[ANALYSIS] Near Collision with Control Tower at LaGuardia | What happened?

hello everyone and welcome to another vas Aviation video Welcome to this review that I will do about the incident that I uploaded yesterday on the Southwest deviating from the approach path so uh first of all sorry for my voice because I have a little bit of a cold I'm mean one of those moments between winter and spring that my body and my breathing system is reacting to everything around so yeah my nose is blocked and you know uh sorry for that yeah I would like to review this incident because it went viral on YouTube also on Instagram Twitter and the rest of the social media many platforms and uh Aviation webs sharing the video and creating debate about it so um that's first of all that's awesome so thanks for that as well and um yeah I'd like to do some explanation because many of the viewers are not Pilots or are not in the aviation field so they miss a lot of the information and also I discovered new information as the video received more and more views because local Pilots at LaGuardia controllers and you know just American Pilots are more familiar than I am uh from Spain with some of the procedur so yeah first of all is the approach so let's review the first part of the video uh with the first go around let's talk uh a little bit about the approach the ILS to run with4 at LaGuardia 147 14 147 okay so first of all let's talk about the ILS surround W 4 at LaGuardia and I have to be honest when I was editing the video I didn't thought about uh going through the approach blade I didn't even see it because I thought okay ILS 4 it will be a any as any other ILS you know any normal ILS approach but it is not and thanks to all the commenters that said hey Victor uh this ILS is interesting for this and of course we have to go through the isas chart and we have to go to the notes and here we have something very very interesting which says uh in this line going below Glide path may not provide obstacle clearance inside decision altitude Crossing Runway threshold below charted threshold Crossing height may not provide required visual area obstacle clearance DME from lard VI rtme okay and then says autopilot couple approach not available which means that we have to fly this approach I understand that the entire approach I guess when you are when you are in between the in the intermediate fix and the uh Final Approach fix or the Final Approach Point whatever you want to call it from this position you have to do it manually I mean you have to hand fly the approach um since you are established on both localizer in Glide slope that's what I understand that this is if this is not correct and you have to hand fly from uh a specific point just please let me know but what I understand is that you have to hand fly since you stablish both the localizer and glide slope which is interesting of course because you don't have the autopilot and you have to hand fly which we are trained for and we have to have the skills to do it and we do it every six months but of course in in interesting weather conditions especially with microburst and win Shear with down drafts and you know all that all that kind of stuff it can be interesting because it's two pilots but one of them is only focused on playing so um yeah this is a point that I want that I wanted to point out because I think in interesting to to understand the the the following U moments of of the incident okay so now that we know that this approach is a pilot couple approach not available um I questioned to myself and why is that and some people were commenting because uh signal Reflections signal blackouts okay but why AIA so um a few hours after I uploaded the the video I received this email in 2009 a hot a hotel was built uh just off and the beam the wrestle of rway 4 it's now called the Avon in in 2013 while doing ILS tests the FAA realized that this building intrs into Glide slope for a Time the Glide slope was not available for roundway 4 while they figured out what to do about it and here's what the link says New York lward run before Isis glad slope not available until further notice and it's September 5 the 5th 2013 during the reason f flight tech you know the FIA can um performs different flight techs everywhere the United States and even outside uh of the instrument Landing system for roundway four at newor LaGuardia a building was identified as an obstacle causing the Glide slope to be unavailable until further notice the FAA is urgently seeking a resolution but in the meantime this issue will likely increase the chances of an ILS rway 13 configuration at both LaGuardia and F JFK during IFR condition okay so yep this hotel is really creating problems to the Glide slope for Runway 4 now let's let's see where this hotel is built okay so here we are at lardi airport and we zoom in to the threshold of Runway 4 and to the located side here and here's the hotel let's see 3D View and sorry for the resolution there on the screen so here's the Avon in hotel just off the threshold of roundway four so this building right here with a three floor it's a three floor building is creating all the disturbances for the Glide slop from Runway 4 so um we have here let me just change this is the approach plade from you can see here on the side from two 2009 before that flight Teck we go to the to the noes and we don't have sorry for the quality there should be charging uh we don't have any no there for the autopilot couple not available of course the hotel is not built yet but it is on the uh the current approach play right uh which is the reason uh April 2024 now let's go through the first go around from Southwest 147 and why they were going