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“You may be fired upon” ATC called the Cessna again. Nothing. Then again. Still nothing. As N2160S continued toward restricted airspace near New York, controllers repeatedly tried to reach the pilot, including over the emergency Guard frequency, ordering the aircraft to turn south. With no response, the situation escalated... dramatically. “You are entering restricted airspace and being intercepted by armed defense fighters.” The warnings continued until one transmission became unmistakable: “If you do not turn south you may be fired upon.” An F-16 operating as Noble 22 was then confirmed to have intercepted the aircraft. Controllers even began vectoring other traffic away from the active intercept. Only later does a voice finally respond: “Cessna N2610S.” For several extraordinary minutes, everyone on frequency could hear the warnings getting more serious while the pilot remained silent. #ATC #F16 #Aviationshow more

Flightdrama

4,974 subscribers

51,087 次观看 • 18 天前 •via X (Twitter)

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20 条评论

Slartibartfast 的头像

Slartibartfast18 天前

“We’ve been trying to reach you regarding your cars Extended Warranty.”

🇺🇸🇺🇸🇺🇸Windbreaker🇺🇸🇺🇸🇺🇸 的头像

🇺🇸🇺🇸🇺🇸Windbreaker🇺🇸🇺🇸🇺🇸18 天前

The number was wrong, dyslexia?

Mike Anticommie 的头像

Mike Anticommie18 天前

Why did they keep calling the wrong call sign?

david pinto 的头像

david pinto18 天前

2610S.... 2160S.... Not a match

Mikeyup10 的头像

Mikeyup1018 天前

Atc is calling the wrong call sign

Samuel Culper sr. 的头像

Samuel Culper sr.17 天前

Could it be because they were calling him the wrong call sign everytime

StarWreck 的头像

StarWreck18 天前

They’re testing the responses

🐕Yeller🐕 的头像

🐕Yeller🐕18 天前

I have a number for you to call. 🤨

izzyStonks 的头像

izzyStonks18 天前

Should have shot him down. Moron.

Troy 的头像

Troy18 天前

Christ almighty, how many times do they need to warn the pilot? It’s like when police order someone to get out of the car but they refuse to respond to basic commands. Those dumbass idiots are menaces to society & should automatically be removed from society

Justin 的头像

Justin17 天前

They keep saying 2610sierra but it’s 2160 they’re fucking it up not the pilot

🐻⬇️RedneckWeaboo🐻⬇️ 的头像

🐻⬇️RedneckWeaboo🐻⬇️18 天前

I mean... to play Devils Advocate, it would help if ATC would read off the correct Tail Number. He's N2160S, not N2610S.

Zeus 的头像

Zeus18 天前

This is why you should always be monitoring guard…

Adam P. 的头像

Adam P.18 天前

Is this like “call before you dig”?

ROZER 的头像

ROZER18 天前

What happened in the end ? Why was he ignoring the calls. Where are the answers

FrankBlitz 的头像

FrankBlitz17 天前

In China or Russia, they would just get blown up. Thank American Service Members for their Restraint.

gloves 的头像

gloves18 天前

Ok my money is on it being a women

Brooklyn 的头像

Brooklyn18 天前

@grok do you have any information on this incident?

Nobody 的头像

Nobody17 天前

Too bad they couldn’t respond like that on the morning of 911. They were all busy drinking coffee on that day.

Elom Nusk 的头像

Elom Nusk18 天前

“You may be fired upon. I mean, we’ve never done that, and we’re not actually going to do it to you today, but.. yeah, turn south. Please.”

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Flightdrama

39,808 次观看 • 10 天前

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84,137 次观看 • 20 天前

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

Inconvenient Truths — Jennifer Zeng Reports

433,155 次观看 • 3 个月前

American Airlines Flight 1511 had just departed New York JFK on January 24 and was climbing out when the crew asked air traffic control to stop their climb early. Moments later, the pilots calmly told controllers they needed time to look over some issues and soon reported a noticeable smell in both the cockpit and cabin. As a precaution, the crew declared an emergency, put on their oxygen masks, and requested vectors back to JFK while they worked through their checklists. Despite the seriousness of the situation, the exchange between the pilots and ATC remained clear, steady, and professional, with both sides focused on keeping the flight safe and unhurried. ATC quickly coordinated the return, asking the right questions while giving the crew the time they needed. The pilots advised they were dealing with fumes, confirmed they would be making an overweight landing due to the amount of fuel onboard, and requested JFK’s long Runway 31L. When asked for a count, the crew reported 165 souls on board. Flight 1511 landed safely a short time later and stopped on the runway so airport fire and rescue crews could inspect the aircraft. The calm communication and teamwork between the pilots and controllers turned a tense situation into a controlled and successful outcome. 📸 flightsimulatorfantasy

