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.
The Vermont senator’s revolutionary zeal has met its moment.
There’s no way this man could be president, right? Just look at him: rumpled and scowling, bald pate topped by an entropic nimbus of white hair. Just listen to him: ranting, in his gravelly Brooklyn accent, about socialism. Socialism!
And yet here we are: In the biggest surprise of the race for the Democratic presidential nomination, this thoroughly implausible man, Bernie Sanders, is a sensation.
He is drawing enormous crowds—11,000 in Phoenix, 8,000 in Dallas, 2,500 in Council Bluffs, Iowa—the largest turnout of any candidate from any party in the first-to-vote primary state. He has raised $15 million in mostly small donations, to Hillary Clinton’s $45 million—and unlike her, he did it without holding a single fundraiser. Shocking the political establishment, it is Sanders—not Martin O’Malley, the fresh-faced former two-term governor of Maryland; not Joe Biden, the sitting vice president—to whom discontented Democratic voters looking for an alternative to Clinton have turned.
After the video contradicted his account, a campus cop in Cincinnati is charged in the fatal shooting of an unarmed black motorist.
On July 19, 2015, a 43-year-old Cincinnati man named Samuel Dubose was pulled over by a University of Cincinnati police officer, Ray Tensing. Tensing was white. Dubose was black. His car was stopped for missing its front license plate.
Minutes later, Tensing shot Dubose in the head, killing him.
What happened between getting pulled over and Dubose’s death?
After the two men briefly exchange words, Dubose's vehicle is seen to roll forward. Tensing then shoots him in the head. Tensing was indicted Wednesday on charges of murder and voluntary manslaughter.
“This is without question a murder,” said Joe Deters, the prosecutor for Hamilton County, Ohio, at a news conference Wednesday. “He didn’t do anything violent toward the officer. He wasn’t dragging him. And [Tensing] pulled out his gun and shot him in the head.”
A newly discovered artifact buried with one of Jamestown’s most prominent leaders suggests he could have been a crypto-Catholic.
After 400 years in the Virginia dirt, the box came out of the ground looking like it had been plucked from the ocean. A tiny silver brick, now encrusted with a green patina and rough as sandpaper. Buried beneath it was a human skeleton. The remains would later be identified as those of Captain Gabriel Archer, one of the most prominent leaders at Jamestown, the first permanent English colony in America. But it was the box, which appeared to be an ancient Catholic reliquary, that had archaeologists bewildered and astonished.
“One of the major surprises was the discovery of this mysterious small silver box,” said James Horn, the president of the Jamestown Rediscovery Foundation. “I have to say, we’re still trying to figure this out. You have the very strange situation of a Catholic reliquary being found with the leader of the first Protestant church in the country.”
The crowded GOP presidential field is driving candidates to indulge in outrageous antics as they battle for attention.
Any day now, Rick Santorum is going to gyrocopter into the White House and try to make a citizens arrest. That’s how desperate the GOP presidential hopefuls not named Trump, Bush, Walker and Rubio are for attention. Every four years, the Republican base creates a market for crazy. But this year, with 16 GOP candidates, being crazy enough to get noticed is a lot harder. And with only a week to go until Fox News decides who gets to participate in the first presidential debate, candidates in the GOP’s second and third tier are growing frantic.
In the last few days alone, Mike Huckabee has accused Barack Obama of orchestrating a second Holocaust, Ted Cruz has called the Republican senate majority leader a liar, Rand Paul has set the tax code on fire, and Lindsey Graham has ground up his cell phone in a blender. Bobby Jindal, ever precocious, suggested abolishing the Supreme Court in late June.
An off-duty Medford, Massachusetts, cop threatened a motorist during a traffic stop. His colleagues seemed unperturbed by his behavior.
Three years ago in Medford, Massachusetts, narcotics detective Stephen LeBert calmly told the brother of a man he was arresting, “He’s selling drugs illegally. What they should do is just take him up to the railroad tracks and tell him to lay down.” He knew he was being recorded as he made the comment, as moments earlier, the footage shows him licking his finger and wiping saliva on the citizen’s lens. Medford Police Chief Leo Sacco says that he was counseled after the incident.
After watching that video, it comes as no great surprise that Detective LeBert was suspended earlier this week for another instance of misbehavior recorded by a citizen:
The footage, captured by the dashcam on a motorist’s vehicle, begins shortly after the driver got confused at a roundabout in an unfamiliar neighborhood and wound up briefly driving on the wrong side of the road (an error for which he would repeatedly apologize). At first, the motorist is terrified and starts to flee because Detective LeBert, who is driving an unmarked pickup truck and plainclothes, does not identify himself as a police officer, even as he is upset that the motorist doesn’t defer to him. “I’ll put a hole right through your fucking head,’’ LeBert says. “Pull your car over. I’ll put a hole right in your fucking head. I’ll put a hole right through your head.’’ The motorist begins to cooperate as soon as a badge is produced.
