The controller asks \x93what was the reason for the go around?\x94 That is standard.
The timing of the controller handover is surprising to me.
They'd already said "Tower, we had an RA. Brickyard 4514 is going around" and that was acknowledged. They were then switched to Potomac who confirmed radar contact and asked reason for go around again. I would hope Potomac had seen/heard the "CA". But then after this everyone just carries on as if this is all perfectly normal until we all know what happened the very next day.
The period I was referring to was prior to the GA call. ATC does not acknowledge one call from the landing traffic, which is then repeated. This part of the video is marked as a handover (verified?). As the helicopter and passenger jet are passing close & almost reciprocally (leading to the second CA on the screen), it seems an odd time to handover.
On the face of it, CAs seem to be a regular occurrence and the controllers don't issue separation instructions as the traffic has already reported that they will manage separation visually. There are two CAs in this video and there was also a CA in a video of the crash the following day.
Yes I get they were habituated to the CAs and assume PAT flights will visually deconflict because they confirmed they had traffic in sight. I'm more concerned that this habituation seems to extend even to CAs which actually do result in RA go arounds. At least from that video anyway.
@Osinttechnical
Possibly one of the more damning slides in NTSB history found in the Blackhawk-American Airline
s crash investigation.
In 2013, a group of local ATC and helicopter pilots proposed moving flight paths to avoid aircraft-helicopter collisions on landing at DCA. The FAA ignored them.
SubjectsATCDCAFAANTSB
Links are to this post in the relevant subject page so that this post can be seen in context.
weird that they don\x92t even mention the Blackhawk PF\x92s straying from altitude constraints
They did say this
Also causal was the Army's failure to ensure pilots were aware of the effects of air tolerances on barometric altimeter in their helicopters, which resulted in the crew flying above the maximum published helicopter route altitude.
