Southwest and FedEx Near Crash in Austin

ATC cleared Southwest to takeoff in Austin when FedEx was on short final to landing.
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[@echobeefpv8530]

Gotta say , Kelsey, the animations and airport layouts really help. The editing improvements are much appreciated !!

[@sequoiasemperviren3163]

What "improvements"?? Kelsey's animations have always been top shelf. Just like his dry sense of humor....

[@pinecedar180]

A side view would also be nice for this one

[@pinecedar180]

​@@sequoiasemperviren3163 uhh visual aids, look it up.

[@sequoiasemperviren3163]

@@pinecedar180 Do us all a favor and just go away. This is a positive comment environment.

[@pauly260]

Looks like MS 2020 on PC, max settings (nice rig, Kelsey!) with Mods.

[@dadbackwards4448]

Hello Kelsey. I have been a controller since 1985, a USAF Rapcon, and 2 FAA facilities. I understand everything you said, and it makes sense from where you sit. But, when the field is IFR, ATC has a 2 mile increasing to 3 rule. The tower controller can clear an aircraft for takeoff in front of an arriving aircraft to the same runway, but you must have 2 miles between a/c at all times, and the situation must also increase to at least 3 miles within a minute after the departure. All this being said, there is NO way the tower controller would be able to comply with our rules in this situation. Impossible with a 767 on a 3 mile final, and the 737 holding short. This may have "worked" if the 737 was already in position. The tower controller is 100% to blame. Did the FDX pilot confuse/complicate the matter, hell yes. You are absolutely right about SWA being fast, but in this situation, the tower can't even see the SWA jet, so how can you give him the benefit of the doubt, especially when we have a hard and fast line the controller crossed. I was literally stunned after listening to this after it happened.

[@mypeeps1965]

Kelsey should have just said the controller f-up instead of all the aviation speak.

[@canadave]

I know you said the tower controller was 100% to blame, but I have to think that the SWA pilots were also somewhat to blame. They heard that the incoming FedEx was on a 3-mile final. They know it's low visibility and they're going to need to do some checks once they get on the runway to make sure everything's safe for them to take off. They clearly weren't in the hurry that SWA normally is in. So, given all that, they really should've just said "thanks for the clearance, ATC, but we're going to just wait here a moment and let the guy land before we get onto the runway." As you know, there's no obligation on their part to accept the ATC's clearance and wander onto the runway, and they shouldn't have done so if they were going to take their time to get going with another AC on 3-mile final.

[@Petteri82]

I get that Kelsey doesn't want to give too much flak to ATC given that he works with them all the time but it is a bit hard to point the finger anywhere else. That was always going to be a really tight fit and on the runway you should not really need to be thinking about other planes.

[@csours]

Maybe I'm confused, I thought the controller gave SW the go-ahead when Fedex was 5 miles out?

[@davexander4142]

Wait a damn minute... a rare sighting... a SMART commenter on youtube instead of the usual troll.

[@DouglasHaney]

Kelsey, great review, but as a retired Fedex captain, I can say you missed one critical system that Fedex airplanes have to improve the pilot's vision in low-visibility situations that probably played an important part in this event. Almost all Fedex airplanes have in the Captain's seat a Heads Up Displays with an Enhanced Flight Vision System (EFVS), that displays imagery in the HUD from a Forward Looking Infrared (FLIR) camera. The camera is located above the radar on the nose of the aircraft. This system greatly increases the captain's visibility in fog, smog, or smoke, especially when looking at an aircraft from the rear when looking at the engine exhaust. I don't know for sure, but I would bet that the Fedex captain ended up seeing the Southwest airplane in his HUD using the EFVS.

[@cd431]

I’m also pretty sure that TCAS does not give Resolution Advisories below 500 ft. They’d have possibly seen the other aircraft on TCAS but would not have gotten guidance commands.

[@micostuffusa6275]

Low vis ops and it didn’t trigger the ATC guy to bump up his game. Complacency. 10 lbs of stuff in a 5 lb bag. 3 mile final is inside 1000 ft agl. That should have given the SWA guy a heads up. Complacency.

[@BrightBBQ]

@douglashaney I was going to say the same thing as you did about HUD and EFVS.

[@softwaresignals]

Douglas, great reply. I worked on the systems algorithms and software for "HGS" (aka HUD) at Flight Dynamics, on a a system for the 737 (Southwest Airlines customer) and C-130J in the mid-1990's. We were hearing about FLIR back then, wish I could have been the one to add that cool trick. FLIR Systems, now Teledyne FLIR, had offices almost right next door in Oregon, still do to this day. .... C-130J relied on Night Vision Goggles the crew had with a special HUD super-dimmed mode for those pilots. A FLIR system on a HUD appeared on Cadillacs 23 years ago !!!!

[@nathanarkwood1173]

Nice piece of equipment that Fedex has, but I'm willing to bet no other air carrier would allow Fedex to call their aborts. In my opinion, the FedEx pilot calling another aircraft abort needs a reality check.

