“Can you never do that again?” my son texted me on Monday in our family group chat. I had sent a series of photos of my flight in the tiny Cessna Caravan that had just flown my mortal being 120 miles, from Chicago O’Hare International Airport to West Lafayette, Indiana. The nine-seat aircraft, which runs on a single turboprop engine, was so small that the ground crew had to weigh luggage and passengers in order to distribute their weight evenly in the cabin. It was, in short, the kind of plane that makes it easy to fear for your life. By contrast, I hadn’t been concerned at all—and my son had found no cause to worry—about the American Airlines regional jet that I’d taken on the first leg of my trip, from St. Louis to Chicago.

Just a few days later, an American Airlines regional jet collided with a U.S. Army Black Hawk helicopter in Washington, D.C., killing everyone involved: 60 passengers, four crew members, and three service members. The National Transportation Safety Board has said it will take at least a year to identify a final probable cause of the crash. Until then, one can only guess that the aircrafts and their machinery were not themselves to blame. The New York Times has reported that the relevant air-traffic-control tower may have been understaffed and that the helicopter might have been outside its flight path. As Juliette Kayyem wrote for The Atlantic yesterday, a rise in flight traffic has been increasing the risk of midair collisions for years, especially in busy airspace such as Washington’s.

[Read: The near misses at airports have been telling us something]

Statistically, for now at least, flying is still much safer than driving. According to the International Air Transport Association, on average a person would have to travel by plane every day for more than 100,000 years before experiencing a fatal accident. A host of factors has made flying more reliable, among them more dependable equipment, better pilot training, tighter regulations, stricter maintenance standards, advances in air-traffic control, and improved weather forecasting. But the amorphous, interlocking systems that realize commercial flight are hard to see or understand, even as they keep us safe. For ordinary passengers—people like me and my son—any sense of danger tends to focus on the plane itself, because the plane is right in front of us, and above our heads, and underneath our feet, and lifting us up into the sky. A fear of flying makes little sense, because flying is just physics. One really fears airplanes, the aluminum tubes in which a fragile human body may be trapped while it is brought into flight. A machine like that can crash. A machine like that can kill you.

The Boeing 737 Max’s recent string of mishaps, including two fatal accidents in 2018 and 2019, and, more recently, a lost door during flight, are still fresh in the minds of passengers, and history only reinforces the fear. In 1950, a TWA Lockheed Constellation en route from Mumbai to New York crashed when its engine caught on fire and detached. In 1979, another engine detachment on a DC-10 wide-body jet caused the crash of American Airlines Flight 191. In 1988, an Aloha Airlines Boeing 737 lost an 18-foot-long section of upper fuselage on the way from Hilo to Honolulu. Human error—a contributing factor in most crashes, if not their direct cause—can also stem from equipment failure, as in the case of Pan Am Flight 812 in 1974 and Air France Flight 447 in 2009.

Yet the salience of an airplane’s actual machinery has been fading too. For passengers, the experience of commercial flight may be worse than ever, but the planes themselves now seem more reliable and more accommodating (if only so many passengers weren’t packed into them). Twenty years ago, regional flights would commonly use turboprops to transport passengers between hubs and small-to-medium-size cities. These planes were louder and bumpier. Flying in them felt worse, and it inspired more anxiety for that reason.

Are little turboprops actually more dangerous than jets? A direct comparison is difficult, because the smaller planes are often used for shorter flights, and more flights mean more takeoffs and landings—when most accidents occur. But the numbers are somewhat reassuring overall, at least when it comes to commercial flight. (The numbers for general aviation, which includes recreational planes, skydiving operations, bush flying, and the rest of civilian noncommercial flight, are less reassuring.) The NTSB filed investigations into eight fatal aviation accidents in the United States from 2000 to 2024 that involved commercial aircraft with turboprop engines, and 13 for aircraft with turbo fans (the most common passenger-jet engine).

In any case, modern airport logistics, just like modern jumbo jets, have helped build a sense of safety—or at least hide a source of fear. U.S. passengers used to board and disembark their flights from the tarmac with more regularity. This was true of prop planes and bigger jets alike. The shrill whine of turbines and the sweet smell of aviation fuel made the mechanisms of flight more palpable; it reminded you that you were entering a machine. Nowadays, that reality is hidden. You board comfortable, quiet cabins from the climate-controlled shelter of jet bridges.

