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Re Vehicle on Rwy 25R LAX DL5700 Aborts Takeoff
ATC manages three simultaneous emergencies, including a medical issue and hydraulic failures, at Los Angeles International.
Summary
A high-intensity sequence at LAX where SoCal Approach controllers must coordinate three separate aircraft with priority status. Southwest 2736 reports a medical emergency, while Delta 837 Heavy and Alaska 465 both report mechanical issues requiring long final approaches. The controller expertly reroutes standard traffic to the north complex to clear the south runways for the emergency arrivals.
Analysis
This recording captures a masterclass in air traffic control workload management during a rare "triple emergency" scenario at Los Angeles International Airport (LAX). The controller is faced with Southwest 2736 (medical emergency), Delta 837 Heavy (hydraulic issues), and Alaska 465 (potential gear/flap issues) all arriving within the same window. This requires immediate prioritization and a total reconfiguration of the arrival flow to ensure safety and efficiency.
The controller's primary strategy involves clearing the South Complex (Runways 25L and 25R) for the distressed aircraft while shunting routine traffic, such as ExecJet 280, to the North Complex (Runway 24R). This "clearing of the deck" is vital because emergency aircraft often require extra time on the runway for inspections or may become disabled upon landing, which would paralyze the airport's normal operations if not managed correctly.
A key technical aspect demonstrated is the use of "unrestricted" descents and "maximum forward speed." For the medical emergency (Southwest 2736), the controller removes standard altitude and speed restrictions typically found on arrival charts to get the plane on the ground as fast as possible. Conversely, for the mechanical emergencies (Delta 837 and Alaska 465), the controller grants requests for 15-mile finals. This extra distance gives flight crews more time to troubleshoot, configure their aircraft manually, and ensure their landing gear is "down and locked" before reaching the threshold.
The recording also highlights the use of discrete tower frequencies. The controller instructs the emergency flights to switch to 127.85, an "unusual" frequency for that sector, likely to keep the emergency communications on a dedicated channel away from the heavy chatter of routine LAX operations. This reduces the risk of frequency congestion during critical moments of the landing phase.
Original ATC Communication
Plain English Translation
DELTA 422
Delta 422, can we start slowing back?
DELTA 422
Delta 422, can we start slowing down our approach now?
ATC
Delta 422, thank you. Reduce speed to 170. Contact Tower 120.95.
ATC
Delta 422, thank you. Slow down to 170 knots and switch over to the tower controllers on frequency 120.95.
DELTA 422
120.95, Delta 422.
DELTA 422
Switching to 120.95, Delta 422.
SOUTHWEST 2736
Southwest 2736, good rate down to 2,000 now, and unrestricted. I have a medical emergency behind you.
SOUTHWEST 2736
Southwest 2736, we're descending quickly to 2,000 feet now with no speed restrictions. I understand there’s a medical emergency on the plane behind us.
ATC
Descend to 2,000 at 250 knots. Join your glide path there. I’ll slow you as soon as you get down.
ATC
Drop down to 2,000 feet at 250 knots. Catch the electronic landing beam once you're there. I'll have you slow down as soon as you've leveled off.
SOUTHWEST 2736
All right, we’ll slow down at 2,000. Southwest 2736.
SOUTHWEST 2736
Got it, we’ll wait until we hit 2,000 feet to pull back the speed. Southwest 2736.
DELTA 837
Delta 837 Heavy with you, 9 for 4,000.
DELTA 837
Delta 837, our large aircraft is checking in, descending through 9,000 feet for 4,000.
ATC
Delta 837 Heavy, Roger. Maintain your maximum forward speed that’s approved below 10,000. Descend now and maintain 4,000 unrestricted. I’m going to keep you fast, I promise I’ll give you plenty of time to slow before you get to the airport.
ATC
Delta 837, I hear you. Keep flying as fast as the rules allow under 10,000 feet. Drop down to 4,000 feet immediately with no speed limits. I’m keeping you moving fast for now, but I promise I’ll give you enough room to slow down before you have to land.
