National Transportation Safety BoardNational Transportation Safety Board
Air Traffic Controllers Say a Push to Modernize Equipment Won't Fix Deeper Problems
SFO-Bound Flight’s Sudden Move to Avoid Potential Collision Left 4 Injured, Report Says
Should Your Car Warn You That You’re Speeding? California Lawmakers Vote Yes
Apple Engineer Killed in Tesla Crash Had Previously Complained About Autopilot
Could a Terrain Warning System Have Prevented the Helicopter Crash That Killed Kobe Bryant?
Crew Asleep When Fatal Boat Fire Started Off Channel Islands, Federal Authorities Say
Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash
NTSB Faults Air Canada Pilots for Last Year's Near-Disaster at SFO
Safety Agency: Uber SUV Detected Pedestrian But Didn't Slow Before Fatal Crash
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"content": "\u003cp>When a \u003ca href=\"https://www.npr.org/2025/03/11/nx-s1-5324543/ntsb-dca-mid-air-collision-american-black-hawk\">midair collision\u003c/a> and a \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">series of radar outages\u003c/a> captured attention in the United States this year, some air traffic controllers thought it might finally lead to solutions for a nationwide staffing shortage and other longstanding problems at the country’s air traffic facilities.\u003c/p>\n\u003cp>“Everybody’s talking about us,” said one controller who works at a facility in the Midwest that handles high-altitude traffic. “You have that one moment of like, ‘oh, some hope. Hey, they see us out here.'”\u003c/p>\n\u003cp>But that controller watched with growing dismay as the response from federal officials and union leaders coalesced around an effort to upgrade equipment and ramp up hiring. The plan failed to address some other long-held concerns of many air traffic controllers, such as grueling schedules, stagnating pay and an onerous process for taking paid time off, the controller said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The morale just really plummets at that point,” said the controller, who asked NPR not to use their name because they’re not authorized to speak publicly and are worried about retaliation from the Federal Aviation Administration.\u003c/p>\n\u003cp>“Not a word of it is about anything that’s going to actually help controllers in the not even just short term, but the mid-term,” they said. “Honestly, it’s more demoralizing than if they weren’t talking about us at all.”\u003c/p>\n\u003cfigure id=\"attachment_12048863\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Transportation Secretary Sean Duffy holds a news conference at Newark Liberty International Airport, where he announced the reopening of a major runway at the airport, nearly 2 weeks ahead of schedule in Newark, N.J., on June 2.\u003c/figcaption>\u003c/figure>\n\u003cp>U.S. Transportation Secretary Sean Duffy has made rebuilding the national air traffic control system a priority in his first few months on the job. He’s vowed to “supercharge” the hiring of new controllers, and the Trump administration is also seeking to \u003ca href=\"https://www.npr.org/2025/05/08/nx-s1-5391297/air-traffic-control-system-overhaul-modernization\">completely overhaul the technology\u003c/a> used in air traffic facilities across the country, including radar and telecommunications equipment.\u003c/p>\n\u003cp>This month, Congress approved $12.5 billion for that purpose in the budget reconciliation law.\u003cstrong> \u003c/strong>Duffy called that funding an important “down payment,” though he said it would ultimately take a total of roughly $31 billion to finish the job.\u003c/p>\n\u003cp>[aside postID=news_12033338 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-1243270396-1-1020x680.jpg']\u003c/p>\n\u003cp>“Our goal is to make air travel not just safer, but also more efficient,” Duffy said Wednesday during \u003ca href=\"https://transportation.house.gov/calendar/eventsingle.aspx?EventID=408886\">a hearing\u003c/a> of the House Transportation and Infrastructure Committee. “State of the art, gold-plated, best in the world.”\u003c/p>\n\u003cp>Still, many air traffic controllers say problems with the U.S. air traffic system run deeper than outdated equipment. Some have vented their frustrations anonymously on social media platforms \u003ca href=\"https://www.tiktok.com/@doaviation/video/7506983705282596142\">like TikTok\u003c/a>, and \u003ca href=\"https://www.reddit.com/r/atc2/\">Reddit\u003c/a>.\u003c/p>\n\u003cp>NPR spoke to five current and former air traffic controllers for this story. (Most requested anonymity because they are also worried about retaliation from the FAA.) While several controllers welcomed the additional investment in modernized equipment, they were also skeptical that the Trump administration could achieve its goals as quickly as promised. All of them said the FAA is overlooking\u003cstrong> \u003c/strong>critical quality-of-life concerns among controllers.\u003c/p>\n\u003cp>Meanwhile, they say they’re expected to work under stressful conditions each day to keep the complex U.S. air travel system operating, in part by working mandatory overtime and six-day workweeks.\u003c/p>\n\u003cp>“[Passengers] get to go where they want to go because controllers are showing up to work six days a week. And they’re tired, they’re exhausted,” said the controller who works in the Midwest center. “But they’re still showing up and doing an amazing job.”\u003c/p>\n\u003ch2>Staffing shortages squeeze controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048864\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">The air traffic control tower at Ronald Reagan Washington National Airport in Arlington, Va., several days after an American Airlines jet collided in midair with a military Black Hawk helicopter, killing 67 people. \u003ccite>(Kayla Bartkowski/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Problems in the nation’s air traffic system were well known within the aviation industry. But they burst into public view in January, when an American Airlines regional jet and an U.S. Army Black Hawk helicopter \u003ca href=\"https://www.npr.org/2025/01/30/nx-s1-5280403/map-plane-helicopter-crash-washington-dc\">collided in midair\u003c/a> near Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.ntsb.gov/investigations/Documents/DCA25MA108%20Prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> from the National Transportation Safety Board, the duties of several air traffic controllers in the local control tower had been combined at the time of the incident, though it’s not clear if that played any role in the collision. Still, the accident focused national attention on the controller staffing shortages.\u003c/p>\n\u003cp>Then the facility that handles traffic around Newark Liberty International Airport in New Jersey suffered \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">a series of radar and telecommunication outages\u003c/a> in April and May, forcing thousands of delays, diversions and cancellations at one of the nation’s busiest airports. When some controllers took trauma leave to recover from the impact of those outages, that only \u003ca href=\"https://www.npr.org/2025/05/13/nx-s1-5396838/newark-airport-three-radar-controllers-monitored-airspace-faa\">exacerbated the staffing shortage\u003c/a>.[aside postID=news_12027050 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GettyImages-1940010763-1-1020x680.jpg']The roots of the air traffic controller shortage go all the way back to 1981, when then-President Ronald Reagan \u003ca href=\"https://www.npr.org/2021/08/05/1025018833/looking-back-on-when-president-reagan-fired-air-traffic-controllers\">fired more than 11,000 controllers\u003c/a> who had gone on strike to protest what they considered to be unfair wages and long work hours.\u003c/p>\n\u003cp>That set off a scramble to hire and train thousands of new air traffic controllers. In some areas, the effort succeeded, but facilities that handle some of the busiest and most complex airspace in the world have always been difficult to staff.\u003c/p>\n\u003cp>Over the past decade, the FAA has struggled to hire enough controllers to keep pace with retirements — hiring only two-thirds of the controllers called for by its own staffing models, \u003ca href=\"https://nap.nationalacademies.org/catalog/29112/the-air-traffic-controller-workforce-imperative-staffing-models-and-their\">according to a recent study\u003c/a> by the National Academies of Sciences, Engineering, and Medicine. The problem was made more acute by the COVID-19 pandemic, which disrupted in-person training at the FAA’s academy in Oklahoma.\u003c/p>\n\u003cp>The FAA currently has \u003ca href=\"https://www.faa.gov/about/office_org/headquarters_offices/afn/offices/finance/offices/office-financial-labor-analysis/plans/controller-workforce\">fewer than 11,000 certified controllers\u003c/a>, more than 3,000 short of its nationwide target. As a result, many are regularly assigned to work a sixth workday. \u003ca href=\"https://www.natca.org/2025/06/18/national-academies-of-sciences-report-doubles-down-on-failed-controller-staffing-model/\">According to the National Air Traffic Controllers Association\u003c/a>, over 41% of certified air traffic controllers work “10-hour days, six days a week.”\u003c/p>\n\u003cp>That’s in addition to the taxing schedules many controllers already work, including weekend, overnight and rotating shifts. An \u003ca href=\"https://www.faa.gov/newsroom/media/Fatigue_Report.pdf\" target=\"_blank\" rel=\"noopener\">independent report\u003c/a> commissioned by the FAA found last year that a common controller schedule known as the “rattler” can create “known fatigue risks” and should be eliminated.\u003c/p>\n\u003cfigure id=\"attachment_12048865\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048865\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">People wait in line at Newark Liberty International Airport in Newark, N.J. Air traffic control outages, runway construction and staffing shortages contributed to hundreds of delays and cancellations. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Staying alert at work is critical for controllers tasked with ensuring planes don’t collide and sequencing them for takeoff and landing, said one current air traffic controller at a terminal radar approach control facility (or TRACON) in the central U.S.\u003c/p>\n\u003cp>“We can’t have an off day. We can’t have a day where we come in and say, ‘oh, I’m just kind of not feeling it today. I’m just going to, you know, kind of cruise through the day.’ We don’t get that chance,” they said. “You walk into work and you have to be 100% mistake-free essentially in your entire career or, you know, people die.”[aside postID=news_12033814 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-08-BL_qed-1020x680.jpg']Controllers also report that it can be difficult to take paid time off. They “bid” for leave in the fall for the following year based on seniority, and requests for time off on shorter notice — what’s known as “spot leave” — may be denied due to a lack of staffing.\u003c/p>\n\u003cp>“It became harder and harder to take leave, to plan family vacations, to even get spot leave if you needed time off for your kid’s baseball game or soccer game,” said one retired air traffic controller.\u003c/p>\n\u003cp>“It just became more of a shift towards spot leave being denied and feeling like, ‘OK, I need this time off because family is important, so I’m going to take sick leave now,'” they said.\u003c/p>\n\u003cp>The head of the union that represents controllers across the country said he understands how hard they’re being pushed.\u003c/p>\n\u003cp>“We are asking the world of them right now,” said Nick Daniels, president of the National Air Traffic Controllers Association, in an NPR interview. “Every single person has a right to be frustrated right now. When you are extremely short-staffed, you don’t have working equipment.”\u003c/p>\n\u003cp>In a statement, the FAA said it was making it a priority to bolster the air traffic controller ranks by “taking a multi-pronged approach to recruit new controllers, improve training success rates and reduce overall training times.”\u003c/p>\n\u003cp>The FAA is expanding academy training by nearly 30%, shortening the hiring process by five months and partnering with colleges and universities to prepare more students for careers in air traffic control, the agency said.