shirley
😂😂😂😂😂
MOR is the actual report name-“Mandatory Occurrence Report”, and the FLM is the ATC Front Line Manager-the Sup.
A PRB is a position relief briefing-the exchange/briefing that happens when a new controller takes over a position from the one leaving.
Do you think it's possible they shut off alarm for the previous flight (low altitude) and somehow cancelled the new alarm that should have gone off?
@@caroltlw Local control (tower) is nearly all visual-primary responsibility is runways. There is likely radar available to the LGA tower controllers, but it’s for situational awareness, not radar services. That tower is so busy, it’s not likely they would have time to issue low altitude alerts based on that. If they got one, they would look out the window and verify before saying anything-just like what this controller did. I’m not aware that any alarms like that can be “turned off”. ATC is a very “CYA” activity. The default would be to warn/notify a pilot if there was any concern, rather than to mute anything that could end up biting you in the rear end.
@@theflyingbisq
OK, I was confused by the reference in the report to the ADSE/ATAP alert not going off and being investigated. I thought maybe that was something in the tower. Maybe "reset" is a better word for what I was thinking... flashing lights or something.
Thanks for the insight, Bisq
@@caroltlwit’s a good question. It may have been so far east of the taxiway that ATAP didn’t make a prediction that the inbound was lined up with the taxiway. I’m not that familiar with the technical aspects of it. It’s only available at like 40 facilities.
I'll wager the oncoming controller was standing right there at the controller spot she was taking long enough to witness the first go-around and was looking out the cab window for the aircraft when it descended below the cloud layer. Standing in the background observing gives one the time and perspective to sense these types of things in all situations in life.
Well said.
Could very well be. It is a great save. Controllers are regularly reminded that during and immediately after Position Relief Briefings (PRBs) the risk of a mistake or oversight is much higher and we are trained to be even more vigilant because of it. During PRBs there is a lot of information being exchanged verbally, while traffic continues to move, and it takes careful focus to stay on top of things.
You know it's a bad day when you end up on Blancolirio.
If you are still alive
JetBlue immediately made the right call on the Low Alt alert from the tower, don't try to fix it just go around, very prudent. There's no harm, no foul on a decision to go around.
Shouldn't they have received in the tower an altitude alert for SW too, similar to the one received for JetBlue?
I doubt the system is designed to detect aircraft that are not lined up with the runway.
@@42dunbar The system is designed to prevent terrain collisions for other aircrafts too, not just for the ones on the approach.
I’ve landed probably 180 times of in LGA, in good and bad weather, minimum visibility, windy, rainy and very snowy-in Barons, bonanzas, DC9’s, MD80’s, 727’s and 757’s and 767’s. It’s a very demanding airport, vfr and especially ifr-then add snow! Most airline pilots are intimidated before they even get close to the airport. The secret is to know your airplane, always be at the appropriate speed, land in the first 1000’ and don’t float in the flare. If you can do ALL that, you are not intimidated! Glad I’m retired, and don’t have to endure that any longer🤪
There needs to be some good mentor programs for the new gen's, maybe even write some pamphlets or make some training material/videos?
I would only land at LGA if they paid me double.
"A man's gotta know his limitations."
If you fly your plane properly it’s really a piece of cake.
767 impressive
They almost wiped out a neighborhood in Queens! Looking at the ADS-B for 17:01:28Z, they were at 275 feet pressure altitude and STILL DESCENDING at 576 feet per minute! KLGA altimeter was 29.79, so that means they were at 135 feet MSL. Street level there is 27 feet MSL, so they were 108 feet above street level and maybe 75 feet above roof level! Well, at least their static port was! I wonder how far below the static port their wheels were? If they had delayed the go-around for a few more seconds...😮
Good call about the equipment being that high.😅
But you have to measure it from the "sensor," which could be higher or lower inside the aircraft than the actual static port.
@@johnhill2927 Ah, good point about the location of the actual pressure sensor. I also downloaded the EGM96 corrected GPS kml file from ADS-B. It shows a minimum altitude of 47 meters, or basically 154 feet MSL. I suppose GPS altitude is not exactly the same as antenna height? Is there some additional error because the velocity factor of the GPS antenna cable is less than 1? Or is the GPS solution made right at the antenna by embedded electronics?
In these days with cameras EVERYWHERE, it is highly likely there is some ground based video of this out there. I'm surprised we haven't seen any yet.