DELTA 837
All right, down to 4,000 and maximum forward speed. We’ll do our best, Delta 837.
DELTA 837
Understood, heading down to 4,000 feet and pushing it to top speed. We’ll give you everything we’ve got, Delta 837.
ATC
Roger, that’s correct. You’re approved 250 or greater, Delta 837, until I advise.
ATC
That's right. You're cleared to fly at 250 knots or even faster, Delta 837, until I tell you otherwise.
DELTA 837
Delta 837, copy.
DELTA 837
Delta 837, we've got it.
ATC
Southwest 2736, as soon as you get to 2,000, speed 180 knots. Good rate down to it.
ATC
Southwest 2736, once you reach 2,000 feet, slow down to 180 knots. Keep up that quick descent until you get there.
SOUTHWEST 2736
All right, we’ll keep it coming and speed 180 once we hit 2,000. Southwest 2736. We have the airport in sight over the tower, you know, at 5 or so. We see an Airbus 320.
SOUTHWEST 2736
Okay, we'll keep the descent going and hit 180 knots once we're at 2,000. Southwest 2736. We can see the airport past the tower, about five miles out. We also see that Airbus 320 nearby.
ATC
That is correct. Southwest 2736, in sight. Just so you know, there is also another emergency aircraft that’s going to land on 25 Left behind you.
ATC
That’s right. Southwest 2736, I see you. Just be aware, there's another plane with an emergency coming in to land on the left runway right behind you.
DELTA 837
Delta 837, we copy that. Thanks.
DELTA 837
Delta 837, we heard that. Thanks for the heads up.
ATC
Southwest 2736, slow to 170 knots now. Thank you for your help, sir. Contact Tower 120.95.
ATC
Southwest 2736, slow down to 195 miles per hour now. Thank you for the help, sir. Switch over to the control tower on radio channel 120.95.
SOUTHWEST 2736
Slow to 170. Thanks a lot, 2736. See you.
SOUTHWEST 2736
Slowing to 170 knots. Thanks a lot, 2736. See ya.
ALASKA 465
Alaska 465, out of 6.5 for 5,000.
ALASKA 465
Alaska 465, passing through 6,500 feet and descending to 5,000.
ATC
Alaska 465, thank you. Are you going to have any unusual airspeeds or turn radiuses as I turn you in later on?
ATC
Alaska 465, thank you. Are you going to have any weird airspeeds or need wider turns than usual when I guide you toward the runway later on?
ALASKA 465
Negative, but I’d like about a 13 to 15 mile final.
ALASKA 465
No, we’re good, but I’d like a long, straight-in approach—about 13 to 15 miles of room to line up.
ATC
You are blocked. How long of a final?
ATC
Someone else talked over you. How long of a straight-in approach did you want?
ALASKA 465
Let’s call it a 15 mile final.
ALASKA 465
Let’s call it a 15-mile straight-in approach.
ATC
15 mile final, Roger. Fly heading 110, Alaska 465.
ATC
A 15-mile approach, got it. Fly on a heading of 110 degrees, Alaska 465.
ALASKA 465
Heading 110, Alaska 465.
ALASKA 465
Heading 110, Alaska 465.
DELTA 837
Delta 837 Heavy, intercepting 25 Right, heading 097. We’re going to want to slow up and take a look at our hydraulics a bit early on final, so if you can give us a decent final, we can slow up and take a look.
DELTA 837
Delta 837, our heavy aircraft is lining up for Runway 25 Right on a heading of 097. We want to slow down and check our hydraulic systems early on the final approach, so if you can give us plenty of room to line up, we can slow down and take a look.
ATC
Understand you want to go out to at least a 15 mile final, and then when you’re established on final, you want to evaluate it.
ATC
I understand you want to go out at least 15 miles for your final approach, and once you're lined up with the runway, you want to check your systems.
DELTA 837
Affirmative, when we start putting out the flaps. Thanks.
DELTA 837
That’s right, we'll do that when we start lowering the wing flaps. Thanks.