around uh here's the mear for the LaGuardia at that time and it says wind 040 at 16 the wind when we report the wind in aviation is where the wind is coming from and not where the wind is going to just for those because they there were many many people confused about this 040 means the wind is coming from 040 so of course it's favor favorable for Runway four now let's go ahead and see what Southwest what Southwest sayson we're too fast too high with the Tailwind 147 too fast too high with a Tailwind but didn't the meter showed a 04 Z wind 16 knots okay let's talk about mik birs downdraft wind shear and all that stuff for also those people that didn't understand why having Tailwind when the meter is reporting a 16 knot headwind okay so a quick search on Google it says downdraft Aviation okay and we have plenty of pictures and photos and animation about what a downdraft is so here's a basic and again it's it's it's going to be a very basic explanation about the dra drafts and M microbursts just for those that were kind of confused why the airplane was reporting a Tailwind a go around due to Tailwind when the mear was reporting a 60 knot headwind okay so we have a 16 knot tail I sorry headwind on the surface but there there are many types of winds okay we have diastrophic we have coris that also affect we have ground friction but just for the purpose of the explanation of down drafts um let's consider that when we have a a cloud here just consider a kimus or something we have water coming down and with that water there's the water is blowing the wind downwards as well okay when it approaches the ground it opens up and rolls okay and same for the other side which is what we just saw okay so it's the the difficult thing and the dangerous thing about a downdraft is changes of energy constantly okay so just for the purpose again when we are in this approach considering the down Drive is here because now we we could have a downdraft on the initial approach on the middle or even over the airport okay uh but just for the purpose just to explain this uh let's consider d d is here okay so when we are in this phase of the approach we can have a tailwind and this Tailwind can have very very strong very very fast okay when we approach here we have a strong downdraft that could push our aircraft downward okay it's another change of energy and then we exit the downdraft with the opposite energy affecting our aircraft okay so this is the difficult part about flying through or below a dowra or accumula nus or whatever other convective clouds so yeah yeah thing of having a Tailwind 6 miles out 7 miles out 5 miles out on the ISS is very common so here we are on the second attempt for landing for Southwest 147 and we have JetBlue 698 ahead of them j9 [Music] Che 698 going around 69 698 69 when you get a chance the reason for the looks we got some so Jed 698 went around at about two or three miles out and they reported windar and they even got an altitude of letter from the tower again the wind shear is a change of wind of energy energy in all directions even vertically or horizontally and strength or direction or both of the wind it's the weather is Scrappy the day and not only for Southwest for everyone but of course uh this changes every second so it's not a thing because many people were saying okay Southwest we're feeling bad because everyone were was Landing but they were not everyone achieved to land but they had to divert now it's not thing about hey I can't land and you cannot uh because the weather changes every second and the wind changes every second so maybe when you we a 2 m final you encountered a super hard microverse and you had to go around and maybe the aircraft behind did not encounter that microburst and they could land so it's not you are better than me you are just uh encountering different um uh conditions that I that I did so now that we know why we have a Tailwind or we can have a Tailwind 5 miles out on the ILS um let's take a closer look at the at the data blocks or taxs on our radar scope okay we have Southwest 147 that's obvious and then we have a a a line of numbers there which is 016 okay for those that don't know is that the aircraft is 1,600 ft altitude and then the one nine right there is ground speed okay it's not indicated air speed it's not true air speed it's ground speed so the aircraft is flying reportedly at Ground speed 190 this is the first approach over there when they report the Tailwind okay uh considering that at about a five mile final you should be I don't know maybe 160 knots indicated or even less uh I assume they even encounter a 30 knot Tailwind right there I don't know uh just to guess uh approximately okay maybe 20 or 30 not tailwind and if we go to this second Approach at approximately the same point it's showing 170 okay they configure um either they didn't encounter the same Tailwind or they learned from the first approach configured earlier and they are now indicating ground speed 170 so 20 knots less than before so they could continue the the [Music] approach okay so here pause the video um I wanted to have a satellite image um just for uh a better visualization of uh where the airport is and you know where the ground is that data block here I don't know if it's very transparent here um it's showing 02 which means they are indicating altitude between 151 ft and 250 ft okay for our software to display 002 now this is 200 feet above the ground because I'm sure L Guardia is at sea level so um yeah it's very close very close to the ground some people were telling me about hey Flight Radar 24 is reporting them higher our our software corrects for altimeter okay I input the current altimeter which is 2 Niner 7 