All of these changes have tamped down the fear of planes to the point that, for many passengers, it will now resurface only under certain throwback conditions—such as when I found myself bobbing over the Hoosier farms in a plane cabin the size of a taco truck. That sort of white-knuckling is a distraction from the truer, more pervasive risks of air travel in 2025. The systemic lapses and conditions that have produced frequent near misses in aviation, and that may have contributed to this week’s accident, now seem likely to worsen under the Trump administration, which has purged the Aviation Security Advisory Committee, fired the head of the Transportation Security Administration, and blamed DEI for a fatal crash.

[Read: Is there anything Trump won’t blame on DEI?]

The nation’s pervasive weakness in aviation safety is genuinely scary, but it’s shapeless, too. It provokes the sort of fright that you feel in your bones, the sort that makes you entreat a loved one to please never fly in one of those again, okay? And yet, I might well have been safer in the cold cabin of a turboprop 5,000 feet above Indiana than I would have been on an approach to an overcrowded, understaffed airport in a quiet regional jet. The plane still seems like the thing that might kill you. Even now, I suspect it always will.

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Wednesday night’s deadly airplane crash was tragic—and, to many experts, not altogether surprising. The collision between a commercial airplane and a military helicopter in Washington, D.C., has led many people to take a closer look at the complex systems that commercial flying relies on, and the strain that some of those systems are under. I spoke with my colleague Ian Bogost, who writes often about the airline industry, about the factors that shape our perceptions of flying.

Lora Kelley: This incident is not an aberration, but rather something experts seem to have seen coming. What were some of the warning signs?

Ian Bogost: Aviation experts had been fearing that something like this would happen not just at Ronald Reagan Washington National Airport, but all across the country. Near misses have been on the rise, as have “runway incursions”—planes accidentally sharing the same space with other planes. I won’t pretend to understand all of the reasons for that—and that’s part of the problem. The issues here aren’t as simple as something like screws falling off. Rather, near misses and accidents have to do with the whole system of aviation management: pilot experience; air-traffic-control staffing; the number of planes in the air; the complex airspace around Washington, D.C., in this case. More Americans are flying too, and growing demand puts new pressure on all of these systems in invisible ways.

Lora: How should people think about flying at this moment?

Ian: Commercial airlines want you to feel comfortable flying, because their business depends on it. The evolution of commercial air travel, especially in America, has made it so you don’t even have to look at or smell or hear the equipment to the same extent that passengers once did. You’re protected from many things that remind you that you’re in a machine hurtling through the air at 500 miles per hour.

Commercial air travel really is quite safe. When I say commercial air travel, I mean when you fly a major carrier on a scheduled flight that’s regulated. Safety in the cabin has also improved. Flight attendants worked very hard over many decades to establish themselves as safety professionals and not just service staff. The flight crew is trained to act in case of an emergency, and they’re highly prepared to do so. But because travel is so safe, you never get to see them perform that expertise—God forbid you see them perform that expertise.

Lora: Airlines are quite consolidated, and the system of flight relies on a range of factors beyond just individual companies. How does consolidation factor into safety?

Ian: We have fewer choices in flight than we used to—fewer airlines, fewer routes, fewer airport hubs. That does have an impact on safety. One way this plays out is, if you have fewer options for direct flights, you might have to opt for a layover. Takeoffs and landings are the most dangerous part of air travel. So if you can reduce takeoffs and landings—for example, by taking one flight instead of two—you’re safer, at least statistically. This is all still safer than driving somewhere in a car.

It’s really difficult for consumers to make rational decisions about safety today. Especially because we don’t really know what happened yet with this incident, we don’t know how great the risk is of it happening again. I’ve heard people start to consider making changes to their habits, although I don’t think we’re going to see many folks change their plans in the long run. After a door plug blew off during an Alaska Airlines flight last year, I started to see people saying they would try to avoid the aircraft in question, a Boeing 737-9 MAX. Are those people actually safer? Who knows.

Lora: Why do people often pin their safety fears on airplanes themselves, rather than focusing on the people or systems that operate them?

Ian: In the case of flying, people tend to target their concern toward the concrete, visceral problems they can see and touch: Is there a screw loose? Is my seat broken? We mostly don’t consider the more systemic, intangible ones, such as staffing issues and maintenance routines and airspace-traffic patterns.

When an accident like this week’s happens, however, we get a brief insight into just how complex modern life is. For all of us, it’s certainly much easier not to have to think about that complexity.

Related:

Fear of flying is different now. The near misses at airports have been telling us something.