[@OGA103]

Damn, the calm professionalism on everyone's part was seriously impressive. If I hadn't known the context of the recordings I never would have thought that a catastrophy was only narrowly avoided.

[@ianmcnaney6528]

The last time I flew Southwest we hit some turbulence and the "put your butts back in your seats" light came on. People ignored that because they had urgent business elsewhere. Then the main flight attendant, who looked and sounded a lot like Woody Harrelson, stood up in the front of the cabin and made it clear he wasn't joking. "Get back in your seats before I come back there and make you do it." It wasn't exactly that, but it was close. And I totally respect that guy. Southwest is... different.

[@dengueberries]

reminds me of a key & Peele sketch

[@JPINFV]

@@dengueberries A-a-ron?

[@abikeanditsboy3449]

ATC totally messed that one up. They cleared a plane to land on a 3 mile final and then cleared a plane to take off on the same runway. Since there is no specified time for a plane to take off it was just plain irresponsible on the part of ATC to assume that SouthWest will hustle as usual, especially since it was cloudy and foggy. Terrible job by ATC.

[@Garbox80]

I recall there's a "cleared for immediate takeoff" which would tell the pilot that if you can line up and go, you can do that. That would leave the call to the pilot to think if they're ready to do that. But the ATC didn't say that. Of course it was an honest mistake, but to my understanding, you shouldn't assume anything in aviation, especially around the airport.

[@toukoaozaki]

@@Garbox80 From what I read, the problem in this case is that FedEx was cleared for CAT III autoland. This should preclude clearing another aircraft onto the runway, which would be part of the ILS critical area.

[@Garbox80]

@@toukoaozaki I saw a comment about that too, but someone replied that "unless there are other, airport specific directions in place" or something along the lines. Anyway, this one goes to ATC (and a bit on the SW pilot if that CAT lll rule applies, as pilots should also have a situational awareness AND he WAS told about that 3 mile final).

[@motherofthreeb6337]

​​@Angela G In 2019, 1059 people died in airplane accidents, however, 36,355 died in car accidents. Flying is actually safer than driving.

[@sharpfang]

​@@Garbox80Regardless, technical problems at take-off that force the pilots to reject the take-off are a thing, and the ATC needs to keep the hand on a the pulse and revoke the clearance to land if the situation gets too risky. Not this crap.

[@stevenwilson8718]

Thank you for all this! I was flying on my dad's lap when I was 7 years old when my grandfather ran a flight school in Melbourne Florida and chesterfield mo in the 80s. He was a pilot in WW2 and Korean War before becoming ATC and then running private airports. Both my parents became pilots and instructors for my grandpa and I did my 1st solo when I was 10. Rules were different back then (espn when you're family owns and runs the airport and flight school). I never became an actual pilot but now that I'm in my 40s, it's my biggest regret in life. My whole family absolutely loves your videos and seems very nostalgic for us. Thank you!

[@zuesnastrio3062]

Its never to late to become a pilot

[@PlanespottingMayhem]

A solo at 10??? Never heard of that being legal at any time.

[@crooked-halo]

Steven Wilson - You soloed at 10. Right, I don’t believe you. Anyway, you can become a pilot and get hired in your 40s and 50s. There is a huge pilot shortage right now. Kill that regret and learn! I’m 55 and have a commercial license & instrument rating but haven’t flown in over 20 y! I’m training & getting current right now & will pursue a corporate pilot job. Yes, at 55. Get off your ass! You’re young!

[@stevenwilson8718]

@@PlanespottingMayhem it definitely was not legal. At the time, my grandfather was retired and owned and operated a small airport in St. Clair, MO. My parents and I lived in a mobile home on the ramp. I washed little Cessnas and my parents were instructors. I sat on my dad's lap for 3 years (because I couldn't reach the Rutter pedals). As soon as I got tall enough to reach everything, I had already had over 100 hours flying on my dad's lap. Again, this was around 1984 and my family owned the airport, flight school and a dozens single engine planes. I never got licensed because it wasn't legal but I did fly a LOT before I was even a teenager. Unfortunately, I think that was the reason I never pursued flying. I was spoiled and bored with flying and thought I could be a pro golfer. Lol. That didn't work out either and now I'm just a construction worker. My dad spent his whole life in aviation and now that I'm in my 40s, I finally realize how lucky I was and I regret not taking advantage of what I could have had

[@stevenwilson8718]

@Ty flys It's too expensive today. At least for me. I'm works construction and have a family and that's why it's such a huge regret. It would have been free when I was a teenager and without any real world responsibilities. Now? It's at least 150 dollars an hour which is far beyond my means as far as expendable income. But I have a lot of great stories and memories

[@toddcorm9423]

ATC Instructor guy here. I appreciate your comments about SWA moving quickly and all the controller was trying to do was we call a “squeeze play.” However, without knowing the waivers at Austin the controller was at fault for several reasons: 1. Even VFR, which it wasn’t, trying to push out a departure in front of a heavy on 3-mile final won’t work. 2. The controller violated the ILS Critical Area for a CAT III approach. You don’t put someone in position in front of a CAT III, unless you have specific procedures for this. 3. In the event of a Go Around, which happened here, the controller does not have the required radar separation. Heck, they didn’t even have runway separation!! Obviously this was never going to work regardless of the airlines involved.

