Like many people (including my Atlantic colleague Jim Fallows), when I first heard about Northwest Airlines Flight 188 going radio silent for 75 minutes and overshooting its destination by 150 miles in October, I figured the pilots must have fallen asleep. As a pilot myself, I could think of no other conceivable reason for such a jaw-dropping lapse in pilot performance. And like Fallows, I, too, reacted with disbelief when the pilots said they had simply been too absorbed with company scheduling issues on their laptop computers. For over an hour?? With absolutely zero thought to where the heck are we??
In subsequent conversations with airline pilots I know, I discovered that to those who fly the line, it's not inconceivable. Just appalling. Suffice it to say that there are apparently a few other pilots out there whose sense of professionalism is noticeably and irritatingly lacking. And while pilots usually try to cut each other a little slack, especially from critiques outside the industry, I've only received one email from an airline pilot defending the actions of the Northwest crew. The rest ran along the lines of "they should be stripped of their ratings and pensions and never be allowed to fly an airplane again. Period."
The FAA agreed, revoking the pilots' certificates within days of the event. The reason all this is noteworthy again is that the pilots are currently in the process of appealing those revocations. And in statements to the FAA released Monday, they tried to shift the blame onto the air traffic controllers who failed to get in touch with them, saying that failures by the air traffic controllers that were "a causal or contributing factor in the incident."
I'm not sure which is more outrageous, actually. To get so engrossed in your personal priorities that you don't bother to ask, "gee, why is Center not calling us," or glance at any of the navigation screens that show you fast approaching your destination, or notice any of the eight separate text messages your own dispatchers have sent you, accompanied by warning lights ... in short, to not think for even one minute about actually flying the airplane ... or to try to blame it on controllers who didn't manage to yell at you loudly enough to get your distracted attention.
It is drilled into every pilot, from the earliest days of their flight training, that the pilot in command is just that: the person who holds final responsibility and accountability for the safe outcome of every flight. If you're flying in busy airspace, in clouds, or at altitudes where the airlines cruise, there are rules that say you have to be in contact with controllers and on a flight plan, at all times. If a controller says you need to do something, in most cases, you should do it. But the pilot retains final responsibility and say over the operation of the aircraft--as it should be. After all, as pilots are fond of saying, the furthest a controller can fall is the 18 inches from their chair to the floor.
If a pilot doesn't feel they can safely execute a controller's request, the simple response "unable" trumps the controller's direction. If worse comes to worst, a pilot can simply declare an emergency and do whatever is necessary to save the airplane and sort the details out on the ground. So blaming the controllers for not doing a better job at getting you to do your job is an even flimsier excuse than saying "the dog ate my homework" or "Johnny made me do it."
Controllers can make mistakes, of course, and from reading the transcripts of the air traffic control communications related to that flight, it seems as if there might have been room for improvement. Not in getting the attention of the Northwest pilots (one controller tried to contact the pilots more than a dozen times), but in realizing that a potentially serious situation, with potentially serious security concerns, was unfolding before them.
In the years since the attacks of 9/11, any number of small airplane pilots who strayed out of approved flight paths or airspace have found themselves eye to eye with pilots in military aircraft and helicopters, signaling stern orders to follow them to an airport and land NOW. This, mind you, for little training aircraft that weigh less than a Honda Civic and could probably do less damage. Yet an airliner with the fuel and mass to really do damage goes radio silent for over an hour, and cruises right past its destination, and nobody moved to intercept it--at least in part because controllers were slow to process what was going on and notify the appropriate agencies.
A mismanaged shift change in Denver may account for some of the delay. And in all fairness, the controllers after that assumed a benign explanation: that the flight had simply lost its radios and was unable to talk to anyone. So they treated it as such. And that kind of thing does happen. But the transcripts also show confusion among controllers about what was really going on and what to do about it. The same kind of confusion that the transcripts of controllers on 9/11 showed. Where are they? Are you talking to them? Can you get someone to try to reach them? Did someone call their company dispatchers?
Of course, the airliner had not departed from its flight path, or shown erratic behavior that would have raised more alarm. And enough little glitches happen in air traffic control communications that controllers are not trigger-loaded to ring alarm bells at the first sign of something amiss. But, still. The Commander of the North American Aerospace Defense Command is not pleased.
It's been said that the attacks of 9/11 succeeded due to a lack of imagination on our part. We simply couldn't conceive of hijackers using box cutters to take over airplanes and fly them into buildings. And perhaps the controllers working with Flight 188 had, thankfully, gotten so used to safe skies again that they assumed a lack of contact from an airliner meant an inoperable radio rather than imagining something more serious.
So I hope controllers are getting a refresher course on the importance of better coordination, keeping alert for anomalies, and and questioning all the possible reasons a problem might be occurring. But for the Northwest crew to blame the controllers for not preventing their own transgressions is, as Jim Fallows said of the transgressions themselves, beyond the pale.