Niner and it corrects the altitude Flight Radar 24 and other adsb sources do not correct for altimeter so they show the altitude according to the standard altimeter actually um if we convert 13 inches of mercury I mean3 it's about 4.5 M bars or hectopascals if you convert that to altitude it's about10 F feet okay so it's difference because flight radar is showing at this point at the lowest point it's showing about 350 feet okay but again that altitude showing there it's not corrected for altimeter and our altitude is so they were as low as between 151 feet and 250 ft in fact if we go to the flight radar side we can see during the downwind here the altitude for them is showing between 4,100 and 4,125 sometimes so yeah and they were not at this altitude okay they were leveled and cleared to 4,000 so again this is the difference between flight radar Flight Aware and other sources that they do not convert and they do not correct for altimeter okay we do so yeah they they wear even lower than this 350 350 is the lowest altitude that flight radar uh recorded but again it's not corrected so if you deduct uh 100 or 120 fet from here they were as low as again 200 ft which is uh man it's dangerous now there's something interesting now that we know that way they went as low as about 200 ft over the ground there's something very interesting and this the tower is as high as 240 ft so wow goosebumbs huh goosebumbs uh they were if not level even below the tower altitude tower height or just level with with the top of of the tower uh maybe flying by to the left side or to the right side we'll see now uh yeah I mean thinking about it it's ah crazy right so one follower on Instagram gave me the idea to hey export or import the adsb data to the Google Earth and of course I did and we have both approaches here we have the left the left line is the first approach you know at some point they went around they climbed they leveled and they okay they proceeded with the circuit with the vectors back for the second attempt now let's look at the second attempt which is man it giv me gives me goosebumbs because you can see they are deviating to the right of the localizer day descend if we go to the lowest point again as I said before it shows in between 300 and 300 ft and again this is not corrected by altimeter so we have to reduce that altitude by approximately 100 or 120 ft man that's 200 feet and according to this track is going just by the left by the West of the tower at let's say the same height the same altitude where actually the they start climbing earlier but yeah if Tower maybe because Tower said hey go around go around go around but they were just flying directly I'm sorry for this directly into the tower uh now I have a question because if they were at 200 feet if we go back to the T to the approach blade um to the current one we go to the minimums and for a straight in ILS 4 we have minimums of 283 feet altitude if we consider they wear less than 300 ft I guess they wear already at minimums if not below minimums um okay you don't continue an approach if you don't see the runway uh at minimum we know that so um what happened there what h i I can't explain did they sit wrong with there um maybe the clouds here were lower because the meter is showing overcast at 600 fet so theoretically you have to be below the clouds at that point um the visibility I think the meter was showing one let's let's check the meter again the visibility is showing one St Statin miles then surface visibility here on their Max is showing two so so yeah just not extend this video very much longer just take your own conclusions um I just wanted to explain some of our features on our radar because there were uh many people confused about all the data and also about the tailwind and I will indeed keep a very close look at this incident uh for any investigation that may that may happen and uh yeah just looking at this track right here a 3D view of the track um gives me goosebumps because um that was definitely a close call they were indeed not lined up and now my question is if Tower saw them visually out of the clouds and flying directly into them or they saw the um just the track that they were deviating deviating to the to the right and but actually did not see the aircraft you know visually out of the clouds so yeah um I really hope there is an investigation here even though nothing happened Southwest finally diverted to Baltimore first they wanted to go to Pittsburgh then decided to go to Baltimore um I don't know if uh Juan blaner is going to do a a video about this I hope he does because he he will throw more expertise than I can in the weather in the Boeing aircraft in in the systems and and everything I fly citation so I'm not any familiar with boings but he may be so um I hope he does and with his permission I'm going to do this review because I wanted to clarify some of the things that we have on our radar scope on our radar software that's it thank you very much for watching and see you on the next video

Channel: VASAviation -

Views: 59,251

Keywords: REAL, ATC, FUNNY, AIR, TRAFFIC, CONTROL, CONTROLLER, CONTROLADOR, AEREO, TOWER, GROUND, APPROACH, DEPARTURE, DELIVERY, VASAVIATION, LIVEATC, FLIGHTAWARE, FLIGHTRADAR24, RUNWAY, LANDING, TAKEOFF, EMERGENCY, MAYDAY, ILS, VOR, NDB, VISUAL, IVAO, VATSIM, AIRCRAFT, AIRPLANE, ICAO, IATA, FAA, NTSB, INTERNATIONAL, AIRPORT, AIRLINES, AIRWAYS, SIMULATOR, PILOT, COCKPIT, RADIO, AUDIO, FAILURE, CAPTAIN, FLIGHT, SOUTHWEST, LAGUARDIA, RADAR, PLANE, BELOW, ALTITUDE, CRASH, ACCIDENT, NEAR MISS, CLOSE CALL, COLIISION, NEW YORK, WEATHER, DOWNDRAFT, WINDSHEAR, BOEING

Id: DPCTrHJn4H4

Length: 23min 2sec (1382 seconds)

Published: Tue Mar 26 2024