[REAL ATC] NEAR COLLISION / CLOSE CALL at Brussels Airport!

čas přidán 29. 11. 2016
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Komentáře

  • The controllers volume is low.. Seems his voice should stand out among all..

  • Man atc did not miss beat, mistake or no

  • Ukraine didn´t understand one word of this fast talking mofo.

  • Sad KLM didn´t just land, fucking Ukrainians

  • What i don't get is how can anyone understand this, everybody speaks so unclear and fast, and i see/hear it every time.. why not talk a little clearer and a little slower.. like that second matters.. it atleast makes it safer

  • Remembering some discussion on other videos, that the US-people often clear landing aircraft before runway is vacated: Here is the reason to NOT handle it like that. Since the arrival knows they don't have clearance they do a go around even without anyone telling them and the controller can concentrate on stopping the plane on the runway. No need to debate what lead to this close one but, the controller did a fantastic job sorting things out in a safe manner, and the most important thing: He was calm all the way!

  • I must say that if there was no subtitles I would not been able to make out some of the lines ATC said.

  • 0:40 one to six, six to five, booty two killer lemur wieners

  • The controller spoke far too fast, as a pilot I would ask him to speak slower. Maybe he was taught English in India.

  • I’m came her for the funny ones but this is way different

  • 146 wasn't even listening to the tower while taking off. There could have been a thousand reasons other than the incoming plane for tower to instruct them to abort. So now the incoming has to do an evasive action, and flight 146 is going to have to write down a phone number to call. ATC had the takeoff and incoming too close, but when pilots aren't even listening an easy to correct mistake suddenly becomes far worse.

  • what a complete mess!

  • How about sounding a bit more URGENT and raise your voice, cause you know lives depend on it?

    • Raising your voice is something you must never do on a frequency.

  • Oh dear...the Ukraine aircraft just ignored the towers instructions. Well done, congratulations!

  • Mismanagement on the controller’s part was the main cause here, but that doesn’t excuse the Ukrainian from disregarding an instruction to stop. Despite not being the cause, it was a bigger transgression in terms of discipline in my opinion and I hope it didn’t go unchallenged.

  • The KLM pilot is the only person I can understand in this video

  • That guy in the tower needs to talk much more clearly. He also has no emphasis in his voice AT ALL. Not good.

  • Watch again without reading the captions. I can understand very little from this controller, or any pilots other than the British pilot. It’s amazing to me that they’re reading anything back at all. It’s just too slurred, run together and just hard to make out.

  • There was no near collision here. The KLM plane never got landing clearance and didn't seem to be landing. They were lined up, that's all. Sure, the ATC maybe didn't do the best job, but nobody was endangered at any point here.

    • They didn't get landing clearance so they go around right? Yeah, right into another aircraft taking off. The turn to 010 was an evasive action because the flight taking off either wasn't listening to tower or completely ignored them.

  • 3NM final at speed 160 and the guy holding short hasn't even entered the runway yet? Plus needs to make a very wide turn to get on runway. Clearance in those conditions? Thanks - Lumpy

  • 3nm is short as hell for a take-off especially when aircraft is not lined-up. My guess is (we don't hear this though) the AUI got a line-up in sequence instruction earlier because I can't believe it was cleared for take-off from holding point, while arrival was 3nm on final. So he was already lined-up when receiving the clearance. That makes more sense.

  • ATC HAS A HELL OF A UNCLEAR VOICE

  • Now thats a good controller. Way to catch that.

  • 1:14 Shouldn't the controller have said "expect late *arrival* clearance"? I thought the word "land" and all forms thereof are only to be used when issuing and reading back such a clearance.

    • Thank you for replying! Your vids are awesome!

    • Late clearance or late landing clearance is standard phraseo.

  • CAN I PUNCH THAT CONTROLLER FOR HIS ROUGH ACCENT PLEASE?

  • Uhh Ryanair

  • That was a fuck up. Why not just wait the 90 seconds for the KLM to land?

  • How can anyone understand what they are saying? its like 3 by 3 or some times 4 by 3 can anyone speak english clearly? sound like they have cotton balls in their mouth.

  • Controller error.

  • Slight mistake ...shit happens. That was no close-call at all. That was daily life in aviation.

  • Ukraine not responding was the real issue.

  • Finally! Someone who uses the correct phrase, "near collision" instead of "near hit"!

  • ATC's enunciation is shit?

  • Unless it was bad visibility, no separation was lost. Tower-separation. Visual separation. They can stay 5 feet from each other if the tower controller thinks its fine.

  • The tower agent needs some language exercises!

  • The controller should not have stopped the departing aircraft but immediately asked the landing traffic to go around. Then again, we were not there therefore we do not know the different variables that had led him to that decision.

  • Need other runway !

