Fallows@Large October 2006

The Cory Lidle Crash in New York City

Atlantic correspondent James Fallows, who used to own and fly the same kind of plane in which Cory Lidle died, reflects on the meaning of the crash
Also see:

The Cory Lidle Crash: One Fact, Two Explanations
James Fallows ponders what might have gone wrong.

Was Cory Lidle's Airplane at Fault?
James Fallows suspects not.

For the second time in a month, I have woken up (in China) to news of a fatal crash of exactly the kind of airplane that I used to own and fly. The plane was the Cirrus SR-20; the previous crash, which killed two prominent and respected Italian businessmen-designers, took place in bad weather over the Rockies; and this latest one, which of course killed Cory Lidle of the Yankees (and many other teams—I saw him pitch for the A's in Oakland), took place on the Upper East Side of Manhattan.

Such events are terrible and heartbreaking, and the people left behind never get over them. (My mother's father died in a car crash when she was three years old. The remaining 73 years of her life were full and happy and wondrous, but I believe there was never a day in which she did not think about the effects of that accident.) Anyone's first reaction has to be sympathy for all involved.

The second reaction is to wonder what it all means. Some things are obvious about airplane crashes from the start. Some seem obvious, and then change. Others never become clear. Here is what seems knowable, and not, about this crash at the moment—with updates as known-facts change.

Also see:

James Fallows's Web site, with regularly updated dispatches, and information about his writings and appearances.

1) Cory Lidle was a brand new pilot. According to the first wave of reports, his overall flying experience totaled 75 hours. To put that in perspective: the legal minimum for taking the "practical exam" (flight test) for a private-pilot's certificate is 40 hours. Many people take a lot longer than that, especially if they have a day job (like being a professional athlete) that keeps them from paying full attention to the process of learning to fly. I had 80 hours when I took my private-pilot exam, and that training had been stretched out over six months of lessons, usually on weekends away from my job. Full-time flight schools, or the military, can get student pilots ready much more quickly than that—but flying is all those trainees do.

An engrossing and chilling book called The Killing Zone lays out unmistakable evidence that the first 200 or 300 hours of flying experience constitute a time of extreme danger, as a pilot encounters situations whose full peril he does not recognize. (The analogy would be to ages 16-19 when driving a car.) A pilot who survives that period, like a driver who survives teenaged mistakes, has a longer period of statistically much, much safer activity ahead of him. John F. Kennedy Jr. reportedly had about 300 hours of flying experience at the time of his crash.

(Because people in the flying business would wonder, my standing-to-speak is that of someone past the beginning phase but not in the deeply experienced category. I have 1,500 hours of total flight time over the last decade, including 150 hours in "actual" instrument conditions and more than 100 hours of night flight. The first time I took a non-pilot passenger up with me was the day after I got an instrument rating, seven years ago, at 300 hours total time. I flew quite frequently before selling my own SR-20 in July, in preparation for moving to China.)

Panel from 'Safe Area Gorazde'

Fallows, at the controls of a Cirrus SR-20, approaches the Sedona, Arizona airport

2) The weather yesterday was bad. It seems not to have been "illegally" bad—a ceiling so low or visibility so limited that a pilot without an instrument rating, like Lidle, was not supposed to fly. It seems not to have been "dangerously" bad in the way that icing conditions, or thunderstorms, or very high winds can pose a threat to any airplane's operation. But it seems to have been "bad" in the normal sense of the term—drizzling, low clouds, not an easy day to see where you were going. The danger in these circumstances is that a pilot is so intent on staying below and outside of the ragged clouds that he can get "behind the airplane" and lose a general sense of orientation. Staying out of the clouds is a primal urge, because once inside them you obviously cannot see—and, as William Langewiesche explained in this memorable article, when you cannot see you simply can't tell up from down.

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James Fallows is a national correspondent at The Atlantic. More

James Fallows is based in Washington as a national correspondent for The Atlantic. He has worked for the magazine for nearly 30 years and in that time has also lived in Seattle, Berkeley, Austin, Tokyo, Kuala Lumpur, Shanghai, and Beijing. He was raised in Redlands, California, received his undergraduate degree in American history and literature from Harvard, and received a graduate degree in economics from Oxford as a Rhodes scholar. In addition to working for The Atlantic, he has spent two years as chief White House speechwriter for Jimmy Carter, two years as the editor of US News & World Report, and six months as a program designer at Microsoft. He is an instrument-rated private pilot. He is also now the chair in U.S. media at the U.S. Studies Centre at the University of Sydney, in Australia.

Fallows has been a finalist for the National Magazine Award five times and has won once; he has also won the American Book Award for nonfiction and a N.Y. Emmy award for the documentary series Doing Business in China. He was the founding chairman of the New America Foundation. His recent books Blind Into Baghdad (2006) and Postcards From Tomorrow Square (2009) are based on his writings for The Atlantic. His latest book is China Airborne. He is married to Deborah Fallows, author of the recent book Dreaming in Chinese. They have two married sons.

Fallows welcomes and frequently quotes from reader mail sent via the "Email" button below. Unless you specify otherwise, we consider any incoming mail available for possible quotation -- but not with the sender's real name unless you explicitly state that it may be used. If you are wondering why Fallows does not use a "Comments" field below his posts, please see previous explanations here and here.


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