\u003c/p>\n\u003ch2>‘Nobody’s talking about pay’\u003c/h2>\n\u003cp>Still, some controllers argue they should be paid more to compensate for the grueling working conditions.\u003c/p>\n\u003cp>“We’re missing huge chunks of the prime time of our lives with our families to keep airplanes moving,” said the controller who works high-altitude traffic. “We love our job. But, you know, I want to be paid fairly.”\u003c/p>\n\u003cp>Daniels said he has heard that message, too. “I go visit facilities every single week,” said the union president. “One of the main topics is pay.”\u003c/p>\n\u003cfigure id=\"attachment_12048866\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Nick Daniels, the president of the National Air Traffic Controllers Association, speaks at a news conference at the U.S. Department of Transportation headquarters in Washington, D.C., on May 1. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>With the Trump administration slashing staffing across the federal government, the union has not pushed publicly for a raise. Still, Daniels said the union is looking to find areas of agreement with the administration, which is why the union has supported the effort to modernize equipment and hire more staff.\u003c/p>\n\u003cp>“The equipment has to be addressed,” Daniels said. “12 and a half billion dollars is a good start to where we need to go.”\u003c/p>\n\u003cp>Daniels said he expects that the administration’s push to hire more controllers will yield tangible results, possibly ending the staffing shortage within four to five years. “Those things will start to reduce the stresses and pressures of the mandatory overtime,” he said.\u003c/p>\n\u003cp>But at least one union member said that does little to ease the pressure on controllers right now — even as many in the government and the general public praise them for doing a critical job.\u003c/p>\n\u003cp>“All you’re hearing in the news is staffing [and] equipment, staffing [and] equipment, staffing [and] equipment. Nobody’s talking about pay,” said the high-altitude controller. “The union should be out here every single day talking about pay.”\u003c/p>\n\u003cp>FAA air traffic controllers have been working under the same contract since 2016. It’s been extended twice since then — once in 2021 and again \u003ca href=\"https://www.natca.org/wp-content/uploads/2024/12/NATCA_MOU_Executed_121824.pdf\" target=\"_blank\" rel=\"noopener\">last December\u003c/a> — which means their salary ranges haven’t been renegotiated in nearly a decade and won’t be again for at least four more years.\u003c/p>\n\u003cp>That’s not to say that air traffic controller pay hasn’t gone up. \u003ca href=\"https://www.natca.org/wp-content/uploads/2016/05/2016NATCACBABookmarks.pdf\" target=\"_blank\" rel=\"noopener\">Their contract\u003c/a> gives controllers a 1.6% “length of service adjustment” each June. They also receive the \u003ca href=\"https://www.federalpay.org/gs/raises\">raises given to most federal employees\u003c/a> at the beginning of each year at the discretion of the president and Congress. President Trump \u003ca href=\"https://www.fedweek.com/fedweek/trump-proposes-no-2026-raise-for-employees-cuts-in-non-defense-agencies/\">has proposed no raise\u003c/a> for federal workers next year.\u003c/p>\n\u003cp>Certified controllers receive a starting salary between $70,876 and $152,426 or higher, based on the facility where they work. In the last fiscal year, the average certified controller earned a salary of about $155,000, according to the FAA, plus overtime and other premiums that push the total cash compensation to an average of $193,000.\u003c/p>\n\u003cp>But a pay raise would help compensate for rising inflation and the added pressures of the job, controllers say, and give a much-needed boost to controllers working at lower-level facilities in high-cost-of-living areas.\u003c/p>\n\u003cp>When he was running for NATCA president last summer, \u003ca href=\"https://www.youtube.com/watch?v=-cgtyKrFAc0\">Daniels said\u003c/a> he would work to reset controllers’ pay bands “in 2026 when we go to the negotiating table,” but as president he extended the contract to 2029.\u003c/p>\n\u003cp>In an interview, Daniels said circumstances had changed since the Trump administration came to power and began slashing the federal workforce. The union stood to lose more than it would gain from reopening the contract, Daniels said. So it’s taking a more cautious approach.\u003c/p>\n\u003cp>“It has to be very strategic, and it has to be in conjunction with this administration and the direction that they’re going to go,” he said. “You can’t be short-sighted when you’re talking about 15,000 peoples’ lives. And just screaming pay to scream pay is short-sighted.”\u003c/p>\n\u003cp>The union could also push for other financial benefits besides raises, such as premium pay for working Saturdays and changes to overtime pay, the controller added.\u003c/p>\n\u003ch2>What’s next for U.S. air traffic controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048867\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Planes are parked at Newark Liberty International Airport on May 6. Hundreds of flights were delayed or canceled because of equipment malfunctions at the facility that handles traffic around the airport. \u003ccite>(Andres Kudacki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Controllers who spoke to NPR offered mixed reviews of the steps being taken by the Trump administration to address problems at U.S. air traffic control facilities.\u003c/p>\n\u003cp>Part of Transportation Secretary \u003ca href=\"https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-traffic-controller\">Duffy’s plan to staff up\u003c/a> the workforce includes $5,000 bonuses for recent academy graduates and lump sum payments to encourage controllers eligible for retirement to stay on the job longer.\u003c/p>\n\u003cp>“There’s not one silver bullet to shoot on air traffic control,” Duffy told lawmakers on Wednesday. “We have to take all of these multiple steps to move as quickly as possible, to get more young people into the business of air traffic control, and keep more of those experienced controllers on the payroll.”\u003c/p>\n\u003cp>But controllers lament that no similar incentives are being offered to the rest of the air traffic controller workforce, the career employees responsible for the day-to-day task of maintaining order in U.S. skies.\u003c/p>\n\u003cp>“I am happy for them. I’m glad they’re getting it. They deserve every penny of it,” the TRACON controller said of academy graduates and those eligible for retirement. “But it should’ve been for the entire workforce.”\u003c/p>\n\u003cp>On the equipment upgrades, one controller said they were glad the FAA was finally replacing faulty and outdated gear, while another criticized the decision to pay for new technology before wage increases. The retired controller questioned the wisdom of swapping the paper strips controllers use to sequence planes with a digital alternative. “It’s a great system. It doesn’t need to be fixed,” they said. “If it’s not broke, why fix it? It’s not broke at all.”\u003c/p>\n\u003cp>The FAA said in a statement that the new air traffic control system will “enhance safety in the sky, reduce delays, and unlock the future of air travel” and would also ensure that “hard-working air traffic controllers have a system they can rely on and one they deserve.”\u003c/p>\n\u003cp>For some controllers, though, the long-standing problems at the FAA have pushed them to look for work elsewhere.\u003c/p>\n\u003cp>Former U.S. air traffic controller Chris Dickinson recently left the FAA after feeling burnt out at the agency. He found a job with Airservices Australia, and he and his family moved to the country in May.\u003c/p>\n\u003cp>Dickinson said he understands the stresses facing his friends and former colleagues back in the U.S. “I hope it changes for them, because it’s a fantastic job, a wonderful, wonderful career,” he said. “But it just sucks right now because there’s no staffing, morale’s crap.”\u003c/p>\n\u003cp>It was after a family vacation to Sydney two years ago that Dickinson began to consider the move. While on the trip, he told several Australian air traffic controllers he met that he had never had weekends off during his career except for a few holidays.\u003c/p>\n\u003cp>“They were just completely blown away at the fact that anyone could go, like, more than six months without having weekends off, let alone 12 and a half years at that point,” Dickinson said. “And it really made me kind of look back and go, ‘What is it that I’m willing to accept in my short amount of time on this Earth?'”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When a \u003ca href=\"https://www.npr.org/2025/03/11/nx-s1-5324543/ntsb-dca-mid-air-collision-american-black-hawk\">midair collision\u003c/a> and a \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">series of radar outages\u003c/a> captured attention in the United States this year, some air traffic controllers thought it might finally lead to solutions for a nationwide staffing shortage and other longstanding problems at the country’s air traffic facilities.\u003c/p>\n\u003cp>“Everybody’s talking about us,” said one controller who works at a facility in the Midwest that handles high-altitude traffic. “You have that one moment of like, ‘oh, some hope. Hey, they see us out here.'”\u003c/p>\n\u003cp>But that controller watched with growing dismay as the response from federal officials and union leaders coalesced around an effort to upgrade equipment and ramp up hiring. The plan failed to address some other long-held concerns of many air traffic controllers, such as grueling schedules, stagnating pay and an onerous process for taking paid time off, the controller said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The morale just really plummets at that point,” said the controller, who asked NPR not to use their name because they’re not authorized to speak publicly and are worried about retaliation from the Federal Aviation Administration.\u003c/p>\n\u003cp>“Not a word of it is about anything that’s going to actually help controllers in the not even just short term, but the mid-term,” they said. “Honestly, it’s more demoralizing than if they weren’t talking about us at all.”\u003c/p>\n\u003cfigure id=\"attachment_12048863\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Transportation Secretary Sean Duffy holds a news conference at Newark Liberty International Airport, where he announced the reopening of a major runway at the airport, nearly 2 weeks ahead of schedule in Newark, N.J., on June 2.\u003c/figcaption>\u003c/figure>\n\u003cp>U.S. Transportation Secretary Sean Duffy has made rebuilding the national air traffic control system a priority in his first few months on the job. He’s vowed to “supercharge” the hiring of new controllers, and the Trump administration is also seeking to \u003ca href=\"https://www.npr.org/2025/05/08/nx-s1-5391297/air-traffic-control-system-overhaul-modernization\">completely overhaul the technology\u003c/a> used in air traffic facilities across the country, including radar and telecommunications equipment.\u003c/p>\n\u003cp>This month, Congress approved $12.5 billion for that purpose in the budget reconciliation law.\u003cstrong> \u003c/strong>Duffy called that funding an important “down payment,” though he said it would ultimately take a total of roughly $31 billion to finish the job.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Our goal is to make air travel not just safer, but also more efficient,” Duffy said Wednesday during \u003ca href=\"https://transportation.house.gov/calendar/eventsingle.aspx?EventID=408886\">a hearing\u003c/a> of the House Transportation and Infrastructure Committee. “State of the art, gold-plated, best in the world.”\u003c/p>\n\u003cp>Still, many air traffic controllers say problems with the U.S. air traffic system run deeper than outdated equipment. Some have vented their frustrations anonymously on social media platforms \u003ca href=\"https://www.tiktok.com/@doaviation/video/7506983705282596142\">like TikTok\u003c/a>, and \u003ca href=\"https://www.reddit.com/r/atc2/\">Reddit\u003c/a>.