American Airlines Flight 1511 had just departed New York JFK on January 24 and was climbing out when the crew asked air traffic control to stop their climb early. Moments later, the pilots calmly told controllers they needed time to look over some issues and soon reported a noticeable smell in both the cockpit and cabin. As a precaution, the crew declared an emergency, put on their oxygen masks, and requested vectors back to JFK while they worked through their checklists. Despite the seriousness of the situation, the exchange between the pilots and ATC remained clear, steady, and professional, with both sides focused on keeping the flight safe and unhurried. ATC quickly coordinated the return, asking the right questions while giving the crew the time they needed. The pilots advised they were dealing with fumes, confirmed they would be making an overweight landing due to the amount of fuel onboard, and requested JFK’s long Runway 31L. When asked for a count, the crew reported 165 souls on board. Flight 1511 landed safely a short time later and stopped on the runway so airport fire and rescue crews could inspect the aircraft. The calm communication and teamwork between the pilots and controllers turned a tense situation into a controlled and successful outcome. 📸 flightsimulatorfantasy

aircraftmaintenancengineer

3,955,813 次观看 • 8 个月前

An F-22 test pilot who flew 76 different aircraft told MIT students something that sounds backwards: a Cessna is harder to fly than a $200,000,000 fighter jet His name is Randy Gordon, callsign Laz. 2 combat tours in Iraq and Afghanistan. MIT graduate, 2018. Test pilot - meaning fighter pilot and engineer at once, someone who understands MATLAB and flies aircraft that don't exist in any manual yet. His opening line to the class: everything you learn about a Cessna directly applies to the Raptor. There is no magic gap. Here's why the 2 aircraft look nothing alike. The Cessna's high wing sits above the cabin. Great visibility looking down. Terrible visibility looking through the wing during a turn. The wing works like an umbrella in the rain - convenient, not combat-relevant. The Raptor's wing sits behind the cockpit and sweeps backward. That gives the pilot full visibility forward and to the sides - critical in a dogfight where seeing the threat first decides the fight. The sweep also reduces wave drag at near-supersonic and supersonic speeds. Then the part that changes everything: the F-22 has no mechanical connection between the pilot and the control surfaces. The stick and pedals send commands to a computer. The computer decides how to move the surfaces and vector the thrust to execute what the pilot asked for. This is called fly-by-wire, and it's irreversible - meaning the computer's decision is the final decision. Different flight modes activate automatically. In air combat, a G-command mode holds exactly 4G even if the pilot releases the stick. Thrust vectoring is fully integrated - the system decides when to use it. The pilot never touches a separate switch. The power for all of this comes from 6 permanent magnetic generators. Even with both engines shut down, as long as the turbines keep spinning from airflow, the flight control system stays powered. The tradeoff for all this intelligence: Pilot Induced Oscillation. If the system's gain settings are wrong - especially during a configuration change like retracting the landing gear - the pilot can accidentally fight the computer and rock the aircraft into an oscillation it can't recover from. That's exactly what happened during a YF-22 prototype test flight. Incorrect gains after gear retraction, combined with afterburner engagement, brought the prototype down. The Cessna forces you to fly the aircraft directly - every mistake is yours, immediate, and mechanical. The Raptor removes that mechanical link and replaces it with a computer smart enough to hold 4G on its own. Which means the hardest part of flying it isn't the aircraft. It's trusting the system enough to let go of the stick.