@@Highside713 People in Queens are so used to low flying planes that this may not have registered, so they didn't review their security cams/doorbell cams.
Very strange they did not go around by themselves
By the time the controller got out the words SWetc, which takes about three seconds, the plane would be about 600 feet closer. Sticking to your formality in this case could have killed everybody on board and more on the ground.
When you see a brick falling on someones head, Do you say” Hey over there, A brick is falling on you” or do you scream watch out. It doesn’t matter if everyone has a look. There’s a time for formality and a time for commonsense.
You don’t get consultation times in such an event. Lucky the Controller just gave ashout out instead of giving a formal call sigm.
Indeed, exactly.
"We'd like to divert - we are too embarrassed to land here."
Can’t blame them
They were not the only flight that had to abort.
We’d like to divert long enough to over write the CVR
The tower told them to divert. and as to the anxiety level of the flight crew, that's only Juan's perception.
But clearly flight after flight after flight were having EXTREME landing difficulty there. IMO they should have been on the edge of or outright closing the airfield. JB repeatedly said that conditions were terrible.
@@Bill_WooIn the video, the male pilot tells ATC they want to try the approach again (a third time), then he says wait a minute, then the female pilot comes on and says we'd like to divert.
Ahh, VasAviation and Blancolirio, like fine salmon and white wine! Just perfect together!
Even better some wild copper river salmon with a nice Pacific NW Pinot Noir...
Yep, I had caught Victor's (Vasaviation) post hours before! He was ON IT immediately!!
Fully expected Juan to chime in, unless he was over the Pacific somewhere!!
Add some MentourPilot to that and it's the trifecta.
100%
More like beer and a kebab IMO!😂😂
MOR is the mandatory occurrence report and the FLM is the Front Line Manager. 16:42
Amazing that the airplane was at 100 feet above the ground so far off course. Good job by the ATC controller taking immediate action during a shift change.
Hey at least the glideslope was working. If they been on course that would have put them right in the touchdown zone of Rwy 04.
But if you’re breaking out of the soup at 5-600’, how do you get down to 100’ without noticing what is wrong? Descending at 500’/min, going from 500’ to 100’, that should easily be 30+ seconds in the clear, even accounting for any loss of altitude while spooling engines up.
Female was flying thr approaches that's why. Pilot flying doesn't talk. After 2 failures and one of them being so massively pathetic it's ASTONISHING the pilot flying is even a fkn pilot much less airline pilot, the captain took over which is why the female was speaking on southwest after the second pathetic attempt
Blancolirio is far and away the best aviation crash/incident commentary on CZcams. Thank you Captain Browne for keeping it real.
He really is. Very black and white.
Crash videos ?
The gold standard
“If I can land it there, I’ll land it anywhere…”🍎
Sinatra got his inspiration from his brief ATP career….
Underrated 🍎💕
My goal as an airline pilot will be to never have a video made of me 😂
that controller was that called out the go around is a hero for noticing and acting on it. that jet was definitely crashing into the houses before the airport
Nonsense! The crew was probably already taking corrective action since they had broken under IMC and probably were quite shocked to see the tower ahead.
She was paying attention. Thank god
I was out walking in that rain, right under the approach path that day in Brooklyn. Seeing the planes popping out of (and back in to) the clouds was cool! I may have even seen this flight, definitely saw some SW planes.
That had to 'trippy'!
Retired airline Captain, I have flown many many times into KLGA. Juan, please note that the ILS Hold Short line on Taxiway Bravo for ILS 4 is not at the runway threshold. It is well short of where ILS Hold Short lines are normally located for most runways. This makes me wonder about the the deviations and the number of Go-Arounds. It may be that there was airplane or vehicular traffic encroaching past the ILS Hold Short marker.
Nobody taking off rwy 4...
Hmmm... That's a very good possibility.
Weren't they using Rwy 13 for Departures?
I think he said in the video that there is no indications of someone in the ILS critical area…but maybe that isn’t official yet
Duly noted, and thank you!
She definitely saved the day! I imagine how I would have been shaking after an incident like that. So great it worked out good and everyone could walk away harmless with the new things to learn!
A whole flight crew and tower as soon as they realised what nearly happened.
I was a controller in the old LGA tower, which was much closer to the runways than the current tower. I remember at least a couple times when we were scared that a missed approach/go around might hit the tower!
This was so incredibly close to being a major accident. If that new controller wasn't so aware, assertive and transmitting a very clear no nonsense instruction, a few seconds later we would be talking about hundreds dead. There was 5 seconds at most in that becoming global news.