\u003c/p>\n\u003cp>NPR spoke to five current and former air traffic controllers for this story. (Most requested anonymity because they are also worried about retaliation from the FAA.) While several controllers welcomed the additional investment in modernized equipment, they were also skeptical that the Trump administration could achieve its goals as quickly as promised. All of them said the FAA is overlooking\u003cstrong> \u003c/strong>critical quality-of-life concerns among controllers.\u003c/p>\n\u003cp>Meanwhile, they say they’re expected to work under stressful conditions each day to keep the complex U.S. air travel system operating, in part by working mandatory overtime and six-day workweeks.\u003c/p>\n\u003cp>“[Passengers] get to go where they want to go because controllers are showing up to work six days a week. And they’re tired, they’re exhausted,” said the controller who works in the Midwest center. “But they’re still showing up and doing an amazing job.”\u003c/p>\n\u003ch2>Staffing shortages squeeze controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048864\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">The air traffic control tower at Ronald Reagan Washington National Airport in Arlington, Va., several days after an American Airlines jet collided in midair with a military Black Hawk helicopter, killing 67 people. \u003ccite>(Kayla Bartkowski/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Problems in the nation’s air traffic system were well known within the aviation industry. But they burst into public view in January, when an American Airlines regional jet and an U.S. Army Black Hawk helicopter \u003ca href=\"https://www.npr.org/2025/01/30/nx-s1-5280403/map-plane-helicopter-crash-washington-dc\">collided in midair\u003c/a> near Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.ntsb.gov/investigations/Documents/DCA25MA108%20Prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> from the National Transportation Safety Board, the duties of several air traffic controllers in the local control tower had been combined at the time of the incident, though it’s not clear if that played any role in the collision. Still, the accident focused national attention on the controller staffing shortages.\u003c/p>\n\u003cp>Then the facility that handles traffic around Newark Liberty International Airport in New Jersey suffered \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">a series of radar and telecommunication outages\u003c/a> in April and May, forcing thousands of delays, diversions and cancellations at one of the nation’s busiest airports. When some controllers took trauma leave to recover from the impact of those outages, that only \u003ca href=\"https://www.npr.org/2025/05/13/nx-s1-5396838/newark-airport-three-radar-controllers-monitored-airspace-faa\">exacerbated the staffing shortage\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The roots of the air traffic controller shortage go all the way back to 1981, when then-President Ronald Reagan \u003ca href=\"https://www.npr.org/2021/08/05/1025018833/looking-back-on-when-president-reagan-fired-air-traffic-controllers\">fired more than 11,000 controllers\u003c/a> who had gone on strike to protest what they considered to be unfair wages and long work hours.\u003c/p>\n\u003cp>That set off a scramble to hire and train thousands of new air traffic controllers. In some areas, the effort succeeded, but facilities that handle some of the busiest and most complex airspace in the world have always been difficult to staff.\u003c/p>\n\u003cp>Over the past decade, the FAA has struggled to hire enough controllers to keep pace with retirements — hiring only two-thirds of the controllers called for by its own staffing models, \u003ca href=\"https://nap.nationalacademies.org/catalog/29112/the-air-traffic-controller-workforce-imperative-staffing-models-and-their\">according to a recent study\u003c/a> by the National Academies of Sciences, Engineering, and Medicine. The problem was made more acute by the COVID-19 pandemic, which disrupted in-person training at the FAA’s academy in Oklahoma.\u003c/p>\n\u003cp>The FAA currently has \u003ca href=\"https://www.faa.gov/about/office_org/headquarters_offices/afn/offices/finance/offices/office-financial-labor-analysis/plans/controller-workforce\">fewer than 11,000 certified controllers\u003c/a>, more than 3,000 short of its nationwide target. As a result, many are regularly assigned to work a sixth workday. \u003ca href=\"https://www.natca.org/2025/06/18/national-academies-of-sciences-report-doubles-down-on-failed-controller-staffing-model/\">According to the National Air Traffic Controllers Association\u003c/a>, over 41% of certified air traffic controllers work “10-hour days, six days a week.”\u003c/p>\n\u003cp>That’s in addition to the taxing schedules many controllers already work, including weekend, overnight and rotating shifts. An \u003ca href=\"https://www.faa.gov/newsroom/media/Fatigue_Report.pdf\" target=\"_blank\" rel=\"noopener\">independent report\u003c/a> commissioned by the FAA found last year that a common controller schedule known as the “rattler” can create “known fatigue risks” and should be eliminated.\u003c/p>\n\u003cfigure id=\"attachment_12048865\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048865\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">People wait in line at Newark Liberty International Airport in Newark, N.J. Air traffic control outages, runway construction and staffing shortages contributed to hundreds of delays and cancellations. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Staying alert at work is critical for controllers tasked with ensuring planes don’t collide and sequencing them for takeoff and landing, said one current air traffic controller at a terminal radar approach control facility (or TRACON) in the central U.S.\u003c/p>\n\u003cp>“We can’t have an off day. We can’t have a day where we come in and say, ‘oh, I’m just kind of not feeling it today. I’m just going to, you know, kind of cruise through the day.’ We don’t get that chance,” they said. “You walk into work and you have to be 100% mistake-free essentially in your entire career or, you know, people die.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Controllers also report that it can be difficult to take paid time off. They “bid” for leave in the fall for the following year based on seniority, and requests for time off on shorter notice — what’s known as “spot leave” — may be denied due to a lack of staffing.\u003c/p>\n\u003cp>“It became harder and harder to take leave, to plan family vacations, to even get spot leave if you needed time off for your kid’s baseball game or soccer game,” said one retired air traffic controller.\u003c/p>\n\u003cp>“It just became more of a shift towards spot leave being denied and feeling like, ‘OK, I need this time off because family is important, so I’m going to take sick leave now,'” they said.\u003c/p>\n\u003cp>The head of the union that represents controllers across the country said he understands how hard they’re being pushed.\u003c/p>\n\u003cp>“We are asking the world of them right now,” said Nick Daniels, president of the National Air Traffic Controllers Association, in an NPR interview. “Every single person has a right to be frustrated right now. When you are extremely short-staffed, you don’t have working equipment.”\u003c/p>\n\u003cp>In a statement, the FAA said it was making it a priority to bolster the air traffic controller ranks by “taking a multi-pronged approach to recruit new controllers, improve training success rates and reduce overall training times.”\u003c/p>\n\u003cp>The FAA is expanding academy training by nearly 30%, shortening the hiring process by five months and partnering with colleges and universities to prepare more students for careers in air traffic control, the agency said.\u003c/p>\n\u003ch2>‘Nobody’s talking about pay’\u003c/h2>\n\u003cp>Still, some controllers argue they should be paid more to compensate for the grueling working conditions.\u003c/p>\n\u003cp>“We’re missing huge chunks of the prime time of our lives with our families to keep airplanes moving,” said the controller who works high-altitude traffic. “We love our job. But, you know, I want to be paid fairly.”\u003c/p>\n\u003cp>Daniels said he has heard that message, too. “I go visit facilities every single week,” said the union president. “One of the main topics is pay.”\u003c/p>\n\u003cfigure id=\"attachment_12048866\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Nick Daniels, the president of the National Air Traffic Controllers Association, speaks at a news conference at the U.S. Department of Transportation headquarters in Washington, D.C., on May 1. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>With the Trump administration slashing staffing across the federal government, the union has not pushed publicly for a raise. Still, Daniels said the union is looking to find areas of agreement with the administration, which is why the union has supported the effort to modernize equipment and hire more staff.\u003c/p>\n\u003cp>“The equipment has to be addressed,” Daniels said. “12 and a half billion dollars is a good start to where we need to go.”\u003c/p>\n\u003cp>Daniels said he expects that the administration’s push to hire more controllers will yield tangible results, possibly ending the staffing shortage within four to five years. “Those things will start to reduce the stresses and pressures of the mandatory overtime,” he said.\u003c/p>\n\u003cp>But at least one union member said that does little to ease the pressure on controllers right now — even as many in the government and the general public praise them for doing a critical job.\u003c/p>\n\u003cp>“All you’re hearing in the news is staffing [and] equipment, staffing [and] equipment, staffing [and] equipment. Nobody’s talking about pay,” said the high-altitude controller. “The union should be out here every single day talking about pay.”\u003c/p>\n\u003cp>FAA air traffic controllers have been working under the same contract since 2016. It’s been extended twice since then — once in 2021 and again \u003ca href=\"https://www.natca.org/wp-content/uploads/2024/12/NATCA_MOU_Executed_121824.pdf\" target=\"_blank\" rel=\"noopener\">last December\u003c/a> — which means their salary ranges haven’t been renegotiated in nearly a decade and won’t be again for at least four more years.\u003c/p>\n\u003cp>That’s not to say that air traffic controller pay hasn’t gone up. \u003ca href=\"https://www.natca.org/wp-content/uploads/2016/05/2016NATCACBABookmarks.pdf\" target=\"_blank\" rel=\"noopener\">Their contract\u003c/a> gives controllers a 1.6% “length of service adjustment” each June. They also receive the \u003ca href=\"https://www.federalpay.org/gs/raises\">raises given to most federal employees\u003c/a> at the beginning of each year at the discretion of the president and Congress. President Trump \u003ca href=\"https://www.fedweek.com/fedweek/trump-proposes-no-2026-raise-for-employees-cuts-in-non-defense-agencies/\">has proposed no raise\u003c/a> for federal workers next year.\u003c/p>\n\u003cp>Certified controllers receive a starting salary between $70,876 and $152,426 or higher, based on the facility where they work. In the last fiscal year, the average certified controller earned a salary of about $155,000, according to the FAA, plus overtime and other premiums that push the total cash compensation to an average of $193,000.\u003c/p>\n\u003cp>But a pay raise would help compensate for rising inflation and the added pressures of the job, controllers say, and give a much-needed boost to controllers working at lower-level facilities in high-cost-of-living areas.\u003c/p>\n\u003cp>When he was running for NATCA president last summer, \u003ca href=\"https://www.youtube.com/watch?v=-cgtyKrFAc0\">Daniels said\u003c/a> he would work to reset controllers’ pay bands “in 2026 when we go to the negotiating table,” but as president he extended the contract to 2029.\u003c/p>\n\u003cp>In an interview, Daniels said circumstances had changed since the Trump administration came to power and began slashing the federal workforce. The union stood to lose more than it would gain from reopening the contract, Daniels said. So it’s taking a more cautious approach.\u003c/p>\n\u003cp>“It has to be very strategic, and it has to be in conjunction with this administration and the direction that they’re going to go,” he said. “You can’t be short-sighted when you’re talking about 15,000 peoples’ lives. And just screaming pay to scream pay is short-sighted.”