An F-22 test pilot who flew 76 different aircraft told MIT students something that sounds backwards: a Cessna is harder to fly than a $200,000,000 fighter jet His name is Randy Gordon, callsign Laz. 2 combat tours in Iraq and Afghanistan. MIT graduate, 2018. Test pilot - meaning fighter pilot and engineer at once, someone who understands MATLAB and flies aircraft that don't exist in any manual yet. His opening line to the class: everything you learn about a Cessna directly applies to the Raptor. There is no magic gap. Here's why the 2 aircraft look nothing alike. The Cessna's high wing sits above the cabin. Great visibility looking down. Terrible visibility looking through the wing during a turn. The wing works like an umbrella in the rain - convenient, not combat-relevant. The Raptor's wing sits behind the cockpit and sweeps backward. That gives the pilot full visibility forward and to the sides - critical in a dogfight where seeing the threat first decides the fight. The sweep also reduces wave drag at near-supersonic and supersonic speeds. Then the part that changes everything: the F-22 has no mechanical connection between the pilot and the control surfaces. The stick and pedals send commands to a computer. The computer decides how to move the surfaces and vector the thrust to execute what the pilot asked for. This is called fly-by-wire, and it's irreversible - meaning the computer's decision is the final decision. Different flight modes activate automatically. In air combat, a G-command mode holds exactly 4G even if the pilot releases the stick. Thrust vectoring is fully integrated - the system decides when to use it. The pilot never touches a separate switch. The power for all of this comes from 6 permanent magnetic generators. Even with both engines shut down, as long as the turbines keep spinning from airflow, the flight control system stays powered. The tradeoff for all this intelligence: Pilot Induced Oscillation. If the system's gain settings are wrong - especially during a configuration change like retracting the landing gear - the pilot can accidentally fight the computer and rock the aircraft into an oscillation it can't recover from. That's exactly what happened during a YF-22 prototype test flight. Incorrect gains after gear retraction, combined with afterburner engagement, brought the prototype down. The Cessna forces you to fly the aircraft directly - every mistake is yours, immediate, and mechanical. The Raptor removes that mechanical link and replaces it with a computer smart enough to hold 4G on its own. Which means the hardest part of flying it isn't the aircraft. It's trusting the system enough to let go of the stick.

vladuah

259,338 次观看 • 1 个月前

It seems to be ok to break aviation drone laws if you are in the club. Last year we saw Jim Gavin fly a drone in a red zone ⛔️ now we see a pilot operating over the crown on Achil island yesterday as Sam was brought across the bridge from the mainland. The drone hovers over the heads of hundreds of people including the cup itself and the Gardai. The IAA define a crowd as 13 people who have to be able to move, to avoid the drone if it falls. Does the drone pilot have an operator i.d ? Did he ask the consent of the crowd ? Does he have insurance ? Did he keep that drone in visual line of sight at all times ? Seems its one rule for them and one rule for us again. Up Mayo.

It seems to be ok to break aviation drone laws if you are in the club. Last year we saw Jim Gavin fly a drone in a red zone ⛔️ now we see a pilot operating over the crown on Achil island yesterday as Sam was brought across the bridge from the mainland. The drone hovers over the heads of hundreds of people including the cup itself and the Gardai. The IAA define a crowd as 13 people who have to be able to move, to avoid the drone if it falls. Does the drone pilot have an operator i.d ? Did he ask the consent of the crowd ? Does he have insurance ? Did he keep that drone in visual line of sight at all times ? Seems its one rule for them and one rule for us again. Up Mayo.

420 Audits Ireland

48,263 次观看 • 1 个月前

Mexican Pilot Rafael Pacheco Pérez During His 1976 Flight: This is not Rafael. We come to you from another planet. We are using his body as a microphone. You need to understand that your species is on the brink of destruction because of nuclear weapons. The 23 year old student pilot was on a short practice flight near Mexico City when thick fog suddenly rolled in. His plane controls became completely unresponsive. He could not descend or turn the aircraft no matter what he tried. As he radioed air traffic control for help he began losing consciousness and blacked out. When Rafael woke up the fog had vanished. His plane was now flying level over open ocean in every direction. An hour had passed and he was hundreds of miles from where he should have been. Air traffic control in Acapulco had tracked him the entire time and was frantically calling his name. During that missing hour the radio recording captured his voice changing into a deep garbled tone that was clearly not his own. The entity speaking through him delivered the chilling message above while air traffic controllers listened in real time. They later described being deeply unsettled by what they heard. Rafael remembered nothing of the transmission or the events while he was unconscious. He regained control, landed safely, and was immediately approached by government officials. He never flew again. The audio recording of the incident still exists today. Reports claim Mexican authorities once tried to bury the case in official archives.