Wonder how many other planes in the area pulled up at her command. Never said who she was or who she was talking to. And she did a great job. Probably saved many lives. Tell her to take a deep breath. In only 8 hours and 59 minutes, counting lunch, she can call it a day.
Approach frequently. Expediancy trumps, there was 1 second to communicate with.
Her performance was POOR, panicked and didn’t use a call sign!
So what! The first thing she saw after setting her coffee down was a 737 headed for the her IN THE TOWER!!!
@@wturn5354Are you sitting in an armchair?
I hope that controller was recognized for that go around. She saved hundreds of lives! That was seconds from a huge disaster.
I’d bet they had already initiated the go-around before the controller said anything.
@@gregg3138 they clearly didn’t…
It's what air traffic controllers get paid to do.... To prevent exactly this sort of thing from happening.
We don't need to give "atta-girls" and "atta-boys" to people who are just doing their job. 🤷♂️
@@straybullitt you leave your shopping cart in the middle of the parking lot, don’t you.
@MrHimynameisdanny
I actually NEVER do that, Danny.
I just don't see the need to give accolades to public servants who we pay to sit on their asses most of the time, and then do a job when we need them to do it. It was all right there in the job description when they were hired.
The sense of entitlement that people have nowadays is incredible.
Once again Juan, thanks for explaining things where us "non-pilots" can understand, you ROCK!
Imagine being an ATC and the first minute of your shift you see a jumbo jet heading at you in the tower....hey boss, can I do a one and done today...wow
The “Falcon” reference is to an FAA analysis system called “Falcon View” which allows for playback of recorded radar and voice data.
Victor from VASAviation did a follow up where he showed that the reason for the prohibitive on autopilot coupling is due to a hotel that was built that interferes with the localizer
not sure that's the issue...
@@blancolirio Sounds like a case of flying with the autopilot on a little too much.
That sounds suspicious, I’m not a pilot at all but you’d think they’d take that into consideration before building a hotel that could interfere with landing. Lol
@@daveg-Vancouver_Islandthe hotel was probably already there
Every directional antenna has a lobe. Also, RF ducking/reflection for the geography (body of water, building roof/wall materials).
During my prior life performing tech ops in commercial broadcasting, I read some of the trade publications. There was an article on ducting, when a body of water causes undesired multipath reflection (false echoes). Another article on tower service maintenance personnel safety, where FM stations operating in the lowest FM frequencies must significantly decrease transmitter power to avoid cooking balls, whereas those in the 100's seemed to be a lesser personnel safety issue as the energy instead reflects. Horizontal ILS transmits at 108 to 112 MHz. So, now I am wondering if something temporarily blocked the directional ILS ground transmitters' antenna array, causing the aircraft ILS receiver to lock onto a lobe that reflects off the tower or water, coupled with not looking out the windshield (or nose cone visually blocking due to AoA).
This has happened before. I lived off the end of rwy 4 in Jackson Heights for 7 years. Normally aircraft would approach diagonally behind my building a several blocks to the west. However one evening back about 2010-2011 in similarly bad weather an aircraft came right over my building a lot lower than it should have. Then it happened 2 more times in a row. Looking at Juan's screen at 12:33 brought me right back as that would have been the same flight path as that night. Scared me enough where I wanted to call the Port Authority to report it but after the third aircraft I think they changed runways to 22. I also do not recall if the new tower was live yet. Thanks for the report.
Sounds like the controller needs to get a shout out for being alert.
I was base at La Garbage back in the 80 with Eastern. Low visibility approaches were always a bitch because of turbulence, aircraft spacing Ney York traffic congestion. It has changed very little in the last 35 years. Not enough runways, too short runways and the added pressure of the whole situation. At least they took down the sky jump at the end of the runway into Flushing Bay.
Had several of these WS events on 4 ils flying BOS/LGA shuttle. Never had Loc bend at LGA 4 --however did have the 36 C ils cat 3 in CLT bend several times. Worst was 100kt tail wind on 4 R ILS BOS up to OM then 0 wind as reported by all preceding. flts. Smooth ride also in 75 with the good old RB211RR spooled and ready to TOGA.
7:50 "you were like - not on the approach" you can tell she was SHOOK
She's just starting her shift and BAMMO HERE COMES A 737 wide and low and straight at her---datgummed straight she was rightfully excited with a full shot of Cortisol and Adrenaline to start her work day. Such stress hormones will challenge your "best language skills".