I'm guessing that the pilots are following the advice of their lawyers, who are trying to find any and all angles out of a thin list of possibilities that might get their clients off the hook. But ever since the first officer confidently told the press that the passengers were in no danger at any time, the crew has shown an appalling lack of awareness of just how egregious their sins were. What if the flight had been intercepted, as it perhaps should have been? Not to mention multiple other hazards that come with having a flight crew so detached from what's going on in the cockpit.
Perhaps it's asking too much to expect pilots who thought so little of their professional responsibilities in the first place to step up and take professional, mature responsibility for their failures. And the idea of minimizing their professional and legal exposure and cost is surely a tempting one. But redemption doesn't come as easily as a legal victory. And it surely doesn't come from blaming someone else for your own mistakes.
In a 60-page ruling, a U.S. district-court judge stopped enforcement of a law providing religious exemptions for LGBT discrimination.
Why doesn’t anyone care about Mississippi?
This spring, the state’s legislature passed H.B. 1523, an extensive law written to protect people who believe any of the following: that marriage is between a man and a woman; that sex should only happen in the context of marriage; and that the words “male” and “female” refer to “an individual’s immutable biological sex as objectively determined by anatomy and genetics at time of birth.” The law claim these protections are a form of religious freedom.
It provides that religious organizations can refuse to rent out their social halls for a same-sex wedding, for example, and that clergy can refuse to perform a same-sex marriage ceremony. These groups can also fire a single mother who gets pregnant, or, in the case of religious adoption agencies, decline to place a child with a same-sex couple. Doctors and psychologists can refuse to get involved with gender-reassignment procedures or take cases that would violate their religious beliefs. Schools and other public agencies can create “sex-specific standards” for dress code, bathrooms, and more. State employees can also refuse to sign same-sex-marriage licenses, and they can’t be fired for saying they believe homosexuality is wrong, for example.
“This western-front business couldn’t be done again.”
On this first day of July, exactly 100 years ago, the peoples of the British Empire suffered the greatest military disaster in their history. A century later, “the Somme” remains the most harrowing place-name in the annals not only of Great Britain, but of the many former dependencies that shed their blood on that scenic river. The single regiment contributed to the First World War by the island of Newfoundland, not yet joined to Canada, suffered nearly 100 percent casualties that day: Of 801 engaged, only 68 came out alive and unwounded. Altogether, the British forces suffered more than 19,000 killed and more than 38,000 wounded: almost as many casualties in one day as Britain suffered in the entire disastrous battle for France in May and June 1940, including prisoners. The French army on the British right flank absorbed some 1,600 casualties more.
They say religious discrimination against Christians is as big a problem as discrimination against other groups.
Many, many Christians believe they are subject to religious discrimination in the United States. A new report from the Public Religion Research Institute and Brookings offers evidence: Almost half of Americans say discrimination against Christians is as big of a problem as discrimination against other groups, including blacks and minorities. Three-quarters of Republicans and Trump supporters said this, and so did nearly eight out of 10 white evangelical Protestants. Of the latter group, six in 10 believe that although America once was a Christian nation, it is no longer—a huge jump from 2012.
Polling data can be split up in a million different ways. It’s possible to sort by ethnicity, age, political party, and more. The benefit of sorting by religion, though, is that it highlights people’s beliefs: the way their ideological and spiritual convictions shape their self-understanding. This survey suggests that race is not enough to explain the sense of loss some white Americans seem to feel about their country, although it’s part of the story; the same is true of age, education level, and political affiliation. People’s beliefs seem to have a distinctive bearing on how they view changes in American culture, politics, and law—and whether they feel threatened. No group is more likely to express this fear than conservative Christians.
Boris Johnson stabbed David Cameron in the back. Michael Gove stabbed David Cameron in the back. Michael Gove stabbed Boris Johnson in the back. It’s very simple.
“We have really everything in common with America nowadays,” Oscar Wilde wrote in the Canterville Ghost, “except, of course, language.” And, apparently, political intrigue.
In the United States, the political class has been stunned by the rise of a candidate who bested more than a dozen better-qualified rivals, partly by means of rhetoric as simplistic as monikers like “Little Marco” and “Lyin’ Ted.” But that’s amateur hour. The political machinations on display across the Atlantic in the wake of Britain’s historic vote to leave the European Union are far more sophisticated, and if politics is a game, America’s would be checkers to the U.K.’s three-dimensional chess.
On Thursday, Boris Johnson, the former London mayor who championed and ultimately won the vote for “Brexit,” stunned the political establishment by saying he wouldn’t seek to replace David Cameron as head of the ruling Conservative Party (and, consequently, take the prime ministership). But that only happened after Michael Gove, Johnson’s friend and ally in the “leave” campaign, put forth his own leadership bid instead. It was, as many on Twitter pointed out, a twist worthy of House of Cards (which, after all, was a British show to begin with). The British media, of course, found a way to class that reference up, with one headline saying Gove had “done a double Brutus.”
It happened gradually—and until the U.S. figures out how to treat the problem, it will only get worse.
It’s 2020, four years from now. The campaign is under way to succeed the president, who is retiring after a single wretched term. Voters are angrier than ever—at politicians, at compromisers, at the establishment. Congress and the White House seem incapable of working together on anything, even when their interests align. With lawmaking at a standstill, the president’s use of executive orders and regulatory discretion has reached a level that Congress views as dictatorial—not that Congress can do anything about it, except file lawsuits that the divided Supreme Court, its three vacancies unfilled, has been unable to resolve.