Mexican Pilot Rafael Pacheco Pérez During His 1976 Flight: This is not Rafael. We come to you from another planet. We are using his body as a microphone. You need to understand that your species is on the brink of destruction because of nuclear weapons. The 23 year old student pilot was on a short practice flight near Mexico City when thick fog suddenly rolled in. His plane controls became completely unresponsive. He could not descend or turn the aircraft no matter what he tried. As he radioed air traffic control for help he began losing consciousness and blacked out. When Rafael woke up the fog had vanished. His plane was now flying level over open ocean in every direction. An hour had passed and he was hundreds of miles from where he should have been. Air traffic control in Acapulco had tracked him the entire time and was frantically calling his name. During that missing hour the radio recording captured his voice changing into a deep garbled tone that was clearly not his own. The entity speaking through him delivered the chilling message above while air traffic controllers listened in real time. They later described being deeply unsettled by what they heard. Rafael remembered nothing of the transmission or the events while he was unconscious. He regained control, landed safely, and was immediately approached by government officials. He never flew again. The audio recording of the incident still exists today. Reports claim Mexican authorities once tried to bury the case in official archives.

Interstellar

80,997 次观看 • 4 个月前

Cerritos mid-air collision was 40 years ago: 82 died in a crash that led to landmark changes in the USA´s ATC systems August 31 1986: On approach to LAX airport, Aeroméxico Flight 498 (a DC-9) collides with a private Piper PA-28. The Piper struck the DC-9 through the tail section, killing all aboard instantly. With its tail torn off, the irrecoverably out-of-control airliner rolled and plunged into a Cerritos neighborhood. It exploded on impact, killing everyone aboard, along with 15 on the ground. The PA-28 then spun harmlessly into an empty playground. The inquiry determined the Piper entered Los Angeles’ Terminal Control Area without clearance. The aircraft lacked a Mode C transponder, LAX had no automatic warning system for such a breach, and neither crew appears to have seen the other in time; No fault was found with the DC-9 or the actions of its crew. The accident prompted the FAA to require TCAS - Traffic Collision Avoidance System - on large commercial jets and Mode C transponders on light aircraft operating in busy airspace such as LAX. A jury later assigned equal negligence to the Cessna pilot and the FAA, the organization in charge of ATC in the USA. Mayday ACI – “Out of Sight”

Cerritos mid-air collision was 40 years ago: 82 died in a crash that led to landmark changes in the USA´s ATC systems August 31 1986: On approach to LAX airport, Aeroméxico Flight 498 (a DC-9) collides with a private Piper PA-28. The Piper struck the DC-9 through the tail section, killing all aboard instantly. With its tail torn off, the irrecoverably out-of-control airliner rolled and plunged into a Cerritos neighborhood. It exploded on impact, killing everyone aboard, along with 15 on the ground. The PA-28 then spun harmlessly into an empty playground. The inquiry determined the Piper entered Los Angeles’ Terminal Control Area without clearance. The aircraft lacked a Mode C transponder, LAX had no automatic warning system for such a breach, and neither crew appears to have seen the other in time; No fault was found with the DC-9 or the actions of its crew. The accident prompted the FAA to require TCAS - Traffic Collision Avoidance System - on large commercial jets and Mode C transponders on light aircraft operating in busy airspace such as LAX. A jury later assigned equal negligence to the Cessna pilot and the FAA, the organization in charge of ATC in the USA. Mayday ACI – “Out of Sight”

Francisco Cunha - ✈️ Aviation et al

88,481 次观看 • 26 天前

United pilot calmly declares a Mayday after flight control panel problems forced the crew to hand fly a Boeing 757 without the autopilot. The aircraft had only recently departed Newark when the crew reported issues affecting the flight control panel and requested an immediate return. Despite the emergency declaration, the pilots remained remarkably composed throughout the radio calls. Flight tracking data shows the Boeing 757 landed safely back at Newark with no further incident. 🎧 Listen to the ATC audio and judge for yourself. #UnitedAirlines #Boeing757 #Flightdrama

