It does, and it has them at the intersection at which they crossed.
You reach a point where an evacuate command isn't required, it becomes self evident.
Ok, in layman terms, the ARFF driver ran a red light(presuming RWSL was working right). Literally more than one red light.
Sounds like the ARFF driver was told to run a red light, and did so.
No way to know. That would depend on exactly how the damage affected the relevant systems.
No confirmation that they were working, but it is highly likely that they were.
Doesn't matter. ATC does not have the authority to overrule a red RWSL. Anyone trained to drive on the AOA should be aware of that.
On Flightaware, 32 movements LGA (11pm-11:38pm lcl)
They don't have the staffing. It takes years, and multiple hires, to make one full-performance level controller at LGA. We stopped hiring controllers during COVID when we were already short staffed. There is no quick fix.
The FAA won't get "fixed" til some Congresscritter or their family or close friends get unalived by something that was forseen years ago and could have had a fix by this point.
Despite what my transcript might lend you to believe, the interval between the clearance to cross an the STOP call was only seconds. But, yeah, you're right, I'd be looking in the name of self preservation. I used to drive emergency vehicles (on the public roads) and I can tell you, you need to be more defensive in your driving with the lights and siren on than you need be regularly. I've seen people go catatonic in front me on the roads. I was driving home late one night (my car) on Route 123 in Vienna. There were three vehicles on the road, me, a car about 500' ahead of me, and an ambulance coming down the road with all the lights going in the opposite direct. The other car turned immediately in front of the approaching ambulance and got T-boned.
Runway entrance stop lights were on, at least on this side of the runway. Note the other vehicles stopped. The first truck was on the runway well before the lights did the auto-shutoff routine.
The task saturation was manageable until the other aircraft declared an emergency. There just isn't any margin when you're down to a single controller.
I didn't say the fix was quick... But we're not even doing the slow fix! Every year, we lose more controllers than we certify. It has to stop.
Well, "something" was done, and it *has* helped.
Throughput is a manning or task saturation problem, and not a safety problem, right up until there's no more margin for error, and then it's a safety problem too.
Agreed. I was just pointing out that there was more than one player involved.
Both IMO.
From what I've read and heard, yeah, both + QoL is in the ****ter due to forced overtime.
I thought active runways were always controlled by Tower not Ground. Regardless, I'm not sure it has been reported who was on what frequency, but the ATC recording implies that everyone was on a common frequency and should have been able to hear one another so they "should" have all had sitional awareness here.
Assuming the ATC recording, done by an outside entity, isn’t an amalgamation of several frequencies.
The FAA Academy in OKC is running at maximum capacity right now, and has been since 2024 as a result of the FAA Reauthorization Act of 2024.
I'm pretty sure BNA is down to two controllers overnight, including both tower and TRACON functions. The LGA tower controller was only working tower positions. BNA did close overnight, once or twice, due to lack of staffing. Something like 12a-4a.
In some towers ground control has the vehicles but has to get approval from local (tower) first. If you’re by yourself then you control it all obviously but not necessarily on tower frequencies
How helpful it may have been if the runway cross request was on freq with the landing traffic... 15 second gap between actual clearance given and stop command. Could have made the difference. Lastly, and we only have a short clip, was this the truck 1 or the "and company"?
Maybe they can’t pass a Medical?
Which what I said earlier