Been looking forward to this report. Thanks for getting on it.
Why, did you know something beforehand?
@@GardenGuy1943 VASAviation posted this on Mar 25, two days after the incident occurred, and his ADS-B analysis the next day. Been waiting for a write-up on any investigation into this.
@@xplayman I see. I ask because I don’t cause plane crashes. Thank you.
Best,
Dean
Thank you Juan for reporting on this, and indeed all of your aviation safety reports! And I also want to acknowledge the pilots in this report, all of them. They all responded correctly too! Not only the Southwest pilots, but also the other pilots who went around, and the other controllers too. This was just a very nasty time to be flying into LGA.
The Southwest pilots messed up big time. No other plane got 10 degrees off the localizer and 150 feet below minimums.
Take off and landings - toughest part of the job. That's why they earn the big bucks.
@@igclapp This should be a learning experience if the process works correctly.
@@james_chatman This was apparently some type of CRM failure. The PM was not monitoring properly. Hopefully they'll find out why and it will be a lesson learned to avoid a future recurrence.
Could you imagine if the controller didn't see the aircraft. It would have been catastrophic.
I did a lot of approaches into LGA and ILS #4 always made me nervous especially when it was foggy and raining Good Report Juan.
PRB- Position Relief Briefing. That’s why the voice changed. A new controller had just taken the position.
Probably hadn't sat down yet, likely had just walked in, saw something that shouldn't be happening, grabbed the approach mike & yelled.
@@christibritton1436probably didn't even know the flight, just needed to alert anybody & everybody
I live on Long Island and it was monsoon season on the day this occurred. I'm glad they made it to Philadelphia without further incidents. Thanks for your breakdown Juan. You and Victor are a great team 👍🏻
They first said PHL but then corrected that they wanted to go to PIT, their first alternate. It is about 4:40 in VASAviation video.
I think that call for the reason for the two go around was an internal coordination communication between local control and the approach control. That being said LGA can be tricky in that type of weather. All sorts of wind shear and you get rotor off of the buildings which can make for a rough day. The reason that the autopilot isn’t authorized is because there are two very busy roadways very close to the approach end of the runway. The Grand Central Parkway and inside the airport perimeter, the airport service road which is not controlled by ATC and particularly when any large vehicle crosses the extended center line on the service road the localizer will windshield wiper. Sometimes it can be very subtle and not easily detectable by the flight crew. After some 30 years of going in and out of there I’ve seen it all including many times having the loc needle bang from side to side which of course initiated a go around. The perimeter roadway is just beyond the ILS critical area and crosses the approach end of the runway.
You could hear the near panic voice of the tower controller, she saw a lot of jet in the window. Wow.
She did her job.
Amazing report! Thank you
Juan, thank you for explaining this incident and making it easy to understand , for a non-pilot aircraft enthusiast such as myself, as to exactly what happened .....great channel !!!
The reason for the uncoupled approach with no AP on ILS 04 is because of the interference of the rwy 13 system or building at the intersection of rwy 13. I see VASA had the answer. I've flown the ILS 04 into LGA at mins, but the wx was not as windy although have flown into LGA when the wind was bad which is often. Disengaging the autopilot as soon as you intercept the LOC is pretty straight forward flying even if this is mins wx. That's our job! If your in an uncontrolled approach then you initiate a go-around. If you miss twice and wx is really bad you divert to your alternate. This is all textbook stuff. After your 2nd approach your probably at BINGO fuel anyway, so off to ALT, notify ATC and Company and get the heck out of it. Windshear is not fun at low altitude.
Not too sure why SW was so far off track on the LOC. Did they intercept the false reading? ILS instrument equipment faulty? You intercept the LOC within 10 degrees of centreline 18nm out. Not a false Glideslope as they seemed to be at right height upon breakout. But that far off runway to the right is got to be at least a dot out? Glad to see they diverted and landed safely in PHL. I think they have some questions to answer. Why that far off centreline and not know it?
Any chance they could have been picking up the wrong freq - like for a different nav beacon or something?
Based on other accidents I wonder if there were 4 eyes looking for the airport instead of 2. Seems like the stress and workload after a miss might have contributed to a loss of situational awareness.