United pilot calmly declares a Mayday after flight control panel problems forced the crew to hand fly a Boeing 757 without the autopilot. The aircraft had only recently departed Newark when the crew reported issues affecting the flight control panel and requested an immediate return. Despite the emergency declaration, the pilots remained remarkably composed throughout the radio calls. Flight tracking data shows the Boeing 757 landed safely back at Newark with no further incident. 🎧 Listen to the ATC audio and judge for yourself. #UnitedAirlines #Boeing757 #Flightdrama

Flightdrama

56,441 次观看 • 2 个月前

‘I Messed Up’: LaGuardia Controller’s Devastated ATC Confession After Fatal Runway Collision Kills Two Pilots—Then a Crew’s Gentle ‘God Bless You, Man’ and ‘You Did the Best You Could’ Offer Heartbreaking Comfort in the Chaos In the wake of the tragic runway collision at LaGuardia Airport (LGA) on March 22, 2026—where an Air Canada Express CRJ-900 (operated by Jazz Aviation, flight from Montreal) struck a Port Authority fire truck crossing Runway 4, killing both pilots and injuring dozens—the aftermath has been heartbreaking. The incident stemmed from a separate emergency: United 2384’s rejected takeoffs and cabin odor issue, which prompted the fire truck response. Amid the chaos and loss, a small but profoundly human moment stands out in the ATC audio. As the airport closed and operations halted, a LaGuardia controller (likely overwhelmed and reflecting on the error) spoke candidly with Frontier 4195’s crew: FFT4195 21:55 “Frontier 4195, uh I got the word that that we’re gonna be closed for a little while, uh if you want to prepare to return to the ramp let me know.” FFT4195 (crew response) “Yeah we got stuff in progress, uh for that man that was, that wasn’t good to watch.” Controller “Yeah I know I was here, I tried to reach out to ’em I stopped and we were dealing with an emergency earlier and I messed up.” FFT4195 (crew) “No man, you did the best you could.” Later, with Endeavor 5393 (EDV5393): EDV5393 21:56 “It’s gonna be closed all night, never mind, so plan on returning, you can sort that out with your ramp.” EDV5393 (crew) “Yes sir, thank you.” “God bless you man.” In aviation, controllers and crews operate under immense pressure—split-second decisions, multiple aircraft, emergencies pulling focus. Mistakes can have devastating consequences, as seen here. Yet, hearing a crew respond with empathy and reassurance (“you did the best you could,” “God bless you”) is a touching reminder of the humanity behind the headsets. These professionals share the skies and the stress; in tragedy’s aftermath, compassion cuts through. Thoughts with the families of the pilots lost, the injured passengers and firefighters, and everyone affected. Aviation is safe because of dedicated people like these—may they find support and peace. #LaGuardia #Aviation #LGAIncident #JZA646 #AirCanada #Aviation Audio: ATC

‘I Messed Up’: LaGuardia Controller’s Devastated ATC Confession After Fatal Runway Collision Kills Two Pilots—Then a Crew’s Gentle ‘God Bless You, Man’ and ‘You Did the Best You Could’ Offer Heartbreaking Comfort in the Chaos In the wake of the tragic runway collision at LaGuardia Airport (LGA) on March 22, 2026—where an Air Canada Express CRJ-900 (operated by Jazz Aviation, flight from Montreal) struck a Port Authority fire truck crossing Runway 4, killing both pilots and injuring dozens—the aftermath has been heartbreaking. The incident stemmed from a separate emergency: United 2384’s rejected takeoffs and cabin odor issue, which prompted the fire truck response. Amid the chaos and loss, a small but profoundly human moment stands out in the ATC audio. As the airport closed and operations halted, a LaGuardia controller (likely overwhelmed and reflecting on the error) spoke candidly with Frontier 4195’s crew: FFT4195 21:55 “Frontier 4195, uh I got the word that that we’re gonna be closed for a little while, uh if you want to prepare to return to the ramp let me know.” FFT4195 (crew response) “Yeah we got stuff in progress, uh for that man that was, that wasn’t good to watch.” Controller “Yeah I know I was here, I tried to reach out to ’em I stopped and we were dealing with an emergency earlier and I messed up.” FFT4195 (crew) “No man, you did the best you could.” Later, with Endeavor 5393 (EDV5393): EDV5393 21:56 “It’s gonna be closed all night, never mind, so plan on returning, you can sort that out with your ramp.” EDV5393 (crew) “Yes sir, thank you.” “God bless you man.” In aviation, controllers and crews operate under immense pressure—split-second decisions, multiple aircraft, emergencies pulling focus. Mistakes can have devastating consequences, as seen here. Yet, hearing a crew respond with empathy and reassurance (“you did the best you could,” “God bless you”) is a touching reminder of the humanity behind the headsets. These professionals share the skies and the stress; in tragedy’s aftermath, compassion cuts through. Thoughts with the families of the pilots lost, the injured passengers and firefighters, and everyone affected. Aviation is safe because of dedicated people like these—may they find support and peace. #LaGuardia #Aviation #LGAIncident #JZA646 #AirCanada #Aviation Audio: ATC