\u003c/p>\n\u003cp>The union could also push for other financial benefits besides raises, such as premium pay for working Saturdays and changes to overtime pay, the controller added.\u003c/p>\n\u003ch2>What’s next for U.S. air traffic controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048867\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Planes are parked at Newark Liberty International Airport on May 6. Hundreds of flights were delayed or canceled because of equipment malfunctions at the facility that handles traffic around the airport. \u003ccite>(Andres Kudacki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Controllers who spoke to NPR offered mixed reviews of the steps being taken by the Trump administration to address problems at U.S. air traffic control facilities.\u003c/p>\n\u003cp>Part of Transportation Secretary \u003ca href=\"https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-traffic-controller\">Duffy’s plan to staff up\u003c/a> the workforce includes $5,000 bonuses for recent academy graduates and lump sum payments to encourage controllers eligible for retirement to stay on the job longer.\u003c/p>\n\u003cp>“There’s not one silver bullet to shoot on air traffic control,” Duffy told lawmakers on Wednesday. “We have to take all of these multiple steps to move as quickly as possible, to get more young people into the business of air traffic control, and keep more of those experienced controllers on the payroll.”\u003c/p>\n\u003cp>But controllers lament that no similar incentives are being offered to the rest of the air traffic controller workforce, the career employees responsible for the day-to-day task of maintaining order in U.S. skies.\u003c/p>\n\u003cp>“I am happy for them. I’m glad they’re getting it. They deserve every penny of it,” the TRACON controller said of academy graduates and those eligible for retirement. “But it should’ve been for the entire workforce.”\u003c/p>\n\u003cp>On the equipment upgrades, one controller said they were glad the FAA was finally replacing faulty and outdated gear, while another criticized the decision to pay for new technology before wage increases. The retired controller questioned the wisdom of swapping the paper strips controllers use to sequence planes with a digital alternative. “It’s a great system. It doesn’t need to be fixed,” they said. “If it’s not broke, why fix it? It’s not broke at all.”\u003c/p>\n\u003cp>The FAA said in a statement that the new air traffic control system will “enhance safety in the sky, reduce delays, and unlock the future of air travel” and would also ensure that “hard-working air traffic controllers have a system they can rely on and one they deserve.”\u003c/p>\n\u003cp>For some controllers, though, the long-standing problems at the FAA have pushed them to look for work elsewhere.\u003c/p>\n\u003cp>Former U.S. air traffic controller Chris Dickinson recently left the FAA after feeling burnt out at the agency. He found a job with Airservices Australia, and he and his family moved to the country in May.\u003c/p>\n\u003cp>Dickinson said he understands the stresses facing his friends and former colleagues back in the U.S. “I hope it changes for them, because it’s a fantastic job, a wonderful, wonderful career,” he said. “But it just sucks right now because there’s no staffing, morale’s crap.”\u003c/p>\n\u003cp>It was after a family vacation to Sydney two years ago that Dickinson began to consider the move. While on the trip, he told several Australian air traffic controllers he met that he had never had weekends off during his career except for a few holidays.\u003c/p>\n\u003cp>“They were just completely blown away at the fact that anyone could go, like, more than six months without having weekends off, let alone 12 and a half years at that point,” Dickinson said. “And it really made me kind of look back and go, ‘What is it that I’m willing to accept in my short amount of time on this Earth?'”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SFO-Bound Flight’s Sudden Move to Avoid Potential Collision Left 4 Injured, Report Says",
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"content": "\u003cp>An incident that injured four people on a United Airlines flight headed for \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> last year was caused by the pilots pulling up suddenly to avoid a midair collision with another plane, according to the final report released by the National Transportation Safety Board.\u003c/p>\n\u003cp>After Flight 2428 from New Jersey was cleared by \u003ca href=\"https://www.kqed.org/news/12033338/bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze\">air traffic control\u003c/a> to begin its descent into SFO on Sept. 19, 2024, pilots on the Boeing 757 received a traffic collision avoidance system (TCAS) alert warning them of another aircraft crossing 1,500 feet below.\u003c/p>\n\u003cp>The pilots responded to the alert by engaging in an abrupt emergency maneuver as the first officer reduced the plane’s vertical speed and disengaged the autopilot before pitching the plane upward, following TCAS guidance, according to the NTSB report released last week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.[aside postID=news_12033338 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-1243270396-1-1020x680.jpg']The safety of the aviation system is very much intact, Cox said. Any increase in the number of near midair collisions can likely be attributed to an increase in air travel and congestion more broadly, he said.\u003c/p>\n\u003cp>“The likelihood of an actual midair collision has dropped dramatically to near zero,” Cox said. “I recognize the tragic midair collision in Washington … but the TCAS system as a redundancy to a very good and professional air traffic control system has really lowered the possibility of midair collision.”\u003c/p>\n\u003cp>In February, the Trump administration began firing several hundred \u003ca href=\"https://www.kqed.org/news/12027453/trump-fires-hundreds-of-air-traffic-control-staff-ahead-of-busy-travel-weekend\">Federal Aviation Administration employees\u003c/a>, including those responsible for managing the FAA radar and maintaining landing and navigational aid. While air traffic controllers were exempted from the probationary firings, the FAA has also struggled with an understaffed air control system for years.\u003c/p>\n\u003cp>According to Cox, the difficulty in hiring air traffic controllers is partly due to decreases in congressional funding for the FAA, which plays a critical role in maintaining air travel safety. As the demand for air travel grows, funding and support for the aviation administration needs to grow as well, Cox said.\u003c/p>\n\u003cp>“We have an increasing demand in air travel, and we have an increase in demand for improved aviation safety,” Cox said. “But to do that, we need a highly effective regulator. … We need all the components of the FAA. We need them fully staffed by highly qualified people, and it needs to be a good career for people coming into the industry.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An incident that injured four people on a United Airlines flight headed for \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> last year was caused by the pilots pulling up suddenly to avoid a midair collision with another plane, according to the final report released by the National Transportation Safety Board.\u003c/p>\n\u003cp>After Flight 2428 from New Jersey was cleared by \u003ca href=\"https://www.kqed.org/news/12033338/bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze\">air traffic control\u003c/a> to begin its descent into SFO on Sept. 19, 2024, pilots on the Boeing 757 received a traffic collision avoidance system (TCAS) alert warning them of another aircraft crossing 1,500 feet below.\u003c/p>\n\u003cp>The pilots responded to the alert by engaging in an abrupt emergency maneuver as the first officer reduced the plane’s vertical speed and disengaged the autopilot before pitching the plane upward, following TCAS guidance, according to the NTSB report released last week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The safety of the aviation system is very much intact, Cox said. Any increase in the number of near midair collisions can likely be attributed to an increase in air travel and congestion more broadly, he said.\u003c/p>\n\u003cp>“The likelihood of an actual midair collision has dropped dramatically to near zero,” Cox said. “I recognize the tragic midair collision in Washington … but the TCAS system as a redundancy to a very good and professional air traffic control system has really lowered the possibility of midair collision.”\u003c/p>\n\u003cp>In February, the Trump administration began firing several hundred \u003ca href=\"https://www.kqed.org/news/12027453/trump-fires-hundreds-of-air-traffic-control-staff-ahead-of-busy-travel-weekend\">Federal Aviation Administration employees\u003c/a>, including those responsible for managing the FAA radar and maintaining landing and navigational aid. While air traffic controllers were exempted from the probationary firings, the FAA has also struggled with an understaffed air control system for years.\u003c/p>\n\u003cp>According to Cox, the difficulty in hiring air traffic controllers is partly due to decreases in congressional funding for the FAA, which plays a critical role in maintaining air travel safety. As the demand for air travel grows, funding and support for the aviation administration needs to grow as well, Cox said.\u003c/p>\n\u003cp>“We have an increasing demand in air travel, and we have an increase in demand for improved aviation safety,” Cox said. “But to do that, we need a highly effective regulator. … We need all the components of the FAA. We need them fully staffed by highly qualified people, and it needs to be a good career for people coming into the industry.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "should-your-car-warn-you-that-youre-speeding-california-lawmakers-vote-yes",
"title": "Should Your Car Warn You That You’re Speeding? California Lawmakers Vote Yes",
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"headTitle": "Should Your Car Warn You That You’re Speeding? California Lawmakers Vote Yes | KQED",
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"content": "\u003cp>When California state Sen. Scott Wiener \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB961\">introduced a bill\u003c/a> to limit speeding earlier this year, he expected some pushback.\u003c/p>\n\u003cp>Still, the intensity of that response caught the Democratic lawmaker from San Francisco by surprise.\u003c/p>\n\u003cp>“It did touch a nerve,” Weiner said in an interview. “The day that I announced the original version of the bill, one of my very best friends in the world texted me to tell me what a terrible idea it was. And then 10 minutes later, his boyfriend texted me to say, ‘Thank you for getting my boyfriend to slow down.’”\u003c/p>\n\u003cp>Your car probably tells you when you’re running out of gas. It might alert you when you drift out of your lane. Now, California lawmakers want to go a step further, requiring technology in your car to warn you when you’re speeding.\u003c/p>\n\u003cp>Safety advocates say \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">speed assistance technology\u003c/a> can reduce traffic deaths, but critics say California is moving too fast.\u003c/p>\n\u003cp>“What they’re trying to do is to impose their will on the rest of the country,” said Jay Beeber with the \u003ca href=\"https://ww2.motorists.org/\">National Motorists Association\u003c/a>, a driver advocacy group.[ad fullwidth]\u003c/p>\n\u003cp>To understand why Wiener’s bill has been so divisive, it helps to know how speed assistance technology works. There’s an “active” version, which can physically stop drivers from exceeding the speed limit. But there’s also a “passive” version of speed assistance that only warns the driver when they’re going too fast.\u003c/p>\n\u003cp>After the initial pushback, Wiener changed his bill from active to passive speed assistance. And while some safety advocates might be disappointed, Wiener defends the decision.\u003c/p>\n\u003cp>“We listened and we heard,” Wiener said. “Once we looked at the studies, we saw that the passive speed limiter is also highly effective. And so I was comfortable making that change.”