Here are four new stories from The Atlantic:

FBI agents are stunned by the scale of the expected Trump purge. CDC data are disappearing. Trump has created health-care chaos. Legal weed didn’t deliver on its promises.

Today’s News

The Trump administration will impose a 25 percent tariff on goods from Canada and Mexico and a 10 percent tariff on goods from China tomorrow, according to the White House. Some hospitals across the country have suspended gender-affirming care for people under 19 years old while they assess how to comply with Donald Trump’s recent executive order. North Korean soldiers fighting for Russia have been pulled off the front lines in the Ukrainian war, according to Ukrainian and U.S. officials.

Dispatches

Work in Progress: DeepSeek has already hit the chipmaker giant Nvidia’s share price, but its true potential could upend the whole AI business model, James Surowiecki writes. The Books Briefing: In Catherine Airey’s new novel, a young person’s curiosity about a life lived without social media or streaming is deployed to superb effect, Emma Sarappo writes.

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The “right way” to immigrate just went wrong. To rebuild Los Angeles, fix zoning. This is no way to talk about children.

Evening Read

Illustration by Jan Buchczik

The Benefit of Doing Things You’re Bad At

By Arthur C. Brooks

Between my university lectures and outside speeches about the science of happiness, I do a lot of public speaking, and am always looking for ways to do so with more clarity and fluency. To that end, I regularly give talks in two languages that are not my own—not random languages, of course, but rather those I learned as an adult: Spanish and Catalan …

This is a specific example of what turns out to be a broader truth: Doing something you’re bad at can make you better at what you’re good at, as well as potentially making you good at something new.

Read the full article.

Culture Break

Searchlight Pictures

Watch. A Real Pain (streaming on Hulu) manages to tell a story about the Holocaust “that doesn’t ask all those dead millions to become its supporting cast,” Gal Beckerman writes.

Read. Sarah Chihaya’s unconventional memoir charts her troubled relationship with books.

Play our daily crossword.

Stephanie Bai contributed to this newsletter.

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This is an edition of The Wonder Reader, a newsletter in which our editors recommend a set of stories to spark your curiosity and fill you with delight. Sign up here to get it every Saturday morning.

To stay in or to go out, that is the question. It’s the dance we do while checking the time before we’re supposed to meet up with friends after a long day at work. Finding the answer is often a matter of conducting a cost-benefit analysis: How far is the restaurant? How well do I know these people? And, most important: Will I regret not going?

FOMO, “fear of missing out,” can serve as a powerful engine for social engagements. Hearing the stories from that one night you stayed in can incentivize you to take a chance on the next invite. But not all plans are meant to be kept, and sometimes, the couch looks more appealing. The dance never ends—it’s just a matter of figuring out what’s worth making time for.

On Being Social

Your FOMO Is Trying to Tell You Something

By Faith Hill

Maybe you are missing out.

Read the article.

The Easiest Way to Keep Your Friends

By Serena Dai

It’s a little boring, a little type A, and a lot better than letting relationships fizzle.

Read the article.

How to Flake Gracefully

By Olga Khazan

An introvert’s guide to canceling plans without losing your friends

Read the article.

Still Curious?

What adults forget about friendship: Just catching up can feel stale. Playing and wasting time together like kids do is how you make memories, Rhaina Cohen wrote in 2023. The scheduling woes of adult friendship: To avoid the dreaded back-and-forth of coordinating hangouts, some friends are repurposing the shared digital calendar, a workplace staple, to plan their personal lives, Tori Latham wrote in 2019.

Other Diversions

The benefit of doing things you’re bad at The Stranger Things effect comes for the novel. “Dear James”: Oh, how the men drone on.

P.S.

Courtesy of Sharon Gunderson

I recently asked readers to share a photo of something that sparks their sense of awe in the world. “I didn’t know the red-tailed hawk was in the picture til I looked at it later!” Sharon Gunderson wrote about her ski trip to Flagstaff, Arizona. “And the light through the ice-lined aspen branches just made my heart sing all day.”

I’ll continue to feature your responses in the coming weeks. If you’d like to share, reply to this email with a photo and a short description so we can share your wonder with fellow readers in a future edition of this newsletter or on our website. Please include your name (initials are okay), age, and location. By doing so, you agree that The Atlantic has permission to publish your photo and publicly attribute the response to you, including your first name and last initial, age, and/or location that you share with your submission.

— Stephanie

Editor’s Note: Washington Week With The Atlantic is a partnership between NewsHour Productions, WETA, and The Atlantic airing every Friday on PBS stations nationwide. Check your local listings, watch full episodes here, or listen to the weekly podcast here.

