Isaac Stanley-Becker writes:

On January 29, American Airlines Flight 5342 collided with a U.S. Army helicopter near Washington’s Ronald Reagan National Airport, killing 67 people, in the deadliest U.S. air disaster in recent history. That alone would have been a crisis for the Federal Aviation Administration, the agency charged with ensuring the safety of air passengers.

But the next day, President Donald Trump deepened the FAA’s problems by blaming the disaster on diversity programs, a pronouncement that baffled many in the agency’s workforce. At least one senior executive decided to quit in disgust, I was told.

Rescue teams were still pulling bodies from the Potomac River.

That same day, FAA employees including air-traffic controllers, safety inspectors, and mechanical engineers received an email advising them to leave their job under a buyout program announced just two days before. “The way to greater American prosperity is encouraging people to move from lower productivity jobs in the public sector to higher productivity jobs in the private sector,” urged the email, sent to all federal workers.

Many FAA employees were prepared to follow that advice, agreeing to leave their government jobs and get paid through September, according to internal government records I obtained as well as interviews with current and former U.S. officials who spoke with me on the condition of anonymity for fear of reprisal. More than 1,300 FAA employees replied to the email, out of a workforce of about 45,000. Most of those who responded selected “Yes, I confirm that I am resigning/retiring.”

Initially, that included about 100 air-traffic controllers who replied to the email, threatening a crucial and already-understaffed component of the workforce. Interest in the offer among air-traffic controllers was alarming, agency officials told me, because an internal FAA safety report had found that staffing at the air-traffic-control tower at Reagan airport was “not normal” at the time of January’s deadly crash. It took the agency, which is housed within the Department of Transportation, about a week to clarify that certain job categories were exempt from early retirement, including air-traffic controllers, according to a February 5 email I reviewed. That guidance arrived in agency inboxes only after Transportation Secretary Sean Duffy had announced it on cable television, saying on February 2, “We’re going to keep all our safety positions in place.”

But agency officials told me that many jobs with critical safety functions are indeed being sacrificed, with any possible replacements uncertain because of the government-wide hiring freeze. And records I reviewed show that employees classified as eligible for early retirement—and therefore allowed to walk off the job—include aviation-safety technicians and assistants, quality-assurance specialists, and engineers. Meanwhile, the buyouts reach far beyond air-traffic safety, affecting other core elements of the agency. Top officials in the finance, acquisitions, and compliance divisions have left or are expected to go.

As hundreds of career officials depart, the FAA has a fresh face in its midst: Ted Malaska, a SpaceX engineer who arrived at the agency last month with instructions from SpaceX’s owner, Elon Musk, to deploy equipment from the SpaceX subsidiary Starlink across the FAA’s communications network. The directive promises to make the nation’s air-traffic-control system dependent on the billionaire Trump ally, using equipment that experts say has not gone through strict U.S.-government security and risk-management review. [Continue reading…]