[aside label=\"Related Stories\" tag=\"california-legislature\"]\u003c/p>\n\u003cp>There were political calculations involved, as well.\u003c/p>\n\u003cp>“The bill would not have passed with the active speed limiter,” Wiener conceded. “And it did pass with the passive speed limiter.”\u003c/p>\n\u003cp>The bill \u003ca href=\"https://sd11.senate.ca.gov/news/senator-wieners-first-nation-bill-require-cars-warn-speeding-drivers-heads-governor\">approved by the California legislature\u003c/a> over the weekend would require all new cars sold in the state to warn drivers if they’re going more than 10 miles per hour over the speed limit. California would be the first state in the country to mandate speed assistance technology, starting with the 2030 model year.\u003c/p>\n\u003cp>The bill has some big backers, including the National Transportation Safety Board.\u003c/p>\n\u003cp>“Broad deployment of intelligent speed assistance would reduce the frequency of speeding and speeding-related crashes… saving lives and preventing injuries,” the NTSB \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB961#\">\u003cu>wrote in support of the California bill\u003c/u>\u003c/a>, “and we applaud you for pursuing this policy.”\u003c/p>\n\u003cp>The NTSB can make recommendations, but it cannot force automakers to add speed assistance.\u003c/p>\n\u003cp>Critics of California’s bill say it’s too much, too soon.\u003c/p>\n\u003cp>“The technology is not perfect,” Beeber said in an interview. “You’re gonna have a lot of false positives.”\u003c/p>\n\u003cfigure id=\"attachment_12003240\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726.jpeg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726.jpeg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-800x534.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-160x107.jpeg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">In a long exposure image, cars, trucks, and sport utility vehicles (SUVs) drive on the 405 Freeway during rush hour traffic as oil and gasoline fuel prices experienced an increase on March 10, 2022, in Los Angeles, California. \u003ccite>(Patrick T. Fallon/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s easy for speed assistance technology to get confused, Beeber said, especially between highways and nearby surface streets with vastly different speed limits. He thinks that will annoy and potentially distract drivers.\u003c/p>\n\u003cp>“Unfortunately, our cars right now are kind of in the business of distracting us,” Beeber said. “I think this increases distracted driving.”\u003c/p>\n\u003cp>The auto industry doesn’t like the speed assistance bill, either.\u003c/p>\n\u003cp>Speed assistance systems “rely on clear and visible speed limit signs placed at regular intervals to function properly,” wrote the Alliance for Automotive Innovation, an industry trade group, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB961#\">in comments opposing the bill\u003c/a>.\u003c/p>\n\u003cp>“That sort of infrastructure is in place in Europe,” where passive speed assistance is already mandatory. “But it is severely lacking in the U.S. As a result, many/most intelligent speed assist systems are glitchy and unreliable in the U.S.,” the group wrote.[aside label=\"More Coverage\" tag=\"national-transportation-safety-board\"]\u003c/p>\n\u003cp>“It’s another example of California’s overreach,” said Karen Bailey-Chapman, with the \u003ca href=\"https://www.sema.org/\">Specialty Equipment Market Association\u003c/a>, an industry trade group, in an interview.\u003c/p>\n\u003cp>California is a huge market for carmakers, and Bailey-Chapman said the state is trying to bully its way into setting policy for the whole country.\u003c/p>\n\u003cp>“We believe that the authority for regulations stands firmly within the federal government,” she said.\u003c/p>\n\u003cp>But the bill’s sponsor, Scott Wiener, said California can’t wait for federal regulators.\u003c/p>\n\u003cp>“I would love for the federal government to require this technology nationally,” he said. “But there is no indication — no real indication — that the federal government’s going to do that.”\u003c/p>\n\u003cp>Wiener compares the situation to the early 1960s when Wisconsin moved to require seat belts more than six years before the federal government did.\u003c/p>\n\u003cp>“How many lives have been saved because Wisconsin stepped out ahead of the federal government in 1962 and required seatbelts, which started a domino effect nationally?” he asked.\u003c/p>\n\u003cp>California’s speed assistance bill now heads to the desk of Gov. Gavin Newsom, who has until the end of the month to decide whether he’ll sign it into law.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When California state Sen. Scott Wiener \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB961\">introduced a bill\u003c/a> to limit speeding earlier this year, he expected some pushback.\u003c/p>\n\u003cp>Still, the intensity of that response caught the Democratic lawmaker from San Francisco by surprise.\u003c/p>\n\u003cp>“It did touch a nerve,” Weiner said in an interview. “The day that I announced the original version of the bill, one of my very best friends in the world texted me to tell me what a terrible idea it was. And then 10 minutes later, his boyfriend texted me to say, ‘Thank you for getting my boyfriend to slow down.’”\u003c/p>\n\u003cp>Your car probably tells you when you’re running out of gas. It might alert you when you drift out of your lane. Now, California lawmakers want to go a step further, requiring technology in your car to warn you when you’re speeding.\u003c/p>\n\u003cp>Safety advocates say \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">speed assistance technology\u003c/a> can reduce traffic deaths, but critics say California is moving too fast.\u003c/p>\n\u003cp>“What they’re trying to do is to impose their will on the rest of the country,” said Jay Beeber with the \u003ca href=\"https://ww2.motorists.org/\">National Motorists Association\u003c/a>, a driver advocacy group.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>To understand why Wiener’s bill has been so divisive, it helps to know how speed assistance technology works. There’s an “active” version, which can physically stop drivers from exceeding the speed limit. But there’s also a “passive” version of speed assistance that only warns the driver when they’re going too fast.\u003c/p>\n\u003cp>After the initial pushback, Wiener changed his bill from active to passive speed assistance. And while some safety advocates might be disappointed, Wiener defends the decision.\u003c/p>\n\u003cp>“We listened and we heard,” Wiener said. “Once we looked at the studies, we saw that the passive speed limiter is also highly effective. And so I was comfortable making that change.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There were political calculations involved, as well.\u003c/p>\n\u003cp>“The bill would not have passed with the active speed limiter,” Wiener conceded. “And it did pass with the passive speed limiter.”\u003c/p>\n\u003cp>The bill \u003ca href=\"https://sd11.senate.ca.gov/news/senator-wieners-first-nation-bill-require-cars-warn-speeding-drivers-heads-governor\">approved by the California legislature\u003c/a> over the weekend would require all new cars sold in the state to warn drivers if they’re going more than 10 miles per hour over the speed limit. California would be the first state in the country to mandate speed assistance technology, starting with the 2030 model year.\u003c/p>\n\u003cp>The bill has some big backers, including the National Transportation Safety Board.\u003c/p>\n\u003cp>“Broad deployment of intelligent speed assistance would reduce the frequency of speeding and speeding-related crashes… saving lives and preventing injuries,” the NTSB \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB961#\">\u003cu>wrote in support of the California bill\u003c/u>\u003c/a>, “and we applaud you for pursuing this policy.”\u003c/p>\n\u003cp>The NTSB can make recommendations, but it cannot force automakers to add speed assistance.\u003c/p>\n\u003cp>Critics of California’s bill say it’s too much, too soon.\u003c/p>\n\u003cp>“The technology is not perfect,” Beeber said in an interview. “You’re gonna have a lot of false positives.”\u003c/p>\n\u003cfigure id=\"attachment_12003240\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726.jpeg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726.jpeg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-800x534.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/gettyimages-1239092726-160x107.jpeg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">In a long exposure image, cars, trucks, and sport utility vehicles (SUVs) drive on the 405 Freeway during rush hour traffic as oil and gasoline fuel prices experienced an increase on March 10, 2022, in Los Angeles, California. \u003ccite>(Patrick T. Fallon/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s easy for speed assistance technology to get confused, Beeber said, especially between highways and nearby surface streets with vastly different speed limits. He thinks that will annoy and potentially distract drivers.\u003c/p>\n\u003cp>“Unfortunately, our cars right now are kind of in the business of distracting us,” Beeber said. “I think this increases distracted driving.”\u003c/p>\n\u003cp>The auto industry doesn’t like the speed assistance bill, either.\u003c/p>\n\u003cp>Speed assistance systems “rely on clear and visible speed limit signs placed at regular intervals to function properly,” wrote the Alliance for Automotive Innovation, an industry trade group, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB961#\">in comments opposing the bill\u003c/a>.\u003c/p>\n\u003cp>“That sort of infrastructure is in place in Europe,” where passive speed assistance is already mandatory. “But it is severely lacking in the U.S. As a result, many/most intelligent speed assist systems are glitchy and unreliable in the U.S.,” the group wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s another example of California’s overreach,” said Karen Bailey-Chapman, with the \u003ca href=\"https://www.sema.org/\">Specialty Equipment Market Association\u003c/a>, an industry trade group, in an interview.\u003c/p>\n\u003cp>California is a huge market for carmakers, and Bailey-Chapman said the state is trying to bully its way into setting policy for the whole country.\u003c/p>\n\u003cp>“We believe that the authority for regulations stands firmly within the federal government,” she said.\u003c/p>\n\u003cp>But the bill’s sponsor, Scott Wiener, said California can’t wait for federal regulators.\u003c/p>\n\u003cp>“I would love for the federal government to require this technology nationally,” he said. “But there is no indication — no real indication — that the federal government’s going to do that.”\u003c/p>\n\u003cp>Wiener compares the situation to the early 1960s when Wisconsin moved to require seat belts more than six years before the federal government did.\u003c/p>\n\u003cp>“How many lives have been saved because Wisconsin stepped out ahead of the federal government in 1962 and required seatbelts, which started a domino effect nationally?” he asked.\u003c/p>\n\u003cp>California’s speed assistance bill now heads to the desk of Gov. Gavin Newsom, who has until the end of the month to decide whether he’ll sign it into law.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot",
"title": "Apple Engineer Killed in Tesla Crash Had Previously Complained About Autopilot",
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"content": "\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>[aside postID=news_11773179 hero='https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909-1020x666.jpg']\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Walter Huang, who died in 2018 after his Tesla Model X slammed into a concrete barrier, had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway, according to NTSB documents.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "could-a-terrain-warning-system-have-prevented-the-helicopter-crash-that-killed-kobe-bryant",
"title": "Could a Terrain Warning System Have Prevented the Helicopter Crash That Killed Kobe Bryant?",
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"headTitle": "Could a Terrain Warning System Have Prevented the Helicopter Crash That Killed Kobe Bryant? | KQED",