I once flew an ILS where the signal identified and it came in, but it was waaaaaay off. Having plates live as a gps reference was invaluable as you could see it tracking way left. Turned out, someone had hit the glide slip with a mower shortly before and threw it off. Pretty wild that we don’t have redundancy for ILS. At this point, we should have gps backed up reference systems to see redundancy early and continuously in the approach!
FLM- Front Line Manager. Just the ATC supervisor on duty.
MAVERICK: "Time to buzz the tower goose..." GOOSE: "You've lost that loving feeling Mav."
Negative SWA147 the pattern is full. Too close for missiles switching to guns
@@markmclaughlin2690 you viewers are so quick! Personally, I've never seen Top Gin...oh shoot, Gun!!
Those pilots might need the number for that truck driving school...
Outstanding video and explanation. I've been a passenger flying into 4 at LGA, it felt like we were going to hit a building! I can't imagine how frightening it would be to miss that bad.
Your video was clear and concise. I am very interested to learn more.
11:46
With regard to the localizer getting wavy for the 04 approach, I think I can see the reason. Runway Drive passes directly in front of the right side of the localizer antenna array at the foot of the runway. The Q48 bus, and some airport shuttle buses and other tall broad sided vehicles pass directly in front of the line of sight of the localizer antenna.
That's probably why the localizer antenna gets all "screwy" and you can't fly that approach autopilot coupled.
Actually, Runway Drive passes directly in front of the runway 22 localizer array. The runway 4 localizer array is located at the NE side of the runway, on the water.
People need to stop making Juan have to do these reports.... 😢
YEP!…..👍👍
Stop voting for the same stupid people who neglect their post.
Agreed. (But we would all miss him so much!)
When pigs fly
No one is making Juan Brown do anything. He's a man's man.
That controller needs to be recognized for her immediate and clear action.
She prevented absolute certain carnage!
Clearly, there are some definite shortcomings with critical equipment at that facility. Maybe this incident forces the necessary changes.
Thanks Juan as always much appreciated!
Thanks for the summary Juan. Unfortunately I still have more questions than answers on this one, definitely an eye opening moment, just glad it didn’t end the way it could have.
Disaster barely avoided by that quick thinking controller.
As a retired SWA 73 capt. Hand flown ILS to mins would be a HUD flown ILS. So how can the crew be that far displaced? Twice? Sure the WX was a factor, judging by the number of go arounds. Hopefully the capt pulled the recorder CB.
Thanks Juan. Good job. Lots of unanswered questions here. Some questions can not be asked nor even be considered if you get my drift. Been there done that. Good luck to all the new major airline Captains keep the blue side up.
Absolutely love these videos and your input. As a pilot in training who hopes to get to this level one day, I learn so much! Thank you for what you do.
I've been waiting for this one. Good job as always Cap. !
Did you cause this?
@OfficialBlancolirio8 do you want my credit card information?
LGA TWR dialogue at 9:34 sounds to me like "This guy was not aligned...He was, like, east of the final." It sounds like they were talking to a third party.
Or still in the midst of a shift or position turnover
I assumed that was an internal ATC communication. Did that go out on frequency?
I think the center was asking the tower why there were two go arounds and tower responded that the plane was misaligned. Odd that it was picked up with other transmissions.
Bit like a stuck mic problem.
@@beenaplumber8379I think so
Thanks for the excellent presentation.
Imagine showing up to take over your controller shift for the day and the very first thing you see is a huge aircraft that low to the ground and that far off course. Must have been all kinds of scary and confusing.
That's usually how my Mondays start out.
I spent 4 months on that island just past the end of runway 04. Glad to have that part of my life behind me.
Rikers I presume
@@landshark7154 Yes sir.
Don't do the crime if you can't do the time ! !
Notice that after the second go around, different voice on the radio. Sounds like the PF and PM switched places. Perhaps the Captain took the controls. Just speculating.
yes, what I am thinking
Exactly my
Thought also
I believe the female voice was the captain who made the decision to divert.
@@billmoran3812She was pilot flying though for both approaches.
Diversity hiring.. that’s the real story here. How long before people die?
Great video Juan, your excellent graphics made it very easy to understand. Thank you.
PRB - Position Relief Briefing. A new controller was taking over the position, and the (required, and recorded) relief briefing took place from the controller being relieved to the oncoming controller
Another great video, Juan.
As always, outstanding Juan ! 🎉❤
Great work Mr. Browne. Always enjoy your analysis' of these events.