  • Why do tower said to UIA to stop immediately after giving the clearance to take off? UIA was already on the runway ready to roll. What would happen? (i have completely zero knowledge in this)

    • reading comments I understood that KLM would do goaround anyways. Well.. logically, runway has a UIA on it.

  • That KLM guy sounds like Microsoft Sam

  • Something like this almost happened on my first flight ever (I was terrified of flying) and our pilot told us about it while we were circling around to try landing again. He was not happy and I was terrified. lol

  • The ATC could speak more clearly and slower a bit, he is with accent and speaks very fast which is very hard to understand for pilots from non English speaking background

  • The views on this channel are tremondous but why low subscribers?🤔🤔🤔

  • Why I cannot understand This French Tower....ukDiii146shoplrollingnow... = "Ukraine International 146, start rolling now." - 1:09

  • That Ukraine int got balls to ingnore stop call

  • Is KLM1725 Nigel Farage?

  • What are Ukrainians doing in Belgium?

  • Its really hard to understand him he needs to speak up

  • I actually had something very similar to this happen when flying into Istanbul a few years ago. Tower told our captain we were clear to land but there was an airplane on our runway just as we were about to touch down. Pilot immediately pulled away and went around. I can still remember being sucked into the seats when he added power.

    • In this case, the KLM had *not* been cleared for landing. He would have gone around anyway, just without the heading change.

  • even a kid would not make this mistake! clear an a/c to line up while one is 3 miles on final LOL, stupid!!

  • Climb 3000ft? LOL, I do sure ask again for the same if I was pilot.

  • KLM Fokker didn't fokk this one up.

  • With all the different languages and accents involved in these communications it's no wonder there were misunderstandings that could have been catastrophic. If English is going to be the standard language of aviation, all persons involved with safety critical communications should be required to learn and speak accentless Queens English.

  • KLM1725 representation and actual flight engine positions are different .

  • What im really concerd about is AUI146 not stoping by instructions. What if the reason for stop instructions was a plane crossing the runway and they didn't stop?

    • He was told to stop to maintain separation from the landing Fokker, if it had taken off, that's two airborne aircraft very close to each other and very similar altitudes, this is also why the KLM was asked to turn immediately, Worst case, he could literally have pulled up in to the bottom of the KLM, this is much safer

    • +StaticImage I have absolutely no aviation experience but wonder if 146 had already exceeded the threshold speed for a safe abort?

    • I was wondering the exact same thing

  • ATC should have stated right off the bat....immediate takeoff

  • They all sound Indian. No wonder this shit happens.

  • Layman's view: KLM1725 is a golden example of clear communication. The ATC is bad and probably to blame for the ensuing need to change plans. UI146 might have hesitated because the instruction to roll was about the least clear comm in this video (and being Ukrainian, they're 'English-handicapped', too), and the ATC could also have told them to roll as soon as they align (to save time) instead of separating the instructions. Obviously that is especially important if the ATC wants to let a plane land on a strip where another one is just taking off from, and especially if the leaving plane is relatively big. Maybe UI146 actually and only started to roll because they themselves could clearly see the approaching KLM and figured they need to get the hell out of there. The Ukrainians were either very confused or very experienced, in the latter case wondering: "Is that ATC nuts?" I guess arguing with an ATC can get you into trouble and only wastes time and distracts anyway, so they decided to stay quiet and polite. How could he just tell UI146 to stop before telling KLM to abandon landing?! That was a WTF moment for me. Like, did he want KLM to fly over UI and land then or what? (EDIT: I just read it's standard procedure to give the KLM clear path for the abandon maneuver without possibly entangling with the departing one.) ATC is basically doing the casual flowing tone of voice you know from on-board passenger cabin announcements, and with a Belgian accent that's even worse. At such a relatively major airport I would have assumed the value of saving time by saying things once clearly is appreciated more. Because if I was to talk like the ATC here, I would always wonder: Did they understand me or will we lose time with confirmation comms? Also, the ATC didn't seem too busy workload-wise, considering the number of planes he was instructing. (Clear speech takes almost no additional time at all.) - Now I'm wondering whether ATCs might have a habit of such because they only either think/observe or speak. Maybe they want to finish their comm swiftly so that they can go into coordination mode again. Dunno.