[@allgrainbrewer10]

THANK YOU!

[@matejlieskovsky9625]

This. FedEx absolutely saved the controller from having blood on their hands. IMHO the whole US aviation needs to be reminded what "cleared to land" is supposed to mean.

[@keithzulu5014]

What everyone needs to be reminded of is that "cleared to land/take-off" is actually shorthand for "cleared to land/takeoff AT CAPTAINS DISCRETION". Since the aircraft in the AIR takes precedence over the aircraft on the ground: the SW captain was and is supposed to use the maximum discretion. He/she did not. Kelsey says it elsewhare as do many. ATC's are for taxing. Captains are for flying aircraft. This ATC had taxied the aircraft to the correct point and handed full control of the aircraft on the runway to the pilot. He absolutely did not tell and cannot tell the pilot to take off.

[@jerseyshoredroneservices225]

@@keithzulu5014 The controller gave the runway to two planes at the same time. Right?

[@omikron777]

Couldn’t have explained it better. I think Kelsey gives the advantage of doubt to TWR, but this time he’s got it wrong. Major f up from ATC. Here in Europe simultaneous landing and takeoff clearance are not used.

[@bobbyc2768]

my dad was an air traffic controller in the US Air Force during the Vietnam war, I never really understood what he did and when I was a really young kid I remember thinking it wasn't one of the "cool" jobs the Air Force had, but as I've gotten older (I'm only 29, he was 49 when I was born) I think it's cool as hell. I've been watching these videos for a couple years now and it just occurred to me to go ask him what it was like back then working at several different very busy US air bases clearing B52's, F4-C Phantoms, big C130's, and the works for landings, takeoffs, and directing aerial refuelings and formations to and from bases. Now that this stuff is as interesting to me as it is, I want to ask him how they did it back then, like what equipment they used. He always wrote in all capital letters and told me that was from his time doing ATC for the USAF and he wrote his "E's" like backwards "3's" and certain letters very differently than I did and used the least amount of strokes possible for writing "4's" and stuff like that, telling me that's how they taught him to write fast and legibly for them as he was hearing radio transmissions coming in from different pilots. He also said he lost a lot of his hearing because certain high ranking officers flying F4's would buzz the tower going supersonic sometimes and it was loud as hell. After finding your videos on ATC and other channel's videos on ATC working under stress and helping emergency aircraft I have a new found respect for what he did, and I thank you for that. When I was a kid, I never understood how crazy and stressful it must have been to have been guiding a limping aircraft back to base who was hit by some big guns and had pieces (or entire) wings missing, sometimes were on fire, or they got hit and their electronics and controls stopped working so they couldn't find their way back to base at night and they had to guide them in by radar and then turn on lights so the plane could find their way to the ground, then sometimes rush out crewmen as they crash landed sometimes, which at some bases the ATC guys would be expected to go out and help fight a fire and help the pilot out, and before major missions they would also help the ground crewmen go load the planes up with bombs, ammo for guns, rockets, fuel, etc. What a crazy job to have and I want to go ask him all about it the next time I see him.

[@bdouglas]

Austin resident here, I really apprecaite this analysis at a level a non-pilot can understand. Love this channel! ...whatever it decides to become in the future!

[@sharoncassell5273]

Haste is a recipe for disaster. Being too slow also can create problems. Maybe the SW plane was not completely briefed, prepared with checklist for takeoff and we're still scrambling to get it together.

[@ericlarsen1721]

Kelsey, your professionalism is palpable. I am not a pilot. My background is in submarine operations. While the parallels are tenuous at best, the one trait we appear to share is technical competence and professionalism. Love the channel. Thanks for doing this.

[@johnnunn8688]

Polar opposite trades! One above MSL and one below. 🤣😂

[@user-pf5xq3lq8i]

The ego has landed!

[@oakld]

Though I think Kelsey is a bit wrong, in this case. The controller sent Southwest into CAT III zone, where it was interfering with signals from antennas crucial for autoland. That is why there's CAT III marking on the taxiway and no aircraft should be allowed past that point during CAT III landing. Although we didn't hear what happened prior this, but even if Southwest was instructed to hold at CAT III line and controller found out they announced themselves at 18L (unlikely), he was supposed to instruct FedEx to go around immediately, since Southwest was interfering with the system. Kelsey did not noticed that, I guess he's only a human, after all :-)

[@patheddles4004]

Strong parallels I'd argue, especially for nuclear subs (yes I mean nuclear-powered not nuclear-armed). I mean I'm a clueless outsider, but from what I've seen y'all have a bunch of justifiably-paranoid procedures just like aviation. Burning oxygen candles, for instance.

[@TakeDeadAim]

The controller should have never let the SWA past the ILS hold short line when he knew FedEx was a CATIII.