Wow! Great reporting as usual.
as usual, great reporting, factual and important description. Thank you once again for your analysis......big thumbs up
Great analysis, Juan.
I learned a lot with this video.
Thank you so much.
Great report, hope everyone flying see this
What an education...Thanks Juan!
Wow!.....it's so good to hear that a real pair of eyes averted an absolute catastrophe!....
So good thank you I fly in out of this airport each weekend. It is busy
WOW! WOW! What a scary situation! Thank GOD for the eagle-eyed young lady Controller! Bless you, Juan, for bringing these Reports timely. I have been a pilot since age 30>>Never experienced ANYTHING quite this bizarre!
love your show and commitment Juan.....great job! .... id love to ride on one of your flights one day....
Permission to buzz the tower?
Negative Ghost Rider, the pattern is full!
Oh my goodness HA !!!
Negative Maverick. My pants are full.
😂
Cleared to buzz !
Another great analysis - thanks so much!
Awesome video and commentary Juan.
Fascinating. Thanks for this, Juan. Flying has become so common that it’s easy for us backseaters to forget how really complicated it actually is.
AFS Guidance Engineer here.. this looks like a typical case of LOC deviation beyond 1 dot.. The fact that the chart published AP use not authorized, and the fact the flight crew did not see this deviation on the ND, points us to believe that there was some sort of interference in the LOC signals. Meaning AP was most probably ON and the aircraft was correctly "tracking" the LOC signals, however this LOC signal was itself "bad or incorrect", but neither the AP computer nor the pilots know this. This interference (deviation is LOC signals) can be due to poor shielding of the LOC antennae (at the end of the RWY 04) due to ground operations (aircraft taxiing in front of the antenna). LGA is located in a very dense (EM radio signals) area with TEB and JFK in close proximity, which could be prone to frequent signal interferences especially in case of enhanced LOC capture approaches.
I was once analysing an incident report from Qatar Airways captain flying in approach to DOH RWY 34R, and the aircraft was targeting (nose alligned) straight to the Banana Island and clearly deviating from runway 34R centerline.
Why is the ILS to 22 and 13 not affected by JFK and TEB? EWR is also an airport that exists in that area.
This is digital transmission of 1's and 0's you are talking about? It's different information if the antenna is in a different position? What?
@@FamiliarAnomaly Who said anything about it being digital? If you're not aware of how ILS works, maybe google "How does ILS work". Wikipedia has a good article on it. Not sure why you're assuming it's digital?
@@FamiliarAnomaly The localizer is an array of antennae that all transmit on slightly different frequencies, and the plane triangulates from them. If one or more of them are blocked by another plane, garbage, trucks, or even too much snow, then the triangulation can be wrong and distort the inferred geometry. The system uses the relative strength of each signal, not some coded message in 1s and 0s. So if a plane was taxiing too close, it could have sent that landing plane off in a veering direction but not any other plane that day. Also because other planes were following the rules and not using auto pilot.
Thank you for the video.
I grew up on 62nd. St., just off Woodside Avenue in Woodside, Queens. This location, is about 400-500 feet agl just off the starboard wingtip of aircraft going into the ILS runway 4 approach. As a lifelong aviation enthusiast, I used to spend many days watching all kinds of aircraft going into LGA. often in the worst possible conditions. I'm talking about some soup here- rain/ snow/ and minimums. All the airplanes seemed to be in exactly the same place over my house, right on the numbers. VERY consistent altitude and position. For all the years I lived there. This is really strange, because I've also flown into, and out of LGA on some truly nasty, windy, and unpleasant days. Never had a go-around. What has changed? In the 60's there was an airliner coming over my house at 45-60 second intervals at peak periods for Runway 4... all day. Glad they averted what would have been a very bad thing. As usual, a very concise, informative video.
Excellent review - thanks - learned a lot.
I love the soundtrack and theme! Especially when extended
Reminds me twice of doing an instrument approach in crappy visibility when we got visual the runway that was not where it was supposed to be. Quite a shock! First time it happened (at the same airport btw) went go around the second time we made a header for it once on visual and landed since we were super stable and had felt there was more than enough room to maneuver and line up after being somewhat, surprisingly, off centre.
Is it possible the PF mistook the tower for the runway through the rain and thought they had visual?
I'm pretty sure the runway was exactly where it was supposed to be ✈️🛬 you on the other hand ... Lol
Excellent Video!!! Thank You, We Appreciate Your Knowledge and Commentary✈️
Thanks for the report, Juan