  • Okay here's the deal. And It's not gonna be popular. - KLM responds to a call at 6.6NM final - the speed reduction to 160kts is issued, which means that his current speed had to be noticeably higher - mind you, at 180kts he makes 0.5NM every 10seconds - including usual delay caused by time needed to input new setting to autopilot or to take any actions towards reduction... Let's say he started reducing at 5.5 or even 5 mile final - no info about andy additional departures prior to arrival but you can say that it's not compulsory - AUI gets a takeoff clearance when KLM was at (said) 3NM final - There was no earlier question about "immediate departure", no earlier lineup clearance and no "immediate takeoff" instruction. Not one of the tools (included in documents and designed to speed things up safely) was used - The only thing was the traffic information, but that's not enough. No info about KLM's speed or even acft type was given. - Mind you, AUI had to take a taxiway curved more than 90 degrees, which means longer lineup - "Start rolling now" is rather useless - After "expect late clearance" you can clearly hear the hesitation and uncertainty in KLM's voice. He knows that this is not a completely safe situation Of course, after all that, the incident meangement is almost flawless and everything seems to be solved. But I'd have to see an image from a surveilance situation display with an actual minimum distance between both of them to be sure that it turned harmless. Ergo: the controller screwed it big time but did the best he could to menage the situation afterwards. Which is an important part of his job.

    • Great synopsis... I wonder why the AUI Crew took the runway knowing that they had KLM on short final. Also on a 3 mile final couldn't KLM see that they were not clear.

    • Good point. I didn't notice the change in tone of KLM until you mentioned it. I went back and you're spot on.

    • At 0:55, ATC did say the next traffic is on 3nm final when he gave the take off clearance. Also at 1:10, he asks again to start rolling now but by the time they started, it was already too late I guess.

  • For the life of me, I can't understand why ATC instructed the departing aircraft, to 'stop immediately.' I understand the go-round - that's all good, but to stop an aircraft rolling when the problem is behind him - not ahead, makes no sense. Or am I missing something? Nice control by ATC.

    • Stop so that you don't take off into the aircraft that I'm about to send on a go-around. Typically for a go-around the arriving aircraft will follow runway heading and get vectors to go back and try that landing again. If the arriving pilot for some reason doesn't turn 010 as instructed they may crash. Kind of worst case scenario but possible. He was going to tell the arriving aircraft to go around regardless at that point.

    • Warren Alexander my English is not perfect, because if they line up on the same altitude that departure aircraft could make turbulence on the arriving aircraft because they are way to close to each other, and that arriving aircraft is very close to the ground and can easly crash if he fly into that air disruption made by departure aircraft, that's why atc instructed them to go 010(to turn right) immediately, he did that because departure aircraft didn't respond, if he'd stop that arriving aircraft could go straight what is more safer fot him.

  • Atc's fault.

  • Not sure why people are placing all blame on Ukraine while praising ATC. ATC cleared Ukraine to start moving onto the runway with an aircraft just 60 seconds from touchdown, tells them to roll, then, tells them to stop. It comes across as pretty scrappy, but maybe ATPLs can offer a more accurate assessment. I don't think we can assume the animation as accurate in terms of any perceived dawdling etc.

  • Was the KLM being flown by Nigel Farage ?

  • Nah its not a case of immediate takeoff. There should be FRESH revision and policy - A SIMPLE TO UNDERSTAND POLICY - on " immediate takeoff criteria which should be "No aircraft will be offered IMMEDIATE unless they have called READY ON REACHING NO CONTROLLER SHALL OFFER IMMEDIATE UNLESS GROUNDSPEED POSITION DISTANCE AND EXACT TIME TO TOUCHDOWN COUPLED WITH TIME TO ROLL AND LIFTOFF ARE COMBINED WITH GO AROUND VELOCITY OF APPROACHING AICRAFT. Also no IMMEDIATE to be given by controller if visibility < the distance between the approaching aircraft and the departing aircraft x 2 AIRCRAFT HAVING GIVEN "Ready on reaching" to controller must BE ready for and EXPECT a rolling departure. Aircraft Commanders ARE NOT ALLOWED to accept IMMEDIATE without having given READY on REACHING

  • Well that was f-d up. Mr controller should have a maths lesson.

  • I am just a guy that likes to watch airplane videos and i dont know anything about it in any way so forgive me when i say this but, isnt the ATC guy talking extremley fast ? I always think they talk so damn fast that if i where a pilot i would not her a damn think of what they sad to me ?

    • You get used to it, plus as Marko said, on APR for example, your only expecting a few things -Landing Clearances and Go Around (the latter they usually repeat twice in transmission so easy to spot) -Traffic information -Speed instructions -sometimes parking locations not much else will be said, so your just being ready for all of those

    • Dennis Lundin pilots and atcos expect to hear certain things, it makes it a lot easier to distinguish what was said

  • Did 146 just ignore the repeat instruction to stop? People arguing that its up to the captain at that point forget that it could be a situation where there's an impending danger that the captain can't see?

    • +Miroslav Mandic No. The instruction to contact departure was for another aircraft. Furthermore, we know 146 stayed on tower frequency because they responded at 2:45. What we don't know is why 146 ignored the repeat instruction to stop.

    • Eric TK yes because Atc instructed them to conract departure on other frequency moment before, so they probably changed radio frequency 😂😂😂

  • Fucking Belgium.. Was that a 'terrorist' in the control tower?