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"content": "\u003cp>The helicopter carrying Kobe Bryant didn’t have a long-recommended warning system to alert the pilot he was too close to the ground, but it is not clear whether it would have averted the foggy-weather crash, investigators and other experts say.\u003c/p>\n\u003cp>At issue is what’s known as a Terrain Awareness and Warning System, or TAWS, which would have sounded a cockpit alarm if the aircraft was in danger.\u003c/p>\n\u003cp>While the cause of the wreck that killed the former NBA superstar, his 13-year-old daughter and the seven others aboard Sunday is still under investigation, the National Transportation Safety Board may again recommend that helicopters with six or more passenger seats be required to have such equipment.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" tag=\"kobe-bryant\"]\u003c/p>\n\u003cp>The pilot in Sunday’s crash, Ara Zobayan, had been climbing out of the clouds when the chartered aircraft banked left and began a sudden and terrifying 1,200-foot descent that lasted nearly a minute, investigators said Tuesday. It slammed into a fog-shrouded hillside, scattering debris more than 500 feet.\u003c/p>\n\u003cp>“This is a pretty steep descent at high speed,” the NTSB’s Jennifer Homendy said. “We know that this was a high-energy impact crash.”\u003c/p>\n\u003cp>The last of the victims’ bodies were recovered Tuesday, and coroner’s officials said the remains of Bryant, Zobayan and two other passengers have been identified using fingerprints.\u003c/p>\n\u003cp>The NTSB recommended that the Federal Aviation Administration require TAWS after a similar helicopter, a Sikorsky S-76A carrying workers to an offshore drilling ship, crashed in the Gulf of Mexico near Galveston, Texas, killing all 10 people aboard in 2004. Ten years later, the FAA mandated such systems on air ambulances but not other helicopters.\u003c/p>\n\u003cp>FAA officials had questioned the value of such technology on helicopters, which tend to fly close to buildings and the ground and could trigger too many false alarms that might distract the pilot.\u003c/p>\n\u003cp>“Certainly, TAWS could have helped to provide information to the pilot on what terrain the pilot was flying in,” Homendy said of the helicopter that was carrying Bryant.\u003c/p>\n\u003cp>[pullquote size='medium' align='left' citation=\"Jennifer Homendy, NTSB\"]‘Certainly, TAWS could have helped to provide information to the pilot on what terrain the pilot was flying in’[/pullquote]\u003c/p>\n\u003cp>At the same time, Homendy said it was too soon to say whether the pilot had control of the helicopter as it plummeted. And Bill English, investigator in charge of the NTSB’s Major Investigations Division, said it was not clear yet whether “TAWS and this scenario are related to each other.”\u003c/p>\n\u003cp>Helicopter pilot and aviation lawyer Brian Alexander said any collision warning system on aircraft going over mountainous terrain is welcome. But he said the FAA recognizes such systems sometimes do more harm if they are going off constantly and distracting the pilot.\u003c/p>\n\u003cp>In any case, he added, it is not clear one would have helped Bryant’s pilot if, as some aviation veterans have speculated, Zobayan had gotten disoriented in the fog.\u003c/p>\n\u003cp>“Another warning system screaming at you isn’t going to help,” Alexander said.\u003c/p>\n\u003cp>At the time of the crash, Bryant was on his way to a youth basketball basketball tournament in which his daughter Gianna was playing. Two of her teammates also were on the helicopter with parents.\u003c/p>\n\u003cp>Zobayan, 50, was well-acquainted with the skies over Los Angeles and accustomed to flying Bryant and other celebrities, racking up thousands of hours ferrying passengers through one of the nation’s busiest air spaces. Friends and colleagues described him as skilled and cool-headed.\u003c/p>\n\u003cp>His decision to proceed in deteriorating visibility, though, led experts and fellow pilots to wonder whether pressure to get his superstar client where he wanted to go played a role in the crash.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Brian Alexander, helicopter pilot and aviation lawyer\"]‘Another warning system screaming at you isn’t going to help’[/pullquote]\u003c/p>\n\u003cp>Randy Waldman, a Los Angeles helicopter flight instructor who viewed tracking data of the flight’s path and saw a photo of the dense fog in the area at the time, said Zobayan should have turned around or landed but may have felt pressure to reach his destination, an occupational hazard often referred to as “got-to-get-there-itis” or “get-home-itis.”\u003c/p>\n\u003cp>“Somebody who’s a wealthy celebrity who can afford a helicopter to go places, the reason they take the helicopter is so they can get from A to B quickly with no hassle,” Waldman said. “Anybody that flies for a living there’s sort of an inherent pressure to get the job done because if too many times they go, ‘No, I don’t think I can fly, the weather’s getting bad or it’s too windy,’ … they’re going to lose their job.”\u003c/p>\n\u003cp>Pilot Kurt Deetz, who flew Bryant dozens of times in the chopper over a two-year period ending in 2017, said: “There was never any pressure Kobe put on any pilot to get somewhere — never, never.”\u003c/p>\n\u003cp>Coroner’s officials confirmed the remains of Bryant, 41; Zobayan; John Altobelli, 56; and Sarah Chester, 45. Relatives and acquaintances have identified the other victims as Gianna Bryant; Chester’s 13-year-old daughter, Payton; Altobelli’s wife, Keri, and daughter, Alyssa; and Christina Mauser, who helped Bryant coach his daughter’s team.\u003c/p>\n\u003cp>\u003cem>Condon reported from New York and Koenig from Dallas. Associated Press writers Justin Pritchard, Robert Jablon, Christopher Weber and Stefanie Dazio in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The helicopter carrying Kobe Bryant didn’t have a long-recommended warning system to alert the pilot he was too close to the ground, but it is not clear whether it would have averted the foggy-weather crash, investigators and other experts say.\u003c/p>\n\u003cp>At issue is what’s known as a Terrain Awareness and Warning System, or TAWS, which would have sounded a cockpit alarm if the aircraft was in danger.\u003c/p>\n\u003cp>While the cause of the wreck that killed the former NBA superstar, his 13-year-old daughter and the seven others aboard Sunday is still under investigation, the National Transportation Safety Board may again recommend that helicopters with six or more passenger seats be required to have such equipment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The pilot in Sunday’s crash, Ara Zobayan, had been climbing out of the clouds when the chartered aircraft banked left and began a sudden and terrifying 1,200-foot descent that lasted nearly a minute, investigators said Tuesday. It slammed into a fog-shrouded hillside, scattering debris more than 500 feet.\u003c/p>\n\u003cp>“This is a pretty steep descent at high speed,” the NTSB’s Jennifer Homendy said. “We know that this was a high-energy impact crash.”\u003c/p>\n\u003cp>The last of the victims’ bodies were recovered Tuesday, and coroner’s officials said the remains of Bryant, Zobayan and two other passengers have been identified using fingerprints.\u003c/p>\n\u003cp>The NTSB recommended that the Federal Aviation Administration require TAWS after a similar helicopter, a Sikorsky S-76A carrying workers to an offshore drilling ship, crashed in the Gulf of Mexico near Galveston, Texas, killing all 10 people aboard in 2004. Ten years later, the FAA mandated such systems on air ambulances but not other helicopters.\u003c/p>\n\u003cp>FAA officials had questioned the value of such technology on helicopters, which tend to fly close to buildings and the ground and could trigger too many false alarms that might distract the pilot.\u003c/p>\n\u003cp>“Certainly, TAWS could have helped to provide information to the pilot on what terrain the pilot was flying in,” Homendy said of the helicopter that was carrying Bryant.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At the same time, Homendy said it was too soon to say whether the pilot had control of the helicopter as it plummeted. And Bill English, investigator in charge of the NTSB’s Major Investigations Division, said it was not clear yet whether “TAWS and this scenario are related to each other.”\u003c/p>\n\u003cp>Helicopter pilot and aviation lawyer Brian Alexander said any collision warning system on aircraft going over mountainous terrain is welcome. But he said the FAA recognizes such systems sometimes do more harm if they are going off constantly and distracting the pilot.\u003c/p>\n\u003cp>In any case, he added, it is not clear one would have helped Bryant’s pilot if, as some aviation veterans have speculated, Zobayan had gotten disoriented in the fog.\u003c/p>\n\u003cp>“Another warning system screaming at you isn’t going to help,” Alexander said.\u003c/p>\n\u003cp>At the time of the crash, Bryant was on his way to a youth basketball basketball tournament in which his daughter Gianna was playing. Two of her teammates also were on the helicopter with parents.\u003c/p>\n\u003cp>Zobayan, 50, was well-acquainted with the skies over Los Angeles and accustomed to flying Bryant and other celebrities, racking up thousands of hours ferrying passengers through one of the nation’s busiest air spaces. Friends and colleagues described him as skilled and cool-headed.\u003c/p>\n\u003cp>His decision to proceed in deteriorating visibility, though, led experts and fellow pilots to wonder whether pressure to get his superstar client where he wanted to go played a role in the crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Randy Waldman, a Los Angeles helicopter flight instructor who viewed tracking data of the flight’s path and saw a photo of the dense fog in the area at the time, said Zobayan should have turned around or landed but may have felt pressure to reach his destination, an occupational hazard often referred to as “got-to-get-there-itis” or “get-home-itis.”\u003c/p>\n\u003cp>“Somebody who’s a wealthy celebrity who can afford a helicopter to go places, the reason they take the helicopter is so they can get from A to B quickly with no hassle,” Waldman said. “Anybody that flies for a living there’s sort of an inherent pressure to get the job done because if too many times they go, ‘No, I don’t think I can fly, the weather’s getting bad or it’s too windy,’ … they’re going to lose their job.”\u003c/p>\n\u003cp>Pilot Kurt Deetz, who flew Bryant dozens of times in the chopper over a two-year period ending in 2017, said: “There was never any pressure Kobe put on any pilot to get somewhere — never, never.”\u003c/p>\n\u003cp>Coroner’s officials confirmed the remains of Bryant, 41; Zobayan; John Altobelli, 56; and Sarah Chester, 45. Relatives and acquaintances have identified the other victims as Gianna Bryant; Chester’s 13-year-old daughter, Payton; Altobelli’s wife, Keri, and daughter, Alyssa; and Christina Mauser, who helped Bryant coach his daughter’s team.\u003c/p>\n\u003cp>\u003cem>Condon reported from New York and Koenig from Dallas. Associated Press writers Justin Pritchard, Robert Jablon, Christopher Weber and Stefanie Dazio in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>All six crew members were asleep aboard a scuba diving boat off the Southern California coast when a fire broke out in the middle of the night, killing 34 people who were trapped in a bunkroom below the main deck, federal investigators said Thursday.\u003c/p>\n\u003cp>Boats like the Conception, which caught fire around 3 a.m. on Sept. 2 and sank, are required to have a crew member keep watch at night.\u003c/p>\n\u003cp>The National Transportation Safety Board has been investigating the tragedy and released a two-page preliminary report that said five crew members were sleeping in their quarters behind the wheelhouse on the second deck and another below deck when the fire broke out.\u003c/p>\n\u003cp>[aside tag='the-conception' label='More Coverage']The report comes as investigators seek to determine the cause and try to recover the wreckage of the Conception from the bottom of the sea amid an ongoing criminal probe conducted by the FBI, Coast Guard and the U.S. Attorney’s Office.