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.
Freddie Gray's death on April 19 leaves many unanswered questions. But it is clear that when Gray was arrested in West Baltimore on the morning of April 12, he was struggling to walk. By the time he arrived at the police station a half hour later, he was unable to breathe or talk, suffering from wounds that would kill him.*
Gray died Sunday from spinal injuries. Baltimore authorities say they're investigating how the 25-year-old was hurt—a somewhat perverse notion, given that it was while he was in police custody, and hidden from public view, that he apparently suffered injury. How it happened remains unknown. It's even difficult to understand why officers arrested Gray in the first place. But with protestors taking to the streets of Baltimore since Gray's death on Sunday, the incident falls into a line of highly publicized, fatal encounters between black men and the police. Meanwhile, on Tuesday, a reserve sheriff's deputy in Tulsa, Oklahoma, pleaded not guilty to a second-degree manslaughter charge in the death of a man he shot. The deputy says the shooting happened while he was trying to tase the man. Black men dying at the hands of the police is of course nothing new, but the nation is now paying attention and getting outraged.
In Baltimore, where 25-year-old Freddie Gray died shortly after being taken into police custody, an investigation may uncover homicidal misconduct by law enforcement, as happened in the North Charleston, South Carolina, killing of Walter Scott. Or the facts may confound the darkest suspicions of protestors, as when the Department of Justice released its report on the killing of Michael Brown.
What's crucial to understand, as Baltimore residents take to the streets in long-simmering frustration, is that their general grievances are valid regardless of how this case plays out. For as in Ferguson, where residents suffered through years of misconduct so egregious that most Americans could scarcely conceive of what was going on, the people of Baltimore are policed by an entity that perpetrates stunning abuses. The difference is that this time we needn't wait for a DOJ report to tell us so. Harrowing evidence has been presented. Yet America hasn't looked.
Does Adam Sandler have an expiration date? Does his particular brand of slapstick—humor that's infused with a wan self-deprecation, that manages to be simultaneously silly and sociopathic, that once found Sandler punching Bob Barker in the face while informing him that "the price is wrong, bitch"—hold up? Is Sandler's own price now, finally, wrong?
Recent events would suggest yes. Late last week, in the course of filming Sandler's newest project, the made-for-Netflix Western spoof The Ridiculous 6, a Native-American cultural advisor and several performers and extras walked off the set in protest. (Sample characters: Beaver Breath, No Bra, Sits-on-Face. Sample line: "Say honey: how about after this, we go someplace and I put my peepee in your teepee?") As Allison Young, a Navajo actress who quit after being asked to do a scene "requiring her to fall down drunk, surrounded by jeering white men who rouse her by dousing her with more alcohol" told the Indian Country Media Network, “We talked to the producers about our concerns. They just told us, ‘If you guys are so sensitive, you should leave.’”
On Monday afternoon the funeral for Freddie Gray took place in Baltimore, Maryland. Gray died last week from spinal injuries suffered while in Baltimore Police custody. After the funeral, against the wishes of the Gray family, some peaceful demonstrations took place, but other protests became violent, devolving into chaotic clashes.
Maryland Governor Larry Hogan declared a state of emergency and called out the National Guard on Monday night, "to address the growing violence and unrest in Baltimore City." Later Monday night, Baltimore Mayor Stephanie Rawlings-Blake announced that a week-long curfew would be imposed on the city.
Earlier in the day, police clashed with demonstrators during protests over the death of a young black man in police custody. Video footage showed a handful of protesters and bystanders throwing rocks and bottles at police officers in full riot gear, who responded with pepper spray and tear gas. City officials said at a press conference on Monday night that 15 officers had been injured and two were hospitalized, including one officer who was reportedly “unresponsive,” although further details about his or her condition were not immediately available. "Too many people have spent generations building up this city for it to be destroyed by thugs," Rawlings-Blake told reporters.
Take a walk along West Florissant Avenue, in Ferguson, Missouri. Head south of the burned-out Quik Trip and the famous McDonalds, south of the intersection with Chambers, south almost to the city limit, to the corner of Ferguson Avenue and West Florissant. There, last August, Emerson Electric announced third-quarter sales of $6.3 billion. Just over half a mile to the northeast, four days later, Officer Darren Wilson killed Michael Brown. The 12 shots fired by Officer Wilson were probably audible in the company lunchroom.
Outwardly, at least, the City of Ferguson would appear to occupy an enviable position. It is home to a Fortune 500 firm. It has successfully revitalized a commercial corridor through its downtown. It hosts an office park filled with corporate tenants. Its coffers should be overflowing with tax dollars.
Police say that intentionally banging a suspect around in the back of a van isn't common practice. But the range of slang terms to describe the practice suggests it's more common that anyone would hope—and a roster of cases show that Freddie Gray is hardly the first person whose serious injuries allegedly occurred while in police transit. Citizens have accused police of using aggressive driving to rough suspects up for decades in jurisdictions across the country. Though experts don't think it's a widespread practice, rough rides have injured many people, frayed relationships, and cost taxpayers, including Baltimore's, millions of dollars in damages.
“People skills” are almost always assumed to be a good thing. Search employment ads and you will find them listed as a qualification for a startling array of jobs, including Applebee’s host, weight-loss specialist, CEO, shoe salesperson, and (no joke) animal-care coordinator. The notion that people smarts might help you succeed got a boost a quarter century ago, when the phrase emotional intelligence, or EI, entered the mainstream. Coined in a 1990 study, the term was popularized by Daniel Goleman’s 1995 book . Since then, scores of researchers have shown how being in touch with feelings—both your own and other people’s—gives you an edge: compared with people who have average EI, those with high EI do better at work, have fewer health problems,and report greater life satisfaction.
Orr:Wait a minute. There’s a royal wedding—and nobody dies a horrible death? A man is beheaded—and we can all agree that it was for the best? What the hell show am I watching? I came here for Game of Thrones, baby, not Wizards of Waverly Place.
I kid, of course. Given David Benioff and D.B. Weiss’s tendency to take George R. R. Martin’s material and render it even more bloody than it already was, I’m actually mildly relieved that they didn’t throw in a random homicide just to spice up the nuptials of Margaery and young Tommen, First of His Name.
Where did it come from, and what are its intentions? The simplicity of these questions can be deceiving, and few Western leaders seem to know the answers. In December, The New York Times published confidential comments by Major General Michael K. Nagata, the Special Operations commander for the United States in the Middle East, admitting that he had hardly begun figuring out the Islamic State’s appeal. “We have not defeated the idea,” he said. “We do not even understand the idea.” In the past year, President Obama has referred to the Islamic State, variously, as “not Islamic” and as al-Qaeda’s “jayvee team,” statements that reflected confusion about the group, and may have contributed to significant strategic errors.