[@mikeaudio]

That’s what I wondered. It’s my understanding that greater separation between aircraft needs to be maintained. Even physical spacing on the ground so aircraft don’t interfere with the signals for a CAT III approach

[@SB-cz9vo]

Agreed the CAT III call from FedEx is the point where ATC dropped the ball. He failed to confirm the approach as a CAT III one and to keep all metalobjects away form the restriction area. (plane, car etc does not matter they all dirturb the signal) The rest was just an extension from the initial fail He did. Lucky for him FedEx managed to outclimb SW and turn away before they reached them.

[@dadbackwards4448]

There is no ILS hold short line on that side of the runway, where SWA was. It is on the other side.

[@LowLevel157]

Agreed.

[@SB-cz9vo]

@Dadbackwards in this case the rwy hold short line is also the one for CAT III since the radiotower is on the left side.

[@tiffinyanderson4403]

I’m so glad you covered this because I saw the raw video and was shocked.

[@PappaMike-vc1qv]

ATC procedures strictly prohibit what the controller did. In layman’s terms: during poor weather, a controller cannot allow a turbojet to pass the final approach fix or 5 mile final while another aircraft is entering the runway for takeoff or hold UNLESS the controller can provide visual separation of both aircraft. The weather was waaaay to bad to try this visually. The controller did not see either aircraft. The controller broke the rules and got lucky.

[@djsinkaz]

Neither aircraft is a turbojet. Both are turbofan powered aircraft.

[@willusher3297]

Where's the turbojet?

[@pinecedar180]

We need new software to help controllers not make mistakes

[@PappaMike-vc1qv]

It’s been a while but last time I checked the ATP which spells out the rules. It still refers to all turbofans as turbojets for classification purposes. And Pine Cedar is correct, the ATC system is far behind in tech. Fortunately, Tech in the cockpit has advanced and is responsible for a much safer environment. TCAS was a big step forward.

[@dtktrucker]

@@djsinkazRight. There’s Turboprop and Turbofan. Both are Jets, in that the jet turns the blades rather than a piston.

[@williamsender6416]

Once the FedEx flight was cleared for the CAT III I was under the impression there could be no aircraft past the ILS hold short markers until the aircraft have landed though. That's where I think the controller screwed up.

[@Zorthal]

My thoughts as well

[@Sicktrickintuner]

Yep, 3 mile final. At 170 is about a minute. Too short to be able to pull out and take off if not already rolling down the runway.

[@dadbackwards4448]

The ILS hold short line is on the other side of the runway. There is no ILS hold short line where SWA was at AUS.

[@kennethelsbury2857]

@@dadbackwards4448 Would the 737 not interfere with the localizer which is beyond the far end of the runway? My understanding, the ILS hold short on the other side keeps the line of sight to the glideslope radio clear, but do you also have to protect the localizer?

[@richardcrandall6786]

@@dadbackwards4448 both sides have ILS hold short. Look at Google Earth and zoom in.

[@ashleighsteaparty268]

This is such a great example of amazing professionalism and keeping calm when needed! Also, Kelsey if my teachers at school had explained things as clearly and interestingly as you do I would have done way better than I did!

[@michaelantone7465]

Both pilot's professionalism helped to avoid a catastrophe. I'm sure Kelsey exhibits that same professionalism. Thank you for your commentary! 😀

[@johnellis5989]

I watched other commentaries about this incident and yours was excellent, Kelsey! Glad that things turned out as well as they did, thanks to professionalism as ATC termed it. Clearly the FedEx flight crew was thinking ahead, anticipating, and ready to act.

[@thomasmennella5501]

Love this channel, your passion for aviation and your analyses. I will say though that I disagree with some of the details of your opinions here. I believe that this incident is completely on the controller. He gave this runway to conflicting traffic. A number of different things can delay a plane on the runway. If a controller needs an expedited departure he needs to say so on the TO clearance. The controller set up this conflict. FedEx and Southwest were both simply doing what they were cleared to do. Thanks for all your videos. Getting a window into flying with the big boys is very appreciated!

[@TheNixie1972]

What I don’t understand is why the controller was in such a hurry to get the SW airborne. From other video’s on this incident I learned that traffic was light at the time, so the SW could just have been holding for 2-3 minutes to let the FedEx land and then have all the time in the world to safely take off.

[@gracelandone]

After seeing 3 other analyses, I got so much more from yours. Context from 3 different points of view explaining the event without trying to assign blame. You are cautious about not getting off into the weeds yet giving enough info that we backseaters can grasp some of the complexities aviation professionals deal with. Well done.

[@MeppyMan]

He is missing some important facts from this though. The controller should never have let the SW plane on to the runway once there was a CATIII landing clearance.

[@candlercando]

@@MeppyMan "Tower, Southwest 708, we are short of 18L and we are ready" was not factual. Tower should have denied Southwest 708s assumption.

[@dubbadude]

Kelsey as informative as ever. A joy to watch. 😎

[@yabbadabbadoo8225]

Us Sim Pot lounge pilots will never appreciate the real world of flying. Kelsey thank you for your time putting this almost CIS clip together. I thank the Lord this was a 100% +ve outcome due in part to the vast experience in the profession. Love your work champ.