On Capitol Hill, Speaker Paul Ryan resigned after proving unable to pass a budget, or much else. The House burned through two more speakers and one “acting” speaker, a job invented following four speakerless months. The Senate, meanwhile, is tied in knots by wannabe presidents and aspiring talk-show hosts, who use the chamber as a social-media platform to build their brands by obstructing—well, everything. The Defense Department is among hundreds of agencies that have not been reauthorized, the government has shut down three times, and, yes, it finally happened: The United States briefly defaulted on the national debt, precipitating a market collapse and an economic downturn. No one wanted that outcome, but no one was able to prevent it.
Sharing platforms are meant to scale seamlessly throughout the world, but they’ve faced a different knotty set of rules in nearly every city they’ve colonized.
For years now, Airbnb, the popular home-sharing platform, has featured this line of copy at the end of a company mission statement that mostly pledges to promote a sense of adventure and discovery: “And with world-class customer service and a growing community of users, Airbnb is the easiest way for people to monetize their extra space and showcase it to an audience of millions."
It’s a business model condensed into a coda, casually set off with an “And.” The subtext is that the revenue-making potential of the platform is an afterthought, which implies that its appeal lies in its ease of use. Sign up and rent out your apartment or guest room. It’s easy.
Easy, that is, unless you live in Chicago, where regulations passed last week will require hosts to register with the city, impose a tax on each transaction to pay for the city’s homeless services, and limit the number of apartments that can be rented out in a particular building, depending on its size. Or in San Francisco, Airbnb’s hometown, where a law that went into effect in 2015 limits the total number of days an apartment can be rented out per year and similarly requires hosts to register with the city. (This week, the company, which coincidentally helped draft the 2014 law, decided to sue the city over it.) Months after San Francisco imposed those limits, Santa Monica passed regulations requiring hosts to get business licenses and restricted them from renting out entire properties.
How much do you really need to say to put a sentence together?
Just as fish presumably don’t know they’re wet, many English speakers don’t know that the way their language works is just one of endless ways it could have come out. It’s easy to think that what one’s native language puts words to, and how, reflects the fundamentals of reality.
But languages are strikingly different in the level of detail they require a speaker to provide in order to put a sentence together. In English, for example, here’s a simple sentence that comes to my mind for rather specific reasons related to having small children: “The father said ‘Come here!’” This statement specifies that there is a father, that he conducted the action of speaking in the past, and that he indicated the child should approach him at the location “here.” What else would a language need to do?
U.S. Education Secretary John King will argue that interactions with children from different backgrounds prepare students for the workforce.
Perhaps no U.S. education secretary has had more personal experience with the power America’s public-school system has to lift up students who have the odds stacked against them than John King. At least when it works as intended.
A Puerto Rican and African American whose parents had both passed away by the time he was 12, King has repeatedly credited New York public schools for saving his life and shaping its trajectory. King attended P.S. 276 in Canarsie and Mark Twain Junior High School in Coney Island, at the time both diverse schools that exposed him not only to high-quality curriculum, but to students and teachers from backgrounds and cultures wildly different from his own.
“As a kid, it gave me a sense of different cultural experiences that people had and different traditions that people had, and as a parent, that has been an important part of thinking about the schools for my daughters,” King said during an interview at his Washington, D.C., office.
University leaders and observers discuss the intersection of student protests, free speech and academic freedom.
In a Thursday debate titled “Academic Freedom, Safe Spaces, Dissent, and Dignity,” faculty or administrators from Yale, Wesleyan, Mizzou, and the University of Chicago discussed last semester’s student protests and their intersection with free speech. They shared the stage at the Aspen Ideas Festival, co-hosted by the Aspen Institute and The Atlantic, with Jonathan Greenblatt of the Anti-Defamation League; Kirsten Powers, author of The Silencing: How the Left Is Killing Free Speech; and Greg Lukianoff, who leads the Foundation for Individual Rights in Education.
My colleague Jeffrey Goldberg was the moderator.
The most interesting exchange involved Stephen Carter, a law professor at Yale, and Michael S. Roth, the president of Wesleyan University.
The attorney general reportedly plans to announce that she will accept the recommendations of federal prosecutors investigating the former secretary of state and her use of a private email server.
NEWS BRIEF If the FBI and federal prosecutors in the Justice Department decide to bring charges against Hillary Clinton over her use of a private email server as secretary of state, Attorney General Loretta Lynch won’t stop them.
Lynch plans to announce later Friday at the Aspen Ideas Festival that she will accept the recommendations of career prosecutors leading the Clinton investigation, according to severalreports. The news comes after the disclosure that Lynch met privately with former President Bill Clinton aboard her government plane at the Phoenix airport—a chat that drew criticism from Republicans and Democrats alike for giving off the appearance of impropriety at a time when the Justice Department is investigating his wife. Lynch has said her meeting with Bill Clinton was unplanned and purely social.