ATLANTA, GEORGIA— A Delta Air Lines (DL) Boeing 767-300 operating flight DL938 from Los Angeles International Airport (LAX) to New York John F. Kennedy International Airport (JFK) narrowly avoided a go-around during final approach due to close spacing with preceding traffic on July 21, 2025.
The incident, which occurred on approach to JFK, has since drawn sharp criticism from both the Delta flight crew and JFK tower controllers, who faulted the approach controller for poor speed management.
Photo: Clément AlloingDelta Pilots and ATC Tower Criticize Approach
As Delta 938, a Boeing 767-300 (registration N191DN), neared JFK on July 24, the aircraft was vectored within two miles of a slower Brickyard Airlines (Republic Airways) Embraer E175 also on final for Runway 22L.
Air traffic control (ATC) coordination became strained as the approach controller failed to maintain adequate separation through timely speed assignments.
The JFK tower controller alerted the Delta crew to the minimal spacing and warned of a possible go-around. Although both aircraft landed safely, tensions escalated on frequency, with the tower controller openly criticizing the approach facility for ineffective sequencing.
The Delta pilot responded professionally and complied with the expedited speed reductions, demonstrating situational awareness. However, the event highlighted deeper coordination issues between tower and approach sectors at one of the world’s busiest airports.
Photo- The Port Authority of New York and New Jersey | FlickrController and Pilot Frustrations Surface
Once safely on the ground, the conversation turned critical. The JFK tower remarked:
“If the approach control actually knew how to assign speeds… we probably would not be on YouTube every week.”
This statement, transmitted over open frequencies, suggested a breakdown in inter-controller professionalism.
Though meant informally, such comments underline systemic frustration among tower personnel who often rely on well-spaced sequencing from approach controllers—something they felt was lacking in this instance.
Pilots also weighed in post-event, echoing similar sentiments. Many emphasized that Delta 938 could have proactively requested minimum approach speeds, while others criticized the approach controller for not accounting for Brickyard’s typically slower approach profile.
Photo: Caden Handerson/ Cado PhotoDelta Pilots and ATC Conversation:
Here’s the detailed conversation between the Delta Air Lines Boeing 767 and ATC Tower and Controller, as flagged by You can see ATC:
{ts:22}
ATC: Delta 938 heavy. Turn left heading 3 0.
Pilot: Heading 3 0, 938 heavy.
{ts:30}
ATC: Brickyard 4387. Turn left heading 2 niner 0. Descend and maintain 2000.
Pilot (Brickyard 4387): 290 down to 2000, Guard 4387.
{ts:41}
ATC: Brickyard 4387. Reduce speed to 21.
Pilot (Brickyard 4387): Speed 21, Brickyard 4387.
ATC: Delta 938 heavy. Heading 310, descend.
{ts:53}
ATC: Maintain 2000. Heading 310 and descend 2000.
Pilot: Heading 310 and descend 2000, Delta 938.
ATC: Brickyard 4387. Heading 270.
Pilot (Brickyard 4387): Heading 270.
{ts:64}
ATC: Delta 938 heavy, as you pass 3,000, reduce speed to 180, sir.
Pilot: As we pass three—speed 180, Delta 938.
{ts:73}
ATC: Brickyard 4387, 4 miles from ZPO, turn left heading 25 Z, 2000 till established 22 left approach, 25 2 to establish, cleared 22 left.
Pilot (Brickyard 4387): 43…
ATC: Delta 938 heavy, turn left heading 28 Z.
Pilot: Heading 280, Delta 938 heavy.
{ts:91}
ATC: Delta 938 heavy, reduce speed to 170.
Pilot: Delta 938 heavy.
{ts:99}
ATC: Delta 938 heavy, four miles from Z alpha. Turn left heading 250, 2000 till established, cleared runway 22 left approach, 25 left approach.
Pilot: Delta 938 heavy.
{ts:114}
ATC: Brickyard 4387, 180 knots until contact tower 19.1.
Pilot (Brickyard 4387): 180 alpha and tower 91 437.
{ts:125}
ATC: Delta 938 heavy, reduce speed now to 160. Contact tower 19.1.
Pilot: 191, Delta 938.
{ts:135}
Tower (ATC): Brickyard 4387, 22 left.
Pilot (Brickyard 4387): 4387 tow, good evening. 160 at 7, runway 22 left cleared to land.
Tower (ATC): 22 left cleared to land, Brickyard 4387.
Pilot (Delta 938 heavy): 938 heavy tow.
Tower (ATC): Yep. Just checking out 938 heavy.
{ts:153}
Tower (ATC): 938 heavy. Reduce to final approach speed, you’ve got a for overtake on traffic if and you’re barely 2 miles behind them.
Pilot: Alright, we’re flying to the final, Delta 938 heavy.
{ts:158}
Tower (ATC): Delta 938 heavy, hopefully the guy can make the midfield exit for you. Runway 22 left to land, number two, 160 days.
Pilot: I’m sorry. Was that for Delta 938 heavy?
Tower (ATC): 938 heavy, runway 22 left, and like I said, it is very close to that dude. So expect to go around if he doesn’t make the midfield.
Pilot: Roger, we’ll expect that. Land runway 22 left.
{ts:190}
Tower (ATC, Brickyard 4387): You got a hotel here?
Pilot (Brickyard 4387): Yes, sir.
Tower (ATC): 4387 exit hotel, show Yankee.
{ts:195}
Tower (ATC): Yankee 43 4387 left Yankee Juliet, hold short runway two right Juliet, short to your right.
{ts:217}
Tower (ATC, Delta 938 heavy): Exit Juliet, hold short Yankee, Juliet short Yankee. Thanks for 93.
{ts:229}
Tower (ATC): Thank you. Brickyard, got to give those approach controllers a number to call.
{ts:239}
Tower (ATC): If the approach control actually knew how to assign speeds to you guys, we probably would not be on YouTube every week. Their ideology: ‘the tower will fix it.’
Photo: By Lasse Fuss – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=19825411Bottom Line
JFK is a high-density airspace environment with little room for controller error. This event underscores the critical importance of precise spacing strategies, especially when mixing aircraft with differing approach speeds.
The post-event ATC exchange also reignites the debate around controller professionalism and inter-agency communication.
More broadly, the aviation community may view this incident as a case study in the balance between safety, efficiency, and human factors—especially during complex traffic flows during peak hours.
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