[@TheFlightLevel]

This is a great video. So easy to see how the confusion could occur! Low visibility can create problems so quickly at busy airports. Even as a GA pilot, great learning and appreciation to stay calm and know all the variables when holding short for traffic on final.

[@Riverplacedad1]

That was a very important point about how SWA does things. Completely agree based on my time on their jumpseat. But also how ATC will give them clearances that they wouldn’t normally give to other airlines just because they are more “hot dogish”. I’ve had ATC at Las Vegas and Baltimore have SWA cut in front of me for a short final. I think SWA were the last ones to get FOQA in the cockpit. So no need to worry about stabilized approaches. Best of luck. Hope you don’t get blackballed for their jumpseat

[@bertblankenstein3738]

One plane coming in while another is going might work with good visibility. With low vis it seems just a matter of time before things like this happen.

[@nanfrostsfashionfocusstyle6250]

I had a flight out of AUS yesterday under similar weather conditions. To listen to this was interesting and disconcerting to say the least. Kudos to the FedEx pilot.

[@SkinnyCow.]

Cat 3 low visibility, clearing another plane onto the runway with fedex 3 miles out, that's just should never have happened.

[@av8ir68]

I have so many thoughts on this, but a heavy jet on a 3 mile final in the weather should have the runway sealed up as his only.. My second thought is, a 737 does not resemble a top fuel dragster that can get rolling at break neck speed. Especially in the low visibility weather... I don’t really know the legal aspect of how the instrumentation works on a CATIII landing, but I would assume that the landing environment cannot be contaminated with anything with another jet on a 3 mile final.. I would also like to know, who teaches the rules to ATC on how close a plane can be on a CATIII landing and have another one taking off?? Those are just a few thoughts and questions I have on this situation that I would call an incredibly close call..

[@paulronge]

Happens to the best of us!

[@zuesnastrio3062]

I remember the time when I killed 202 people with my plane lol. Luckily I escaped and am now wanted. Happens to the best of us though

[@justusetpecator]

A kind fair assessment. 👍 FedX missed approach called for climb to 1000 then climbing left turn to 3000 hdg 040. So essentially they flew the missed approach procedure. As they began to lose horizontal separation, vertical separation was improving. It would be interesting to see some accurate position and altitude read outs on this event. Fantastic that this event had a good outcome. Win, win, everybody learns.

[@kimmoore5149]

I am not involved in aviation in anyway, I appreciate your explanation of the situation between two flights and atc. I also hope you find what brings you satisfaction. I love your videos!

[@TheJayMoses]

I’m so glad you did this one for us Kelsey! I needed some explanation for my hometown airport! Thank you!

[@soupwifey]

OMG. I love SW airlines. I've been through lightning strikes, wind shear, and more and never had an issue with the 737s. I'm blessed with great pilots over 100s of times in Texas weather 🙌🏻.

[@johnpollard4158]

I've been waiting for this one.

[@grogan6459]

Thanks for the information on this incident. I can see, now, how this could happen. You really gave me a lot of clarification. I'm only a Sim Pilot, but I can see how this created a confusing situation.

[@back2vinyl493]

Hat's off to all the skilled pilots and air traffic controllers out there, videos like this show how sharp you all have to be.

[@levent8208]

Kelsey is a great teacher, he's a natural

[@thefamilythatfliestogether]

As a pilot of a light GA twin, normally when I get a clearance to take off with landing traffic on final the controller will say "cleared for takeoff [runway number] NO DELAY." Its the "no delay" part that gets me to think to myself can I make this takeoff quickly or should I reject the clearance to takeoff and wait for landing traffic to land. This controller should have said "no delay." As always great video.

[@davidmalinowski489]

Kelsey has inspired me to get my pilot license at 59 years old TY Sir

[@ClearedAsFiled]

Your life will change forever 😊

[@PhilMoskowitz]

Another factor perhaps is Austin's growth into major American, and minor International city. Likewise air traffic at Austin-Bergstrom airport has increased dramatically. Fast turn-arounds may be a necessity.

[@mikebutler7605]

Good clarity in helping me understand what happened.

[@cubplt]

Kelsey, One aspect of this which I have not seen discussed is the requirement to keep the ILS critical area clear. Since the Localizer antenna sits at the departure end of the runway, the departing SWA 737 would penetrate the ILS critical area during it’s departure. I question wether the SWA flight ever should ever have been cleared onto the runway while a CAT III ILS was in process.

[@howardlloyd9183]

I just flew to and from Puerto Rico on spirit. We had some rough turbulence on the way in and now I'm fascinated by flying. No where near my first flight but it definitely got my wheels turning. Ty

[@skoldmo762]

you can even hear how sad the controller became knowing how close he was to create an disaster . proffessionalism from all parties, including 74 gear!

[@thomashyler6174]

Great explanation! Thanks for all your hard work.

[@TormodSteinsholt]

A very good play by play. This was a video where I would jump to conclusions due to not being a pilot. Appreciate the lesson.