ATC
Delta 837, 080 speed, heading 097. Normal speed. Cleared for visual runway 25 Right, Delta 837 Heavy. Thanks.
ATC
Delta 837, maintain your speed and heading 097. Keep it at normal speed. You are cleared to land on Runway 25 Right using visual sight, Delta 837. Thanks.
DELTA 837
Normal speed, cleared visual runway 25 Right, Delta 837 Heavy.
DELTA 837
Normal speed, cleared to land visually on Runway 25 Right, Delta 837.
ATC
Delta 837, when I switch you over to Tower, it’ll be an unusual tower frequency. It’s going to be 127.85.
ATC
Delta 837, when I hand you over to the control tower, it’ll be on a different radio channel than usual. It’s going to be 127.85.
DELTA 837
127.85, thank you for that, Delta 837.
DELTA 837
Switching to 127.85, thanks for the help, Delta 837.
SOUTHWEST 2736
Southwest 2736, like I said, use your discretion. There’s no one behind you for a while. Traffic might pass on your left side, though, a Delta Heavy jet for the South Complex. He’s an emergency; he’s going to 25 Right.
SOUTHWEST 2736
Southwest 2736, like I said, do whatever you need to do. There’s no one behind you for a while. Watch out for a large Delta jet passing on your left, though—he’s got an emergency and he’s heading for runway 25 Right on the south side of the airport.
SOUTHWEST 2736
Okay, thanks for all that. Appreciate it. Switching to Tower, Southwest 2736.
SOUTHWEST 2736
Okay, thanks for all the information. I appreciate it. Moving over to the control tower now, Southwest 2736.
ATC
Delta Heavy is on the north side. You are number one to the south side for 25 Right.
ATC
That large Delta jet is on the north side. You are first in line for the south side to land on runway 25 Right.
DELTA 837
Delta 837 Heavy, copy.
DELTA 837
Delta 837, the heavy jet, understands.
ATC
ExecJet 280, descend and maintain 5,000. Good rate down.
ATC
ExecJet 280, drop down and stay at 5,000 feet. Get down there quickly.
EXECJET 280
Good rate down to 5,000. Airport in sight, ExecJet 280.
EXECJET 280
Descending quickly to 5,000. We have the airport in sight, ExecJet 280.
ATC
Alaska 465, turn left heading 070.
ATC
Alaska 465, turn left toward the east-northeast.
ALASKA 465
Heading 070, Alaska 465.
ALASKA 465
Turning to that heading, Alaska 465.
ATC
Alaska 465, traffic 2:00 moving to 3:00 as I make this turn. I’m going to widen you out later on. It’s a VFR just below the Bravo but getting a little close to you, so I’m just vectoring you away.
ATC
Alaska 465, there’s another plane at your two o'clock position that’ll move behind you as you turn. I’ll give you more room later on. It’s a small plane flying visually just below the main controlled airspace, but he’s getting a little close to you, so I’m steering you away from him.
ALASKA 465
Thank you.
ALASKA 465
Thank you.
ATC
Delta 837 Heavy, contact Los Angeles Tower 127.85. Good day, sir.
ATC
Delta 837, the heavy jet, contact the Los Angeles Tower on 127.85. Good luck, sir.
DELTA 837
Delta 837 Heavy, that’s 127.85. Thank you, good day.
DELTA 837
Delta 837, the heavy jet, moving to 127.85. Thank you, have a good one.
ATC
ExecJet 280, reduce speed to 180.
ATC
ExecJet 280, slow your speed down to 180 knots.
EXECJET 280
Slow to 180, ExecJet 280.
EXECJET 280
Slowing to 180, ExecJet 280.
ATC
Alaska 465, the traffic I talked about is over at 3:00 now, one mile, northbound toward you at 4,900.
ATC
Alaska 465, that other plane I mentioned is off to your right side now, one mile out, heading north toward you at 4,900 feet.
ALASKA 465
Okay, we’re looking.
ALASKA 465
Okay, we’re looking for him.
ATC
ExecJet 280, descend and maintain 3,500.
