A United plane is parked at the gate at Newark Liberty International Airport in Newark, New Jersey, on May 7, 2025. | Kena Betancur/AFP via Getty Images
Air travel is such a common part of modern life that it’s easy to forget all the miraculous technology and communication infrastructure required to do it safely. But recent crashes, including near Washington, DC, and in San Diego — not to mention multiple near misses — have left many fliers wondering: Is it still safe to fly?
That concern is particularly acute at Newark Liberty International Airport in New Jersey, which has recently experienced several frightening incidents and near misses in as radio and radar systems have gone dark. This has left an under-staffed and overworked group of air traffic controllers to manage a system moving at a frenetic pace with no room for error.
Andrew Tangel, an aviation reporter for the Wall Street Journal, recently spoke to Jonathan Stewart, a Newark air traffic controller. In early May, Stewart experienced a brief loss of the systems showing him the locations of the many planes was directing. When the systems came back online, he realized there’d almost been a major crash.
According to Tangel, Stewart “sent off a fiery memo to his managers, complaining about how he was put in that situation, which he felt he was being set up for failure.” Stewart now is taking trauma leave because of the stresses of the job. After many delayed flights, United Airlines just announced that it will move some of its flights to nearby John F. Kennedy International Airport.
To understand how we arrived at our current aviation crisis, Today, Explained co-host Sean Rameswaram spoke with Darryl Campbell, an aviation safety writer for The Verge.
Below is an excerpt of their conversation, edited for length and clarity. There’s much more in the full episode, so listen to Today, Explained wherever you get your podcasts, including Apple Podcasts, Pandora, and Spotify.
You recently wrote about all these issues with flying for The Verge — and your take was that this isn’t just a Newark, New Jersey, problem. It’s systemic. Why?
You’ve probably seen some of the news articles about it, and it’s really only in the last couple months because everybody’s been paying attention to aviation safety that people are really saying, Oh my gosh!
Newark airport is losing the ability to see airplanes. They’re losing radar for minutes at a time, and that’s not something you want to hear when you have airplanes flying towards each other at 300 miles an hour. So it is rightfully very concerning. But the thing is, what’s been happening at Newark has actually been happening for almost a decade and a half in fits and starts. It’ll get really bad, and then it’ll get better again.
Now we’re seeing a combination of air traffic control problems; we’re seeing a combination of infrastructure problems, and they’ve got a runway that’s entirely shut down. And the way that I think about it is, while Newark is its own special case today, all of the problems that it’s facing, other than the runway, are problems that every single airport in the entire country is going to be facing over the next five to 10 years, and so we’re really getting a preview of what’s going to happen if we don’t see some drastic change in the way that the air traffic control system is maintained.
We heard about some of these issues after the crash at DCA outside Washington. What exactly is going on with air traffic controllers?
The first problem is just one of staff retention and training. On the one hand, the air traffic control system and the people who work there are a pretty dedicated bunch, but it takes a long time to get to the point where you’re actually entrusted with airplanes. It can be up to four years of training from the moment that you decide, Okay, I want to be an air traffic controller.
Couple that with the fact that these are government employees and like many other agencies, they haven’t really gotten the cost-of-living increases to keep pace with the actual cost of living, especially in places like the New York and New Jersey area, where it’s just gone up way faster than in the rest of the country.
This is bad at Newark, but you say it promises to get bad everywhere else too.
The cost of living is still outpacing the replacement level at a lot of these air traffic control centers. And the washout rate is pretty high. We’ve seen the average staffing level at a lot of American airports get down below 85, 80 percent, which is really where the FAA wants it to be, and it’s getting worse over time.
At Newark in particular, it’s down to about 58 percent as of the first quarter of this year. This is an emergency level of staffing at a baseline. And then on top of that, you have — in order to keep the airplanes going — people working mandatory overtime, mandatory six-days-a-week shifts, and that’s accelerating that burnout that naturally happens. There’s a lot of compression and a lot of bad things happening independently, but all at the same time in that kind of labor system that’s really making it difficult to both hire and retain qualified air traffic controllers.
These sound like very fixable problems, Darryl. Are we trying to fix them? I know former reality TV star and Fox News correspondent — and transportation secretary, in this day and age — Sean Duffy has been out to Newark. He said this: “What we are going to do when we get the money. We have the plan. We actually have to build a brand new state-of-the-art, air traffic control system.”
To his credit, they have announced some improvements on it. They’ve announced a lot of new funding for the FAA. They’ve announced an acceleration of hiring, but it’s just a short-term fix.
To put it in context, the FAA’s budget usually allocates about $1.7 billion in maintenance fees every year. And so they’ve announced a couple billion more dollars, but their backlog already is $5.2 billion in maintenance. And these are things like replacing outdated systems, replacing buildings that are housing some of these radars, things that you really need to just get the system to where it should be operating today, let alone get ahead of the maintenance things that are going to happen over the next couple of years. It’s really this fight between the FAA and Congress to say, We’re going to do a lot today to fix these problems.
And it works for a little while, but then three years down the road, the same problems are still occurring. You got that one-time shot of new money, but then the government cuts back again and again and again. And then you’re just putting out one fire, but not addressing the root cause of why there’s all this dry powder everywhere.
People are canceling their flights into or out of Newark, but there are also all these smaller accidents we’re seeing, most recently in San Diego, where six people were killed when a Cessna crashed. How should people be feeling about that?
There’s really no silver bullet and all the choices are not great to actively bad at baseline. Number one is you get the government to pay what it actually costs to run the air traffic control system. That empirically has not happened for decades, so I don’t know that we’re going to get to do it, especially under this administration, which is focused on cutting costs.
The second thing is to pass on fees to fliers themselves. And it’s just like the conversation that Walmart’s having with tariffs — they don’t want to do it. When they try to pass it on to the customer, President Trump yells at them, and it’s just not a great situation.
The third option is to reduce the number of flights in the sky. Part of this is that airlines are competing to have the most flights, the most convenient schedules, the most options. That’s led to this logjam at places like Newark, where you really have these constraints on it. Right before all of this stuff happens, Newark was serving about 80 airplanes an hour, so 80 landings and takeoffs. Today, the FAA’s actually started to admit restrictions on it, and now it’s closer to 56 flights an hour, and that’s probably the level that it can actually handle and not have these issues where you have planes in danger.
But no airline wants to hear, Hey, you have to cut your flight schedule. We saw that with United: Their CEO was saying that the air traffic controllers who took trauma leave had “walked off the job,” which seemed to suggest that he didn’t think they should be taking trauma leave because you have to have more planes coming in. That’s a competitive disadvantage for him, but you also have to balance safety. It’s difficult to understand. It costs a lot of money to fix. This is your textbook “why governments fail” case study and it’s not really reassuring that in 24 hours I’m going to be in the middle of it again, trying to fly out of Newark.