[@chadhoes606]

Thank you Kelsey. I've watched some other videos on this incident and none of them come close to your explanation. Thank you for the detail AND context. Knowing SOP for other airlines helps us to understand this situation.

[@pfswafa]

I appreciate your breakdown of this event and while I was not working on that SWA flight and do not have firsthand knowledge of it, I am an experienced crew member who has been on flights where the pilot "dings" the F/A for take off and they may not have been in position to make their verbal announcement letting the Captain know the cabin is secure and ready. Just a thought on why it SWA was a bit slower than reputation expects. Also, there are quite a few pilots who do NOT taxi at break neck speed and forget that F/A's may be walking through the cabin. It will be interesting when the report comes out.

[@danielpetrucci8952]

767-200 is so rare the last time I've been in one was back in 2019 It was a Westjet 767 flying the YYZ to Gatwick route

[@mikeaudio]

We see them a lot here in the U.S.

[@erictaylor5462]

I was with my dad once when hew was cleared to take off. We both looked up the glide slope and saw an airplane on final. We asked the tower if the plane on final was cleared to land, and t6he controller came back, canceled our clearance, then cleared the other plane to land. The controlled had forgotten he had already cleared a plane t6o land, then cleared us to take off. I don't think it counts as a near miss because he had not moved before we saw the landing plane.

[@celia6564]

Kelsey, luv your channel. I have flown but find it absolutely terrifying yet I'm in awe of pilots and staff. I like your laid back personality and have learned so much.

[@Ghost_Hybrid]

Kelsey, what are your thoughts about Southwest being inside the ILS Critical Area during low-vis operations? It's my understanding no aircraft should be past the ILS hold short (or runway hold short) while an aircraft is on final - especially on a CAT-III.

[@jy3649]

based on that assumption, why the hell would an atc guy clear a 3 mile quick go if there was low vis?

[@KJ-ee5pu]

This is scary. This was so close to a disaster. It feels to me like a rule is missing preventing ATC giving a clearance to take off so close to an approaching landing, especially in bad weather conditions. I get goosebumps thinking about how close this was to a fatal incident.

[@justins8802]

Yeah, seems crazy to leave it to chance. If it’s going to continue to be allowed to give overlapping clearance to land and take off on the same runway, there needs to be standards for maximum time to start your roll after clearance, which can then be factored into the safe distance.

[@patheddles4004]

I strongly suspect that that rule will be created soon, directly in response to this incident.

[@aaronsnowden6311]

Love your videos, I always learn something new.

[@jbmusicman1]

I've been following you for quite a while and your content keeps getting better. Thank you.

[@mmoly-cj4bd]

What will happen to the controller in a case like this? Fired? More training? Moved to a lesser position at smaller airport? Would definitely like some input on this.

[@av8ionUSMC]

I’m an active controller with the better part of 23 year’s experience. This controller messed up big time and it’s 100% on him. FedEx saved the day! Cat III , critical area wasn’t protected, pushing this southwest out with someone that short of final with these conditions etc etc etc. What I haven’t heard anyone say is, WHY did the Southwest accept this clearance in this situation? Why? SWA knew this a/c was short final, weather was terrible, SWA needed a few more seconds than normal. How did the SWA crew THINK this was going to turn out? Do they get any legal responsibility in this? 100% no! Moral? Yes! The video, and explanations was dead on and exactly what I knew going into video from other sources . Great analysis. EDIT: Pilots should know to and refuse any clearance that they feel is unsafe. I can give you examples of where pilots have saved lives on the surface or in the air by refusing controller clearances and rightfully so! Not to make controllers look bad, a very very small percentage of a percentage does this happen but it does.

[@StevePemberton2]

As is typical in the U.S. there was no glide slope critical area on the side of the runway that Southwest was on. And from what I read in the FAA regulation departing and landing aircraft can pass through the localizer critical area when an arriving aircraft is outside the middle marker or 1/2 mile. At the time of the clearance if Southwest had moved normally after receiving takeoff clearance they would not have violated CAT III critical area. I'm not commenting on the wisdom of the clearance I'm just talking about what I am seeing in the regulations about CAT III.

[@yavorivanov100]

Thanks, Kelsey. I enjoy all the details (legalities) you explain, so do not hesitate to dig even more deeply. BTW, the video editing is getting greater with every new release :)

[@debrabaker1009]

This was a great explanation. I was wondering why that happened thanks, Kelsey.

[@cotton-Dave]

debra--Since he explained everything sixteen fricking times, I have no doubt that you understood it. This could have been a four minute video!

[@kevdogsab]

I’m a pilot and I don’t think Kelsey did a good job explaining what happened. ATC wrongly cleared southwest to enter the ILS critical area while a plane was on a CAT III approach. It wasn’t Southwest’s fault for accepting the takeoff clearance, but ATC should have kept them off the runway in the first place. Yes, this was ATCs fault 100%. Planes during auto land CAT III approaches can’t have a big piece of metal interfering with the radio ILS.