ATC
ExecJet 280, go ahead and drop down to 3,500 feet and stay there.
EXECJET 280
Descend to 3,500, ExecJet 280.
EXECJET 280
Descending to 3,500, ExecJet 280.
ATC
ExecJet 280, your runway now is 24 Right. Localizer frequency is 108.5. Turn left heading 290.
ATC
ExecJet 280, your landing strip is now the right-side runway, 24 Right. Set your landing radio to 108.5 and turn left to heading 290.
EXECJET 280
24 Right, ExecJet 280. Left turn 290.
EXECJET 280
24 Right, ExecJet 280. Turning left to 290.
ATC
And your new runway is 24 Right.
ATC
And just confirming, your new landing strip is 24 Right.
EXECJET 280
24 Right, ExecJet 280.
EXECJET 280
24 Right, ExecJet 280.
ATC
Alaska 465, turn right now heading 100. The traffic is no factor.
ATC
Alaska 465, turn right now to heading 100. That other plane isn't in your way anymore.
ALASKA 465
Heading 100, Alaska 465.
ALASKA 465
Heading 100, Alaska 465.
ATC
ExecJet 280, I apologize. We have a couple of emergencies in progress. At this point, the determination has been made—you need to go to the north. Report when you have the field in sight.
ATC
ExecJet 280, sorry about this, but we have a few emergencies going on. We've decided you need to head north for now. Let me know when you can see the airport.
EXECJET 280
Field in sight, no problem, ExecJet 280.
EXECJET 280
We have the airport in sight, no problem, ExecJet 280.
ATC
ExecJet 280, hold your present speed. Cleared visual runway 24 Right.
ATC
ExecJet 280, stay at your current speed. You're cleared to land on the right-side runway, 24 Right, since you have it in sight.
EXECJET 280
Present speed, cleared visual 24 Right, ExecJet 280.
EXECJET 280
Keeping our speed, cleared for a visual landing on 24 Right, ExecJet 280.
ATC
Alaska 465, slow at your discretion. What is your airspeed now?
ATC
Alaska 465, slow down whenever you want. What's your speed right now?
ALASKA 465
Currently 230.
ALASKA 465
We're currently heading 230 degrees.
ATC
That was blocked, say again?
ATC
Someone else was talking over you, could you repeat that?
ALASKA 465
Currently 230.
ALASKA 465
We're currently heading 230 degrees.
ATC
Thank you. Alaska 465, I’m going to take you out about another five miles on the downwind and then plan to turn base as I coordinate with you.
ATC
Thank you. Alaska 465, I’m going to keep you flying parallel to the runway for about five more miles before I have you turn toward the airport while I coordinate with the other controllers.
ALASKA 465
That is fine, yes.
ALASKA 465
That works for us, yes.
ATC
Alaska 465, when I do switch you to Tower later on, the frequency is going to be 127.85. Unusual tower frequency, 27.85.
ATC
Alaska 465, when I switch you over to the tower later, the radio frequency will be 127.85. It’s a bit of an unusual channel for the tower, 27.85.
ALASKA 465
Got it, thanks.
ALASKA 465
Got it, thanks.
ATC
Alaska 465, any updates?
ATC
Alaska 465, any updates on your situation?
ALASKA 465
Alaska 465, standby.
ALASKA 465
Alaska 465, please stand by.
ATC
Alaska 465, I need to know if you think you’re going to have good gear and flaps. Are they down and locked?
ATC
Alaska 465, I need to know if you think the landing gear and wing flaps are going to work. Are the wheels down and locked in place?
ALASKA 465
Alaska 465, we have three down and locked, and it should be a normal-type landing. Our flaps are coming out normally.
ALASKA 465
Alaska 465, we have all three sets of wheels down and locked, so it should be a normal landing. The wing flaps are extending normally as well.
ATC
Alaska 465, Roger.
ATC
Alaska 465, understood.
ALASKA 465
27.85 for Alaska 465.
ALASKA 465
Tuning to 127.85 now, Alaska 465.
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