The worst aviation disaster in almost a quarter century is one of the first tests of Donald Trump’s second administration. Panelists on Washington Week With The Atlantic joined to discuss how the president responded to the crisis.

Following the aviation crash over the Potomac this week, Trump moved to blame diversity in the Federal Aviation Administration’s hiring process for the crash. These comments are a continuation of Trump’s behavior throughout his first term and both of his campaigns—but how his response will affect him politically remains to be seen, Mark Leibovich said last night.

Trump is working in “a consequence-free environment,” Leibovich continued. “Ultimately, Donald Trump will do what he can get away with, and whether a few points on his approval ratings are going to move the needle on this are unclear.”

Joining the editor in chief of The Atlantic, Jeffrey Goldberg, to discuss this and more: Peter Baker, the chief White House correspondent for The New York Times; Mark Leibovich, a staff writer at The Atlantic; Ali Vitali, the host of Way Too Early on MSNBC; Nancy Youssef, a national-security correspondent for The Wall Street Journal.

Watch the full episode here.

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Our editors compiled six stories about elite schools and the issues they face. Today’s reading list examines how the Ivy League broke America, the problem with college admissions, and more.

Private Schools Have Become Truly Obscene

Elite schools breed entitlement, entrench inequality—and then pretend to be engines of social change.

By Caitlin Flanagan

How the Ivy League Broke America

The meritocracy isn’t working. We need something new.

By David Brooks

How Life Became an Endless, Terrible Competition

Meritocracy prizes achievement above all else, making everyone—even the rich—miserable. Maybe there’s a way out.

By Daniel Markovits

Why I’m a Public-School Teacher but a Private-School Parent

It’s not selling out; it’s buying in.

By Michael Godsey

Why You Have to Care About These 12 Colleges

Change them, and you change America.

By Annie Lowrey

The Elite College Students Who Can’t Read Books

To read a book in college, it helps to have read a book in high school.

By Rose Horowitch

The Week Ahead

Love Hurts, an action movie starring Ke Huy Quan as a realtor who is forced to confront his past life as a hit man (in theaters Friday) The 67th Annual Grammy Awards, hosted by the comedian Trevor Noah (streaming on Paramount+ tonight) Pure Innocent Fun, an essay collection by Ira Madison III that combines memoir and pop-culture analysis (out Tuesday)

Essay

Illustration by The Atlantic. Source: Getty.

Is This How Reddit Ends?

By Matteo Wong

The internet is growing more hostile to humans. Google results are stuffed with search-optimized spam, unhelpful advertisements, and AI slop. Amazon has become littered with undifferentiated junk. The state of social media, meanwhile—fractured, disorienting, and prone to boosting all manner of misinformation—can be succinctly described as a cesspool.

It’s with some irony, then, that Reddit has become a reservoir of humanity.

Read the full article.

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The day Trump became un-president Is there anything Trump won’t blame on DEI? RFK Jr. has a lot to learn about Medicaid.

Photo Album

Germany’s Alexander Zverev plays in a semifinal match against Serbia’s Novak Djokovic at the Australian Open. (Francis Mascarenhas / Reuters)

Take a look at these photos of the week, featuring scenes from the Australian Open, Lunar New Year celebrations, and more.

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Translated by David Frick and Robert Hass

An ant trampled, and above it clouds.
A trampled ant and above it a column of azure sky.
And in the distance, marking its blue steps,
The Vistula or the Dnieper on its bed of granite.

This is the image reflected in the water:

A city ruined, and above it clouds.
A ruined city and above it a column of azure sky.
And in the distance, stepping over blue thresholds,
The remains of History or the Spring of myth.

A dead field mouse, and beetle gravediggers.
On the footpath, running, a seven-year-old joy.
In the garden a rainbow-colored ball and laughing faces
And the yellow luster of May or April.

This is the image reflected in the water:

A defeated tribe, armored gravediggers.
Along the road, running, a millennial joy,
A field of cornflowers blooming after the fire,
And the silence is blue, everyday, normal.
This is the image reflected in the water.
     — Warsaw, 1942–Washington, D.C., 1948

This poem, translated into English for the first time, is included in a new volume of Czesław Miłosz’s work, Poet in the New World. It appears in The Atlantic’s March 2025 print edition.

David Frick is the author of Kith, Kin, and Neighbors.

Robert Hass is the author of seven books of poetry and co-translated several volumes of poetry with Czesław Miłosz.