[@nickmauldin8825]

Thanks for explaining. This came up in a lot in KZbin story or reels. What ever it’s called. Knew there had to be more something to it.

[@willykang1293]

74 Gear, I appreciate your professionalism.

[@XRP747E]

That was a really interesting situation, Kelsey. Very well explained, thank you. There is always a sense of relief and professional pride when a difficult situation is resolved. Knotch up another lesson on the ladder of experience. Kudos to all concerned for taking the high ground. Childish comments do nothing to enhance safety.

[@rama222]

Very nice video! Also, not everybody does autoland on a CAT III approach, SWA flies all CAT III approaches hand flown using the HUD, normally down to 600 ' RVR. Just a few thoughts, looking at the taxi chart in AUS 60-9C. I don't know the taxi clearance the SW flight got that day. I noticed something unusual. The taxi route for RVR less then 1200 does not allow you to take off at the beginning of Rwy 18L at taxiway B. The route brings you onto the Rwy one taxiway prior, at "F". Wondering if that's what delayed the SW flight? If you don't catch that at the gate, you won't have the performance numbers for the "F" intersection T/O. It takes about 30 sec to get the new numbers but requires to run another checklist. Just wondering.

[@karebear3296]

I have been waiting for this video since I saw this on Twitter!!

[@glennk.7348]

Just noticed… congratulations on 1 million subscribers! 🎉

[@hook86]

Sorry but ATC was batshit insane for clearing him to take off with a 767 on a three mile final! Hope they gave the controller a number to call.

[@KamikazeWombat]

Great info Kelsey, I've seen this headline around but I figured I would wait for you to talk about it to get the real story

[@maxinefreeman8858]

I went to the older type of nursing school. In the first week it was pounded in our heads to never assume anything.

[@GaryLaaks1]

Another top notch video Kelsey. Love this channel.

[@robomatt101]

cleared for takeoff while another aircraft is on a CAT III, 3-mile final is wild!

[@achmedbincouscous2846]

Just to clarify one point you made; SWA hand flies their Cat3's off the HUD. Not that, that has any relevance to this incident, but no autoland ever at SWA. But what *MAY* have been a factor is the SWA crew was quite possibly doing an HGS takeoff given the RVR. In which case, no "Take it on the roll" SWA style T/Os like you see in VMC. The procedure is to get lined up on the centerline, ensure everything is lined up (HGS, PFD/MFD etc) and then begin the roll.

[@GenderSkins]

Something Kelsey did not mention, but was shown in the video with the map is that air port is the Austin old Bergstrom military Air Force air field. Which is now Bergstrom International Airport in Austin, Texas not the old Austin Robert Muller International Air Port which is now Austin Robert Muller Municipal air port. This important because Robert Muller lacks the equipment that Bergstrom has, had this happened at Robert Muller there would have been the additional problem of air traffic crossing I-35. And weather conditions are not always the same at either air port even though they are both located in Austin, Texas.

[@mattoftexas]

1mil subscribers, so happy to see this page grow

[@michaelduff1686]

Thank You. a near miss is when things hit a near crash is when things miss.

[@AKtoTok]

Exceptional mark of professionalism! Great video as always

[@shaund9759]

I might be a little late but congrats on 1M subs!! Love your content.

[@HDRW]

In the UK "Clear to land" means that the runway is clear, and ATC is taking legal responsibility for that - even if an arriving aircraft's tail hasn't quite cleared at the far end of the runway, the landing aircraft will not be given clearance, and will be told to Go Around (I've heard this happen on a Heathrow frequency, followed by "Sorry, he wasn't quite clear" from ATC and a fed up "Yeah, I know" from the arriving pilot!). Also, if it's getting a bit tight, a departing aircraft will be given "Clear immediate takeoff" which means you mustn't stop on the runway. Probably only light aircraft would be given this, at smaller airfields.

[@ExMachina70]

An ATC like that learns quick never to do it again. It'll probably haunt him for a long time, but this is how you learn. You learn more from your failures than your successes.

[@mapleext]

You explains that very well. Quite nerve wracking!!

[@kristencarlbon4561]

Sounds to me that the air traffic controller was definitely not paying attention Could’ve been a major fatality.

[@AstroGuy99]

Former Alaskan bush pilot (never flown anything bigger than a twin prop), nevertheless I’ll add my two cents: First, FedEx obviously did nothing wrong. They were landing and had every right to assume their runway would be clear. I would reluctantly hold the controller to fault here. He knew FedEx and Southwest would be close, and, given the conditions, might have made allowance for Southwest’s slower than normal rollout. In the end I’d put 51% of the blame on Southwest. Due to weather, they were obligated to take a more cautious than normal takeoff and they were aware of an aircraft on three-mile final. In retrospect and the 20-20 clarity of hindsight, I think Southwest should have told tower they’d be happy to hold for two minutes to let FedEx land and clear.

[@rodturnham3555]

EXCELLENT video, Kelsey, THANK YOU!! The one and only point with which I disagree (I went back and reviewed the video to confirm), is that Fedex was CLEARED to land before Southwest. At the point an aircraft is cleared to land, that aircraft should be considered to "own" that runway until it either lands or goes around. Southwest should have been held back until Fedex landed.