  • Just a bad idea in the first place to pack the planes together so tightly. AUI146 should never have been cleared to takeoff until KLM1725 landed. Some pilots will turn onto the runway and punch it immediately. Others will turn onto the runway, line the plane up, stop, and do some last minute checks before takeoff. The controller is basically pressuring the pilot to take off before he's ready.

  • That KLM guy seemed so cheerful haha

  • Why did the green plane stop takeiff

  • It-s even cooler to eatch this videos when you have been at the airports featured

  • How is anyone supposed to understand anything. ? the controller speak too fast, some of the aircraft radio signals are full of interference, only the KLM pilot is understandable , he is obviously English, apart from the KLM pilot, they are all speaking in a foreign language, I am English and I cant understand a word.

    • davebournemouth This seems counter to us laypersons, but these are really mainly set commands. These are professionals. They are hearing and speaking these commands/requests/questions routinely on a daily basis. So, unlike us, there's a certain level of familiarity and expectation that allows them to understand what to us seems garbled and hasty.

  • It was too close to give a take off clearance to Ukraine a/c.

  • Good thing it was translated. What I hear: "Blah Blah Blah Blah Blah, spicyweiner fzzzt badam-badam, prsshhhhh, manbearpig, fsssst fhssch (squelch)" Subtitles (translated): "Going around on heading 010, KLM 1725".

    • lol

    • This! This type of muffled, unclear communication can't possibly be safe!

    • "manbearpig" - oh lord I laughed so much

    • Pretty much. I guess pilots and ATC will develop a refined perception that boosts their ability to comprehend a lot of mumbling and vocal garbage, but they shouldn't have to.

  • cool as a cucumber good man to have in the tower

  • Thank god for subtitles. How do people understand what they are saying haha!

  • oh my GOSH how do these people understand each other?? 90% of the time I'd be like "...wut"

  • Dumb Ukrainian pilot almost causes a massive crash. Those eastern European pilots are not qualified to fly in the West and should all be grounded.

    • Skanzool just because im from Europe I will respond just to defend European pilots 😂😂, not even 1% to blame on those Ukrainian pilots, they got take off clearance they started to take off, they got instructed at 1:20 to contact departure at other frequency so they did and clearly they didn't heard instruction to stop because they we're on other frequency 😂😂😂...

  • how they understand each other? All different accents, fast talking. I hardly understand a word.

  • Cool cat that controller! His inflection barely changed.

  • I like how the KLM pilot didn't even sound upset about having to go around! Everything about KLM is awesome.

  • Mother Fokker that was close,

  • holy shit, i can't understand anything that air traffic controller says because of that heavy accent. suprised there isn't more misunderstandings because of it.

  • that I just think how dangerous for the controller? In China they must say goodbye forever for their job

  • ATC are actualy freaking playing god. Very scary job to have. But why did he ask them to hold position when they should be getting the hell out of the way.

  • everybody did great job guys

  • this controller sounds like a kid. BE FIRM and LOUD when issuing a STOP NOW instruction!!!!

  • Might get some flack for this but I've always been in the opinion to land a tight arrival and lose my runway sep standard rather than having a pancake effect on upwind. Runways are around 10000ft. having one at rotate speed at the end and one crossing the keys is safer than two meeting mid air. Its never happened for me because I'd never push a carrier out in front of a tight arrival unless I truly trusted the carrier and has "outs". For me in Aus thats the difference between Qantas and a small Asian carrier. I trust Qantas when I give them an immediate but I don't trust Garuda. At least in Brussels he could use a break out procedure. Although the vid is labelled "near collision" I actually don't think this was overly dangerous. The controller had his "out" and used it. I dont have a perspective of the tower but theres a good chance he didn't lose separation either, because he could apply visual sep with the right turn in the go around.

  • What language is ATC try to speak?

  • It would be helpful if he spoke up a bit more...

  • thanks so much.

  • cheeky breeky ukraine

  • thank you so much for the animations

  • 1:07 Arriving Fokker 70, not 737 ;-)

    • It's hard to keep track of the Fokkers sometimes.

    • It is funny because the logo I used is obviously a Fokker :D

  • are you making those videos yourself or how?

    • OK thank you for that thats why i dont sub.

    • thanks could you give just a short discribtion of your sourches technics and so?

    • All myself :)

  • This situation scared me for a while now. I am glad that they can deal with it.

  • good video

  • AUI146 was a complete dickbag, I hope he got reported. Tbh the ATC could use a call from upstairs too. He shouldnt clr for takeoff with incoming only 3 miles out.

  • why did that neck ass Indian guy tell the green mofucka to take off when purple dude was on final

  • @vasaviation, i appreciate the map overlay w/ the mock planes. Helps to see what is going on. Good job!