Even when they’re adopted, the children of the wealthy grow up to be just as well-off as their parents.
Lately, it seems that every new study about social mobility further corrodes the story Americans tell themselves about meritocracy; each one provides more evidence that comfortable lives are reserved for the winners of what sociologists call the birth lottery. But, recently, there have been suggestions that the birth lottery’s outcomes can be manipulated even after the fluttering ping-pong balls of inequality have been drawn.
What appears to matter—a lot—is environment, and that’s something that can be controlled. For example, one study out of Harvard found that moving poor families into better neighborhoods greatly increased the chances that children would escape poverty when they grew up.
While it’s well documentedthat the children of the wealthy tend to grow up to be wealthy, researchers are still at work on how and why that happens. Perhaps they grow up to be rich because they genetically inherit certain skills and preferences, such as a tendency to tuck away money into savings. Or perhaps it’s mostly because wealthier parents invest more in their children’s education and help them get well-paid jobs. Is it more nature, or more nurture?
The new version of Apple’s signature media software is a mess. What are people with large MP3 libraries to do?
When the developer Erik Kemp designed the first metadata system for MP3s in 1996, he provided only three options for attaching text to the music. Every audio file could be labeled with only an artist, song name, and album title.
Kemp’s system has since been augmented and improved upon, but never replaced. Which makes sense: Like the web itself, his schema was shipped, good enough,and an improvement on the vacuum which preceded it. Those three big tags, as they’re called, work well with pop and rock written between 1960 and 1995. This didn’t prevent rampant mislabeling in the early days of the web, though, as anyone who remembers Napster can tell you. His system stumbles even more, though, when it needs to capture hip hop’s tradition of guest MCs or jazz’s vibrant culture of studio musicianship.
During the multi-country press tour for Mission Impossible: Rogue Nation, not even Jon Stewart has dared ask Tom Cruise about Scientology.
During the media blitz for Mission Impossible: Rogue Nation over the past two weeks, Tom Cruise has seemingly been everywhere. In London, he participated in a live interview at the British Film Institute with the presenter Alex Zane, the movie’s director, Christopher McQuarrie, and a handful of his fellow cast members. In New York, he faced off with Jimmy Fallon in a lip-sync battle on The Tonight Show and attended the Monday night premiere in Times Square. And, on Tuesday afternoon, the actor recorded an appearance on The Daily Show With Jon Stewart, where he discussed his exercise regime, the importance of a healthy diet, and how he still has all his own hair at 53.
Stewart, who during his career has won two Peabody Awards for public service and the Orwell Award for “distinguished contribution to honesty and clarity in public language,” represented the most challenging interviewer Cruise has faced during the tour, during a challenging year for the actor. In April, HBO broadcast Alex Gibney’s documentary Going Clear, a film based on the book of the same title by Lawrence Wright exploring the Church of Scientology, of which Cruise is a high-profile member. The movie alleges, among other things, that the actor personally profited from slave labor (church members who were paid 40 cents an hour to outfit the star’s airplane hangar and motorcycle), and that his former girlfriend, the actress Nazanin Boniadi, was punished by the Church by being forced to do menial work after telling a friend about her relationship troubles with Cruise. For Cruise “not to address the allegations of abuse,” Gibney said in January, “seems to me palpably irresponsible.” But in The Daily Show interview, as with all of Cruise’s other appearances, Scientology wasn’t mentioned.
The paper of record’s inaccurate reporting on a nonexistent criminal investigation was a failure that should entail more serious consequences.
I have read The New York Times since I was a teenager as the newspaper to be trusted, the paper of record, the definitive account. But the huge embarrassment over the story claiming a criminal investigation of Hillary Clinton for her emails—leading the webpage, prominent on the front page, before being corrected in the usual, cringeworthy fashion of journalists who stonewall any alleged errors and then downplay the real ones—is a direct challenge to its fundamental credibility. And the paper’s response since the initial huge error was uncovered has not been adequate or acceptable.
This is not some minor mistake. Stories, once published, take on a life of their own. If they reinforce existing views or stereotypes, they fit perfectly into Mark Twain’s observation, “A lie can travel halfway around the world while the truth is putting on its shoes.” (Or perhaps Twain never said it, in which case the ubiquity of that attribution serves to validate the point.) And a distorted and inaccurate story about a prominent political figure running for president is especially damaging and unconscionable.