[@jasonferguson6308]

I love the little tidbits of information like you told us in this video. I often wonder what several things mean like, RVR, cat III etc so please feel free to share info like you did in this video

[@roseeposey3072]

You heard me! Wowee! Thanks Kelsey!

[@bikeny]

Great video with terrific animation and slides. Also, I want to say thank you to you for NOT putting in any music while you are narrating. I wish other YT hosts would do the same. Music during narrations is very distracting and annoying.

[@lorigarza9971]

Great video. I had only seen clips of this and it appeared in the clips they said abort before they even started the take off. In this they appear to have already started it before hearing the abort. Makes so much more sense now. But boy did it seem really close. Glad it turned out the way it did. Kudos to all of those pilots!!

[@kiwicory100]

As the millennials say that was a lot to unpack. Thanks for that.

[@catherinenelson4162]

Thank you, Kelsey!

[@mish130]

Great explaination, Keley. Former C-130 Captain.

[@dawneasthope5404]

There was a similar situation at an airport close to where I live. A plane was on finals and close to the airport and another plane went onto the runway.....we were saying to each other that the one on the runway had better get a move on instead of dallying. Fortunately everything worked out but it was a close call

[@tripprogers4814]

On the Blancolirio channel, Juan says they estimated the separation somewhere around 150 feet, maybe less.

[@love2fly558]

I totally blame ATC. 3 miles is the minimum IFR separation. He cleared SW (moving at 5-8 kts) with FedX at 3 miles approaching at ~145 kts; that’s a closure rate of ~138 kts while SW taxis onto the rwy. And he didn’t even told SW ”no delay.” I’m known at my base airport as a speedy Gonzale; even then, ATC sometimes asks me if I can take off w/o delays (always “affirm”). He should’ve kept SW short.

[@uulecrocodile8437]

I imagine what kind of pressure is on the pilots during moments like these

[@cenccenc946]

It was mentioned on another channel, that in many of parts of the world it is not allowed to give clearance until the runway is cleared of other planes. One customer at a time. Which, smells of FAA / airline industry cutting corners on regulations to save money. Which would also open a can of worms regarding airport infrastructure in the united states, relative to the traffic they must handle. 🤔

[@gordonrichardson2972]

The FAA is both player and umpire in this situation.

[@c5heavy]

Beg to disagree with 74 Gear here. This was 100% the controller's fault. FedEx guys are heroes and should get medals for avoiding disaster. The controller should not have cleared SWA into the ILS critical area after clearing FedEx for the Cat 3 ILS landing...SWA's reputation not withstanding. I recommend watching Blancolirio's video on this, as I consider it a superior analysis.

[@StevePemberton2]

Scapegoating just the controller misses the point of learning all of the lessons that can be learned from this incident. Kelsey was highlighting an aspect of the situation that doesn't get discussed much. There are several others. Southwest and FedEx both continued into the situation knowing that a very tight clearance had been given. FedEx even asked for an acknowledgment of the clearance, indicating that he knew that it didn't seem right. Both Southwest and FedEx could have declined their clearance. I'm not saying they are all equally responsible, as the controller bears the brunt of the responsibility. But there's a bigger question about why three different individuals continued on in this situation, was it poor judgment on the part of all three, or is it a reflection on training and/or lack of clarity in procedures for this type of situation. As for the ILS critical area, that was not an issue here, at least at the time that the clearance was given. The glideslope antenna was on the other side of the runway from where Southwest was. The taxiway on that side of the runway has an ILS critical area hold position short of the regular hold position in order to keep planes on that side from passing in front of the glide slope antenna on their way to the runway. There is no glide slope critical area on the runway itself, nor on the taxiway on the other side of the runway from where the antenna is. Southwest did not enter the ILS critical area while taxiing to the runway, taxiing onto the runway, or beginning its takeoff roll. The localizer antenna is on the opposite end of the runway. About 3,000 feet down the runway during its takeoff roll Southwest did enter the localizer critical area. However even with an arriving aircraft inside the outer marker it is allowed for aircraft taking off or landing to pass through the localizer critical area. I'm not defending the clearance given in terms of whether it was a good idea, I am just referring to the ILS critical area aspect of the situation.

[@graysonchristie7687]

Great video and analysis. Loved all the graphics. Made it very clear what happened.

[@larrylewislarry]

In my opinion, aviation in the USA needs to chop things down a gear or two. Radio transmissions are either ninety miles an hour, mumbled or garbled, or both and are full of frilly extra words. Smooth radio work that isn’t rushed and/or lazy is very important. Major airfields in the UK for example, the controllers voices are calm, polished and deliberate. This sets the tone and often the response from the flight crews are matched to that. Speed talk, slur and waffle are hallmarks of US radio work

[@johntroy426]

Thank You safety officer.

[@rca-in-glasgow6781]

Kudos to whoever does the graphics - very slick! 😊