\u003c/p>\n\u003cp>Divers on Wednesday recovered the remains of the last victim — one of dozens who died of smoke inhalation as they were trapped below a raging fire.\u003c/p>\n\u003cp>The Coast Guard has issued additional safety recommendations in the wake of the tragedy, such as limiting the unsupervised charging of lithium-ion batteries and the use of power strips and extension cords.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The recommendations also suggest owners and operators of vessels review emergency duties with the crew, identify emergency escapes, check all firefighting and lifesaving equipment onboard, and look at the condition of passenger accommodation spaces for “unsafe practices or other hazardous arrangements.”\u003c/p>\n\u003cp>Coast Guard records show the Conception passed its two most recent inspections with no safety violations. Previous customers said the company that owns the vessel, Truth Aquatics, and the captains of its three boats were very safety conscious.\u003c/p>\n\u003cp>James Hall, a former NTSB chairman, told The Associated Press that a preliminary report is generally a summary of the early findings that relies on interviews, inspection documents and other records, and a review of current maritime rules and regulations.\u003c/p>\n\u003cp>[documentcloud url=\"https://www.documentcloud.org/documents/6403980-NTSB-Preliminary-Report-on-the-Conception.html\" responsive=true text=false]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report comes as investigators seek to determine the cause and try to recover the wreckage of the Conception from the bottom of the sea amid an ongoing criminal probe conducted by the FBI, Coast Guard and the U.S. Attorney’s Office.\u003c/p>\n\u003cp>Divers on Wednesday recovered the remains of the last victim — one of dozens who died of smoke inhalation as they were trapped below a raging fire.\u003c/p>\n\u003cp>The Coast Guard has issued additional safety recommendations in the wake of the tragedy, such as limiting the unsupervised charging of lithium-ion batteries and the use of power strips and extension cords.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Federal safety officials blame two Air Canada pilots for coming within just 10 to 20 feet of crashing their jetliner into a plane on the ground last year at San Francisco International Airport. \u003ca href=\"https://www.kqed.org/news/11665993/watch-video-of-airliners-near-disaster-at-sfo\" target=\"_blank\" rel=\"noopener\">Previous estimates\u003c/a> put the near-miss at within 100 feet.\u003c/p>\n\u003cp>The Air Canada pilots were apparently confused because one of two parallel runways was closed and dark before the late-night incident on July 7, 2017. The crew was seconds from landing their Airbus A320 jet on a taxiway where other planes loaded with passengers were waiting to take off.\u003c/p>\n\u003cp>“We could not have gotten literally or figuratively any closer to having a major disaster,” said the National Transportation Safety Board’s vice chairman, Bruce Landsberg, during a hearing Tuesday in Washington.\u003c/p>\n\u003cp>Underscoring the severity of the incident, the NTSB’s top aviation safety staffer, John DeLisi, said it was the first time the board considered a major investigation for an event in which there were no injuries or damaged planes.\u003c/p>\n\u003cp>The board said the Air Canada crew mistook the taxiway for a runway because they didn’t adequately review a warning to all pilots about one of the runways being closed for construction. The board cited other mistakes and crew fatigue as contributing factors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Air Canada spokesman Peter Fitzpatrick said the airline would review the safety board’s recommendations and has already taken steps to improve training and procedures.\u003c/p>\n\u003cp>The two pilots “are being held out of service,” he said.\u003c/p>\n\u003cp>The safety board recommended the development of technology to warn pilots and air traffic controllers when a landing plane appears to be aimed at a taxiway instead of a runway. It also said the Federal Aviation Administration should consider better lighting and markings to warn pilots about closed runways.\u003c/p>\n\u003cp>The cockpit voice recorder might have helped investigators better understand how the near-accident unfolded. However, the recording was taped over because the NTSB wasn’t notified of the incident for nearly two days.\u003c/p>\n\u003cp>“When we learned of a passenger airliner almost touching down on a taxiway occupied by four other airliners, we elected to launch a full investigation,” DeLisi said.\u003c/p>\n\u003ch2>SFO Ground Video Shows Near-Miss\u003c/h2>\n\u003cp>https://youtu.be/oF7FR7TjnME?t=42\u003c/p>\n\u003cp>\u003cem>In the video above, the Air Canada jet approaching SFO can be seen as the moving bright white light near the top of the frame. At the 1:08 minute mark, the jet’s landing lights sweep across the fuselage of an aircraft just beneath it, lined up to take off.\u003c/em>\u003c/p>\n\u003cp>The incident occurred just before midnight — it felt like 3 a.m. to the pilots, who had taken off from Toronto. The safety board recommended that Canada strengthen rules to prevent pilot fatigue.\u003c/p>\n\u003cp>The safety board’s chairman, Robert Sumwalt, urged the FAA and Canadian officials to adopt the recommendations “so that we do not have to relearn the lessons of this incident at a far greater cost.”\u003c/p>\n\u003cp>The Air Canada crew was cleared to land on runway 28R, to the right of the closed runway, 28L.\u003c/p>\n\u003cp>According to a preliminary NTSB report, the pilots thought the lighted runway was 28L — not theirs. Despite visual cues such as different lighting on taxiways, they aimed their jet to land to the right of 28R, on a parallel taxiway where the other planes were waiting to take off.\u003c/p>\n\u003cfigure id=\"attachment_11694646\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11694646\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/SFORunways-800x597.jpg\" alt=\"A Google Earth view of Runways 28L and 28R at San Francisco International Airport. During a nighttime landing in July, 2017, an Air Canada flight crew confused a crowded taxiway at the top of this image (outlined in green) with their assigned runway, 28R. The crew's confusion partially stemmed from runway 28L being closed and dark at the time.\" width=\"800\" height=\"597\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-800x597.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-1020x762.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-1180x881.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-960x717.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-240x179.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-375x280.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-520x388.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Google Earth view of Runways 28L and 28R at San Francisco International Airport. During a nighttime landing in July 2017, an Air Canada flight crew confused a crowded taxiway at the top of this image (outlined in green) with their assigned runway, 28R. The crew’s confusion partially stemmed from runway 28L being closed and dark at the time. \u003ccite>(Google Earth)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to the NTSB, the pilots told investigators that they didn’t see planes on the taxiway, but that something did not look right.\u003c/p>\n\u003cp>The first airliner in the departing queue on the taxiway was United Airlines Flight 1, headed for Singapore, commanded by Capt. Keith Freeberg.\u003c/p>\n\u003cp>Flight 1 had been awaiting clearance to depart for half an hour when the Air Canada plane approached the airport. After Freeberg saw the Airbus was “aiming at us” and not correcting course, he radioed the controller on duty, “Where’s that guy going? He’s on the taxiway.”\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/RDnews/2017/07/ac759sfo070717goaround.mp3\" title=\"Listen to the Exchange on SFO Air Traffic Control\" program=\"KQED News\" image=\"https://u.s.kqed.net/2017/07/12/SFOControlTower.jpg\"]\u003c/p>\n\u003cp>Greg Sembower, first officer on another United flight in the taxiway lineup, wrote that “within one or two seconds of this transmission, all of us in our cockpit became fully aware that Air Canada was lost and headed our way. Our captain turned on all of our lights, to include the landing lights, taxi light, turnoff lights.”\u003c/p>\n\u003cp>The Air Canada pilots abandoned the landing and pulled their plane up just in time to avoid catastrophe.\u003c/p>\n\u003cp>An NTSB staff member said Tuesday that they calculated the plane flew just 10 feet to 20 feet above United Flight 1, then circled and returned for a safe landing.\u003c/p>\n\u003cp>Both pilots of the Airbus A320, which was arriving from Toronto, were experienced. The captain, who was flying the plane, had more than 20,000 hours of flying time, and the co-pilot had about 10,000 hours.\u003c/p>\n\u003cp>In May, federal officials blamed pilot error for three other close calls in the previous 16 months at the San Francisco airport. Pilots say that the airport, with parallel runways close to each other, requires special attention during landings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Air Canada incident led the FAA to issue new rules for the airport covering nighttime landings when one of the runways is closed and better late-night control-tower staffing.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal safety officials blame two Air Canada pilots for coming within just 10 to 20 feet of crashing their jetliner into a plane on the ground last year at San Francisco International Airport. \u003ca href=\"https://www.kqed.org/news/11665993/watch-video-of-airliners-near-disaster-at-sfo\" target=\"_blank\" rel=\"noopener\">Previous estimates\u003c/a> put the near-miss at within 100 feet.\u003c/p>\n\u003cp>The Air Canada pilots were apparently confused because one of two parallel runways was closed and dark before the late-night incident on July 7, 2017. The crew was seconds from landing their Airbus A320 jet on a taxiway where other planes loaded with passengers were waiting to take off.\u003c/p>\n\u003cp>“We could not have gotten literally or figuratively any closer to having a major disaster,” said the National Transportation Safety Board’s vice chairman, Bruce Landsberg, during a hearing Tuesday in Washington.\u003c/p>\n\u003cp>Underscoring the severity of the incident, the NTSB’s top aviation safety staffer, John DeLisi, said it was the first time the board considered a major investigation for an event in which there were no injuries or damaged planes.\u003c/p>\n\u003cp>The board said the Air Canada crew mistook the taxiway for a runway because they didn’t adequately review a warning to all pilots about one of the runways being closed for construction. The board cited other mistakes and crew fatigue as contributing factors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Air Canada spokesman Peter Fitzpatrick said the airline would review the safety board’s recommendations and has already taken steps to improve training and procedures.\u003c/p>\n\u003cp>The two pilots “are being held out of service,” he said.\u003c/p>\n\u003cp>The safety board recommended the development of technology to warn pilots and air traffic controllers when a landing plane appears to be aimed at a taxiway instead of a runway. It also said the Federal Aviation Administration should consider better lighting and markings to warn pilots about closed runways.\u003c/p>\n\u003cp>The cockpit voice recorder might have helped investigators better understand how the near-accident unfolded. However, the recording was taped over because the NTSB wasn’t notified of the incident for nearly two days.\u003c/p>\n\u003cp>“When we learned of a passenger airliner almost touching down on a taxiway occupied by four other airliners, we elected to launch a full investigation,” DeLisi said.\u003c/p>\n\u003ch2>SFO Ground Video Shows Near-Miss\u003c/h2>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/oF7FR7TjnME'\n title='//www.youtube.com/embed/oF7FR7TjnME'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003cem>In the video above, the Air Canada jet approaching SFO can be seen as the moving bright white light near the top of the frame. At the 1:08 minute mark, the jet’s landing lights sweep across the fuselage of an aircraft just beneath it, lined up to take off.