Near COLLISION shortly after takeoff. American and Southwest avoided collision at Phoenix. Real ATC
92,565
Published 2023-09-07
07-AUG-2023. An American Airlines Boeing 737-800 (B738), registration N305NX, performing flight AAL1388 / AA1388 from Phoenix Sky Harbor International Airport, AZ (USA) to New York John F. Kennedy International Airport, NY (USA) after departure from runway 26 at Phoenix started the left turn via the BROAK ONE DEPARTURE route but the air traffic controllers thought that they were proceeding via the FORPE ONE DEPARTURE route. At the same time a Southwest Airlines Boeing 737-700 (B737), registration N406WN, flight SWA2286 / WN2286, was climbing out of the runway 25R on the south side of the airfield. As the result AAL1388 turned into the flight path of SWA2286 and the pilots of Southwest Boeing 737 started the left turn to avoid conflicting traffic.
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Timestamps:
00:00 Description of situation
00:17 Airplanes are taking off. Initial climb out of Phoenix
01:17 American 1388 started the left turn. Near collision. Southwest 2286 is avoiding
02:27 Clear of conflict. Airplanes is continuing their routes
03:14 The flight crew of American explained their actions to Departure controller
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THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications – www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyright/en.) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) – Made by author.
Text version of communication – Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
All Comments (21)
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this is why local controllers still need to be verifying the first RNAV points or assigned headings on departure when doing takeoff clearances. this is EXACTLY why that process was created.
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Im going to try the "im done with it" line next time I argue with the wife.
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ATC used to have us verify our first departure waypoint with the takeoff clearance. Most facilities have stopped the practice; this makes me wonder why.
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Hard to say who was in the wrong without hearing the prior instructions.
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the ONE time PHX tries a parallel takeoff
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This might turn out to be partially the controllers fault. FAA Order 7110.65 dictates: "When conducting simultaneous parallel runway departures utilizing RNAV SIDs, advise aircraft of the initial fix/waypoint on the RNAV route...PHRASEOLOGY-RNAV to (fix/waypoint), RUNWAY (number), CLEARED FOR TAKEOFF. " Paragraph 5-8-2(d)
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For emergency dispatching 'I'm done with that' not only meant we were busy, but that someone was going to pull the tapes and the hammer was going to come down on someone (if it was a really big screw up, which didn't happen often).
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That controller is affectionally known in KPHX as, "Mr. Happy."
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Just after takeoff or go-around on parallel runways is the scariest time to have a traffic conflict, because TCAS can't tell a plane to turn, it can't tell the lower plane to level off too close to the ground, and the higher plane can't climb any faster than they already are just after takeoff or go-around.
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Airports such as ATL and others Controllers will say ( N1234) confirm your first departure waypoint. N1234: first waypoint “Fixxx” Tower: N1234 RNAV “Fixxx” cleared for takeoff Rwy…
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I am a railroad dispatcher and when we're curt with someone and the conversation is over we have "Copy, Control out" 😂
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This is why we should verify first fix and/or dep procedure when take off clearance is issued.
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Crazy stuff
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I used to tell people that when I lived in Flower Mound, Texas, (Early 1990s), my house was directly beneath DFW Runways 35 and 36. Now that Google shows it all, you can literally lay a ruler on a map, and my house was dead center, but 13 miles North. I was in my backyard pool one day, making leisurely backstrokes when I suddenly heard the sounds of 727 engines in full distress (I worked in Airfrieght for years, and I know very well the sounds of 727, DC-10, MD-11, and 747 engines). I opened my eyes, and there was a plane on the 35 takeoff that was turning West, and a 2nd jet that was on the 36, clearly trying to go East. They were so perfectly timed (in a VERY bad way), that when I opened m eyes, the two aircraft made a perfect X, directly above me. If they had hit, I would never have made it out of my pool in time, to escape the crashing parts.
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We need to hear what went on before. If AA was initially issued 25R the BROAK was correct. If the Rwy changed or AA requested rge change the FORPE should have been issued.
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If pilot messes up it’s “I have a number for you”. If ATC messes up it’s “I’m done with it” 🤷♂️
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WOW !!!! that was close !!!
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Would be intreasting to go back and follow that AAL flight from delievery to take off and see where the error occured.
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Denver , DFW still make you confirm the first fix on all RVAV departures
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PHX likes to cross their departures to the other side and I could see this happening. 25R is the preferred departure runway, but some heavy departures might ask for 26, which may have been the case for AA1388 going all the way to JFK. We don’t know what AA was filed for vs what was given in their digital clearance. I don’t trust flight aware to be correct either. So it could be either the AA pilots not having the correct SID, or the tower controller not verifying. Note that there are two different tower frequencies we are hearing. PHX has a north and south tower. Tower controllers should always read the first RNAV fix in their takeoff clearance as well. The departure controller had nothing to do with the mistake. He was rightfully so stressed out. His don’t with it comment was likely just to calm his nerves.
