Edit:- It's Atlanta.
The airspace that combines JFK, LaGuardia, and Newark, is the busiest airspace in the US.
Lots of pilots here have been complaining for years about how the US controllers are so much better, they can handle much more traffic, etc.
> why do you think nobody who you'd actually want teaching public school actually teaches public school in the US?
We're currently doing school visits for our kid, in a low-performing school district, and the teachers and administrators we've met have been impressive. I've worked in education, and visited a lot of schools in another professional capacity, so I know the questions to ask, and things to look for. I have no illusions about there being absolutely terrible teachers out there (and I'll tell you some horror stories, if you'd like), and doubtless any (hypothetical) bad teachers at those schools are being kept away from prospective parents, but your statement is hyperbolic in the extreme. The problems in the US school system are legion, but "every single teacher is crap" is not remotely true.
I was at school for 12 years.
There were two good teachers.
The rest of them, and all the staff at those four schools, are hopefully spending the rest of eternity burning in hell.
Should we do better? You bet your ass. I have all kinds of ideas....
Nevertheless, both of our experiences put the lie to the GP's hyperbole. Bad as the rest might have been, you had at least two teachers who were exactly whom you'd want to be there.
Maybe it seems like I'm being pedantic, picking on GP's wording, but I'm really not. I'm trying to point that even those of us who had a bad time in education (and, to be clear: I did, too) experienced a few bright spots. It's important, if we're going to engage ourselves with any kind of reform, a) not to shit on the entire teaching profession, b) to consider what made those good teachers good, and c) think about how to support the quality people already in the system, and to attract more like them to it.
Which means either the compensation is insufficient to attract and retain the necessary number of qualified individuals, or the FAA lacks the resources to train an appropriate number of qualified individuals. Either way, it's about money.
This small mistake (and it is initially small, just catastrophic) is a system breakdown, not necessarily a staffing breakdown. Though staffing is definitely a wider issue in the NAS.
Edit to add: looking at this incident closer it appears LGA was busy enough to make a single tower/ground controller an obviously bad plan. Still, systemically, there's enough low hanging fruit here, like ADSb in for the airport trucks or hold short line guard lights. I hope the takeaway isn't just "don't have controllers make mistakes".
That would have given the jet a chance to hear the truck cleared to cross the runway they were landing on.
The audio sounds unsure when giving the clearance - but possibly hindsight ears at work.
The obvious problem is what happens when operations become abnormal. ATC shouldn't be staffed for normal operations, because then abnormal operations lead to catastrophe. Welcome to last night: the weather is bad, which causes a plane to abort two takeoffs, which causes that plane to need emergency services. This increases the controller's workload beyond his capacity, so he accidentally clears the emergency vehicle to cross in front of a landing airplane, and they can't see the airplane because the weather is bad, so they follow the instruction and promptly get hit with an airplane.
When some bad weather can be the difference between "this is fine, one controller can handle it" and two dead pilots, you need to be staffed for bad weather.
Should they be combined at LGA when both (crossing) runways are in use, and there's an incident on the field? (The fire trucks were on their way to investigate a smell on the flight deck of another airplane that had to abort takeoff twice.)
I'd say hell no.
The emergency vehicle was told to stop and did not. Even a dozen ATC wouldn't have helped in that case.
Watch the video.
Other trucks slow down, but truck 1 does not even try to slow down. I'd also argue that driving so quickly that you cannot maintain control is its own problem. Getting to an emergency 20 seconds later almost never matters as much as arriving safely.
Understaffing is absolutely a factor. Had tower and ground not been combined, the erroneous clearance probably wouldn't have been issued.
The ARFF truck not complying with the stop instruction is absolutely a factor. Had they heard and complied, the accident wouldn't have happened.
And there are likely additional factors that will come out in the investigation.
I recommend reading some final aviation accident reports from the NTSB to learn more about how these investigations proceed and what kinds of conclusions and recommendations they include.
https://www.nytimes.com/2026/03/23/nyregion/faa-air-traffic-...
- Another plane was out of position, grabbing some attention of the controller
- Stop communication was ambiguous about whether talking to previous plane or firetruck
- The colliding plane didn't have "explicit" landing clearance, but a "follow previous plane and land the same way unless told otherwise" implicit landing clearance. In Europe, planes need an explicit landing clearance, the act of granting it may have brought attention to the runway contention. US implicit system (arguably) is a bit more efficient, debate will now be is it worth it (pilots are now required to read back instructions because of past blood... will this result in same thing?)
- This was around midnight and apparently a little foggy, making visual contacts harder
Remember folks, disasters like this are rarely caused by a single factor. NTSB reports are excellent post-mortems that look at all contributing factors and analyze how they compounded into failure. Be human here.
"Jazz 646, number 2, cleared to land 4."
The controller said “truck 1 stop” that is not ambiguous.
"stop stop stop, truck 1 stop stop stop" I mean maybe it was ambiguous for half a second but he pretty quickly said "truck 1 stop". I guess we'll have to wait for the sync up to see if it was too late to stop by then
I remember late last year, couple of months ago, US ATC controllers were without pay but forced to work anyways (similar to TSA I suppose, although I don't think they were forced, but volunteered to work without salary), is that still the situation? Couldn't find any updates about that the situation been resolved, nor any updates that it's ongoing, if so though it feels like it'd be related to the amount of available controllers.
But no, AIUI only things that were somehow deemed part of "Homeland Security" are frozen, the TSA are part of Homeland Security but the ATC are under the FAA. So this particular partial government funding lapse wasn't causal, at least directly.
So why the fuck would any talented individual choose to go work for the "Get an example made out of you" department, on top of the horrific stress of the actual job!?
The idea of a union that "isn't allowed" to strike is a joke. Next will be a union that has a max membership of 1!
It's a mess.
Sharp contrast with Europeans
From pilot friends, in best case I would say a big “depends” in some countries are very unprofessional, in others very professional (anyway total unfair generalization). There were already accidents because of that, for example because the twr communicated with locals in non english, so not everybody was at the same page.