SLCScanner

656,399 次观看 • 6 个月前

The NYPD Helicopters Over the World Trade Center on 9/11 🚁🇺🇸 On the morning of September 11, 2001, NYPD Aviation became one of the few law-enforcement aviation units operating in the closed airspace over New York City. Two NYPD helicopters were dispatched to the World Trade Center early that morning, with a third arriving shortly afterward. The first two aircraft were already near the towers before United Airlines Flight 175 struck the South Tower. Their mission was extraordinary: assess whether helicopters could be used to rescue people from the rooftops of the World Trade Center, similar to rooftop rescue operations attempted during the 1993 World Trade Center bombing. The helicopters circled the towers searching for anyone who could potentially be evacuated. But the plan quickly became impossible. Intense smoke, flames, and dangerous conditions made rooftop landings impossible, while the roof access points were closed. The aircrews eventually landed at a nearby park before taking flight again as the situation continued to deteriorate. Then, 56 minutes after Flight 175 struck the South Tower, the building collapsed. The NYPD helicopter crew captured the collapse from the air, preserving a haunting firsthand view of one of the defining moments of 9/11 history. The footage is more than a piece of video—it documents the perspective of first responders who were desperately trying to determine what could still be done as the disaster unfolded. More than two decades later, these images remain a powerful reminder of the bravery, uncertainty, and sacrifice experienced by first responders on September 11, 2001. Never forget. 🇺🇸 Video Credit: Detective Donald LaSala, Emergency Service Unit (ESU) high-rise rescue team. THE WORLD'S CONNECTION TO UNSTOPPABLE TRUTH AT 17PLUS WORLDWIDE TRUTH NETWORK AT

The NYPD Helicopters Over the World Trade Center on 9/11 🚁🇺🇸 On the morning of September 11, 2001, NYPD Aviation became one of the few law-enforcement aviation units operating in the closed airspace over New York City. Two NYPD helicopters were dispatched to the World Trade Center early that morning, with a third arriving shortly afterward. The first two aircraft were already near the towers before United Airlines Flight 175 struck the South Tower. Their mission was extraordinary: assess whether helicopters could be used to rescue people from the rooftops of the World Trade Center, similar to rooftop rescue operations attempted during the 1993 World Trade Center bombing. The helicopters circled the towers searching for anyone who could potentially be evacuated. But the plan quickly became impossible. Intense smoke, flames, and dangerous conditions made rooftop landings impossible, while the roof access points were closed. The aircrews eventually landed at a nearby park before taking flight again as the situation continued to deteriorate. Then, 56 minutes after Flight 175 struck the South Tower, the building collapsed. The NYPD helicopter crew captured the collapse from the air, preserving a haunting firsthand view of one of the defining moments of 9/11 history. The footage is more than a piece of video—it documents the perspective of first responders who were desperately trying to determine what could still be done as the disaster unfolded. More than two decades later, these images remain a powerful reminder of the bravery, uncertainty, and sacrifice experienced by first responders on September 11, 2001. Never forget. 🇺🇸 Video Credit: Detective Donald LaSala, Emergency Service Unit (ESU) high-rise rescue team. THE WORLD'S CONNECTION TO UNSTOPPABLE TRUTH AT 17PLUS WORLDWIDE TRUTH NETWORK AT

AMERICANDREAM09 🇺🇸 Jack Media ~DREAM

123,365 次观看 • 1 个月前