\u003c/em>\u003c/p>\n\u003cp>The incident occurred just before midnight — it felt like 3 a.m. to the pilots, who had taken off from Toronto. The safety board recommended that Canada strengthen rules to prevent pilot fatigue.\u003c/p>\n\u003cp>The safety board’s chairman, Robert Sumwalt, urged the FAA and Canadian officials to adopt the recommendations “so that we do not have to relearn the lessons of this incident at a far greater cost.”\u003c/p>\n\u003cp>The Air Canada crew was cleared to land on runway 28R, to the right of the closed runway, 28L.\u003c/p>\n\u003cp>According to a preliminary NTSB report, the pilots thought the lighted runway was 28L — not theirs. Despite visual cues such as different lighting on taxiways, they aimed their jet to land to the right of 28R, on a parallel taxiway where the other planes were waiting to take off.\u003c/p>\n\u003cfigure id=\"attachment_11694646\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11694646\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/SFORunways-800x597.jpg\" alt=\"A Google Earth view of Runways 28L and 28R at San Francisco International Airport. During a nighttime landing in July, 2017, an Air Canada flight crew confused a crowded taxiway at the top of this image (outlined in green) with their assigned runway, 28R. The crew's confusion partially stemmed from runway 28L being closed and dark at the time.\" width=\"800\" height=\"597\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-800x597.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-1020x762.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-1180x881.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-960x717.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-240x179.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-375x280.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/SFORunways-520x388.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Google Earth view of Runways 28L and 28R at San Francisco International Airport. During a nighttime landing in July 2017, an Air Canada flight crew confused a crowded taxiway at the top of this image (outlined in green) with their assigned runway, 28R. The crew’s confusion partially stemmed from runway 28L being closed and dark at the time. \u003ccite>(Google Earth)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to the NTSB, the pilots told investigators that they didn’t see planes on the taxiway, but that something did not look right.\u003c/p>\n\u003cp>The first airliner in the departing queue on the taxiway was United Airlines Flight 1, headed for Singapore, commanded by Capt. Keith Freeberg.\u003c/p>\n\u003cp>Flight 1 had been awaiting clearance to depart for half an hour when the Air Canada plane approached the airport. After Freeberg saw the Airbus was “aiming at us” and not correcting course, he radioed the controller on duty, “Where’s that guy going? He’s on the taxiway.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Greg Sembower, first officer on another United flight in the taxiway lineup, wrote that “within one or two seconds of this transmission, all of us in our cockpit became fully aware that Air Canada was lost and headed our way. Our captain turned on all of our lights, to include the landing lights, taxi light, turnoff lights.”\u003c/p>\n\u003cp>The Air Canada pilots abandoned the landing and pulled their plane up just in time to avoid catastrophe.\u003c/p>\n\u003cp>An NTSB staff member said Tuesday that they calculated the plane flew just 10 feet to 20 feet above United Flight 1, then circled and returned for a safe landing.\u003c/p>\n\u003cp>Both pilots of the Airbus A320, which was arriving from Toronto, were experienced. The captain, who was flying the plane, had more than 20,000 hours of flying time, and the co-pilot had about 10,000 hours.\u003c/p>\n\u003cp>In May, federal officials blamed pilot error for three other close calls in the previous 16 months at the San Francisco airport. Pilots say that the airport, with parallel runways close to each other, requires special attention during landings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Air Canada incident led the FAA to issue new rules for the airport covering nighttime landings when one of the runways is closed and better late-night control-tower staffing.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Federal safety investigators say the autonomous Uber SUV that struck and killed an Arizona pedestrian in March spotted the woman about six seconds before hitting her, but didn't slow down because the vehicle's built-in emergency braking feature was disabled.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> on the crash, the National Transportation Safety Board said Thursday that emergency braking maneuvers are not enabled while Uber's cars are under computer control. That's a measure designed \"to reduce the potential for erratic vehicle behavior,\" the NTSB said.\u003c/p>\n\u003cp>Instead, Uber's autonomous driving system \"relies on an attentive operator to intervene if the system fails to perform appropriately during testing.\" The system is not designed to alert the driver.\u003c/p>\n\u003cp>In the crash, the driver of the Volvo XC-90 SUV began steering less than a second before impact but didn't brake until less than a second after impact, according to the preliminary report, which does not determine fault.\u003c/p>\n\u003cp>A video of the crash showed the driver looking down just before the vehicle struck and killed 49-year-old Elaine Herzberg in Tempe, Arizona.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco-based Uber said in a statement it has worked closely with the NTSB and is doing an internal review of its self-driving vehicle program. The company also has brought in former NTSB Chairman Christopher Hart \"to advise us on our overall safety culture, and we look forward to sharing more on the changes we'll make in the coming weeks.\"\u003c/p>\n\u003cp>The NTSB report comes a day after Uber pulled its self-driving cars out of Arizona, eliminating the jobs of about 300 people who served as backup drivers and performed other jobs connected to the vehicles. Uber had suspended testing of its self-driving vehicles in Arizona, Pittsburgh, San Francisco and Toronto while regulators investigated the cause of the March 18 crash.\u003c/p>\n\u003cp>Sensors on the fully autonomous Volvo spotted Herzberg while the car was traveling 43 mph and determined that braking was needed 1.3 seconds before impact, according to the report.\u003c/p>\n\u003cp>Herzberg was pushing a bicycle across a boulevard in the darkness when the crash occurred on a part of the road that had no crosswalk and was not lighted, the report said. The speed limit at the crash site was 45 mph.\u003c/p>\n\u003cp>She was wearing dark clothing and did not look in the direction of the vehicle until just before impact. A toxicology report showed that she tested positive for methamphetamine and marijuana, according to the NTSB.\u003c/p>\n\u003cp>Also, the bicycle had no side reflectors and the front and back reflectors were perpendicular to the Uber SUV.\u003c/p>\n\u003cp>In an interview with the NTSB, Uber's backup driver said she had been monitoring the \"self-driving interface.\" While her personal and business telephones were in the vehicle, she said neither was in use at the time of the crash. The agency said that although the driver was not tested for alcohol or drug use immediately after the incident, police reported she showed no signs of impairment.\u003c/p>\n\u003cp>The agency, which can make safety recommendations to other federal agencies, said information in the preliminary report can change as the investigation progresses and that no conclusions should be drawn from the report.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB preliminary report doesn't provide \"any decisive findings or conclusions,\" said Daniel Scarpinato, spokesman for Arizona Gov. Doug Ducey. \"We await the more thorough and final investigative report. Uber's self-driving vehicle suspension remains in place.\"\u003c/p>\n\n",
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"excerpt": "Safety board discloses that Uber's self-driving system disables vehicles' built-in collision-avoidance and emergency braking features.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal safety investigators say the autonomous Uber SUV that struck and killed an Arizona pedestrian in March spotted the woman about six seconds before hitting her, but didn't slow down because the vehicle's built-in emergency braking feature was disabled.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> on the crash, the National Transportation Safety Board said Thursday that emergency braking maneuvers are not enabled while Uber's cars are under computer control. That's a measure designed \"to reduce the potential for erratic vehicle behavior,\" the NTSB said.\u003c/p>\n\u003cp>Instead, Uber's autonomous driving system \"relies on an attentive operator to intervene if the system fails to perform appropriately during testing.\" The system is not designed to alert the driver.\u003c/p>\n\u003cp>In the crash, the driver of the Volvo XC-90 SUV began steering less than a second before impact but didn't brake until less than a second after impact, according to the preliminary report, which does not determine fault.\u003c/p>\n\u003cp>A video of the crash showed the driver looking down just before the vehicle struck and killed 49-year-old Elaine Herzberg in Tempe, Arizona.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco-based Uber said in a statement it has worked closely with the NTSB and is doing an internal review of its self-driving vehicle program. The company also has brought in former NTSB Chairman Christopher Hart \"to advise us on our overall safety culture, and we look forward to sharing more on the changes we'll make in the coming weeks.\"\u003c/p>\n\u003cp>The NTSB report comes a day after Uber pulled its self-driving cars out of Arizona, eliminating the jobs of about 300 people who served as backup drivers and performed other jobs connected to the vehicles. Uber had suspended testing of its self-driving vehicles in Arizona, Pittsburgh, San Francisco and Toronto while regulators investigated the cause of the March 18 crash.\u003c/p>\n\u003cp>Sensors on the fully autonomous Volvo spotted Herzberg while the car was traveling 43 mph and determined that braking was needed 1.3 seconds before impact, according to the report.\u003c/p>\n\u003cp>Herzberg was pushing a bicycle across a boulevard in the darkness when the crash occurred on a part of the road that had no crosswalk and was not lighted, the report said. The speed limit at the crash site was 45 mph.\u003c/p>\n\u003cp>She was wearing dark clothing and did not look in the direction of the vehicle until just before impact. A toxicology report showed that she tested positive for methamphetamine and marijuana, according to the NTSB.\u003c/p>\n\u003cp>Also, the bicycle had no side reflectors and the front and back reflectors were perpendicular to the Uber SUV.\u003c/p>\n\u003cp>In an interview with the NTSB, Uber's backup driver said she had been monitoring the \"self-driving interface.\" While her personal and business telephones were in the vehicle, she said neither was in use at the time of the crash. The agency said that although the driver was not tested for alcohol or drug use immediately after the incident, police reported she showed no signs of impairment.\u003c/p>\n\u003cp>The agency, which can make safety recommendations to other federal agencies, said information in the preliminary report can change as the investigation progresses and that no conclusions should be drawn from the report.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB preliminary report doesn't provide \"any decisive findings or conclusions,\" said Daniel Scarpinato, spokesman for Arizona Gov. Doug Ducey. \"We await the more thorough and final investigative report. Uber's self-driving vehicle suspension remains in place.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"politicalbreakdown": {
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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},
"radiolab": {
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"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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