Airframe (14 page)

"Alpha inclusions?' she said.

"That's right," Jack said. "And there was also dwell-time fatigue."

Casey nodded. Engine parts operated at a temperature of 2500 degrees Fahrenheit, well above the melt temperature of most alloys, which turned to soup at 2200 degrees. So they were manufactured of titanium alloys, using the most advanced procedures. Fabricating some of the parts was an art—the fan blades were essentially "grown" as a single crystal of metal, making them phenomenally strong. But even in skilled hands, the manufacturing process was inherently delicate. Dwell-time fatigue was a condition in which the titanium used to make rotor disks clumped into microstructure colonies, rendering them vulnerable to fatigue cracks.

"And how about the Transpacific flight," Rogers said. "Was that an engine problem, too?"

'Transpacific happened yesterday, Jack. We just started our investigation."

"You're QA on the IRT, right?"

"Right, yes."

"Are you pleased with how the investigation is going?"

"Jack, I can't comment on the Transpacific investigation. It's much too early."

"Not too early for speculation to start," Rogers said. "You know how these things go, Casey.

Lot of idle talk. Misinformation that can be difficult to clear up later. I'd just like to set the record straight. Have you ruled out engines?"

"Jack," she said, "I can't comment."

"Then you haven't ruled out engines?"

"No comment, Jack."

He made a note on his pad. Without looking up, he said, "And I suppose you're looking at slats, too."

"We're looking at everything, Jack," she said.

"Given the 22 has a history of slats problems ..."

"Ancient history," she said. "We fixed the problem years ago. You wrote a story about it, if I recall."

"But now you've had two incidents in two days. Are you worried that the flying public will start to think the N-22 is a troubled aircraft?"

She could see the direction his story was going to take. She didn't want to comment, but he 75

was telling her what he would write if she didn't. It was a standard, if minor, form of press blackmail.

"Jack," she said, "we've got three hundred N-22s in service around the world. The model has an outstanding safety record." In fact, in five years of service there had been no fatalities involving the aircraft until yesterday. That was a reason for pride, but she decided not to mention it, because she could see his lead: The first fatalities to occur on a Norton N-22 aircraft happened yesterday...

Instead she said, "The public is best served by getting accurate information. And at the moment, we have no information to offer. To speculate would be irresponsible."

That did it. He took his pen away. "Okay. You want to go off?"

"Sure." She knew she could trust him. "Off the record, 545 underwent very severe pitch oscillations. We think the plane porpoised. We don't know why. The FDR's anomalous. It'll take days to reconstruct the data. We're working as fast as we can."

"Will it affect the China sale?"

"I hope not."

"Pilot was Chinese, wasn't he? Chang?"

"He was from Hong Kong. I don't know his nationality."

"Does that make it awkward if it's pilot error?"

"You know how these investigations are, Jack. Whatever the cause turns out to be, it's going to be awkward for somebody. We can't worry about that. We just have to let the chips fall where they fall."

"Of course," he said. "By the way, is that China sale firm? I keep hearing it's not."

She shrugged. "I honestly don't know."

"Has Marder talked to you about it?"

"Not to me personally," she said. Her reply was carefully worded; she hoped he wouldn't follow up on it. He didn't

"Okay, Casey," he said. "I'll leave this alone, but what've you got? I need to file today."

"How come you're not doing Cheapskate Airlines?" she said, using the derogatory in-house term for one of the low-cost carriers. "Nobody's done that story yet."

"Are you kidding?" Rogers said. "Everybody and his brother's covering mat one."

"Yeah, but nobody's doing the real story," she said. "Super-cheap carriers are a stock scam."

"A stock scam?"

"Sure," Casey said. "You buy some aircraft so old and poorly maintained no reputable carrier will use them for spares. Then you subcontract maintenance to limit your liability. Then you offer cheap fares, and use the cash to buy new routes. It's a pyramid scheme but on paper it looks great. Volume's up, revenue's up, and Wall Street loves you. You're saving so much on maintenance that your earnings skyrocket. Your stock price doubles and doubles again. By the 76

time the bodies start piling up, as you know they will, you've made your fortune off the stock, and can afford the best counsel. That's the genius of deregulation, Jack. When the bill comes, nobody pays."

"Except the passengers."

"Exactly," Casey said. "Flight safety's always been an honor system. The FAA's set up to monitor the carriers, not to police them. So if deregulation's going to change the rules, we ought to warn the public. Or triple FAA funding. One or the other."

Rogers nodded. "Barry Jordan over at the LA Times told me he's doing the safety angle. But that takes a lot of resources—lead time, lawyers going over your copy. My paper can't afford it. I need something I can use tonight."

"Off the record," Casey said, "I've got a good lead, but you can't source it."

"Sure," Rogers said.

"The engine that blew was one of six that Sunstar bought from AeroCivicas," Casey said.

"Kenny Burne was our consultant. He borescoped the engines and found a lot of damage."

"What kind of damage?"

"Blade notch breakouts and vane cracks."

Rogers said, "They had fatigue cracks in the fan blades!"

"That's right," Casey said. "Kenny told them to reject the engines, but Sunstar rebuilt them and put them on the planes. When that engine blew, Kenny was furious. So you might get a name at Sunstar from Kenny. But we can't be the source, Jack. We have to do business with these people."

"I understand," Rogers said. "Thanks. But my editor's going to want to know about the accidents on the floor today. So tell me. Are you convinced the China offset stories are groundless?"

"Are we back on?" she said.

"Yes."

"I'm not the person to ask," she said. "You'll have to talk to Edgarton."

"I called, but his office says he's out of town. Where is he? Beijing?"

"I can't comment."

"And what about Marder?" Rogers said.

"What about him?"

Rogers shrugged. "Everybody knows Marder and Edgarton are at each other's throats. Marder expected to be named president, but the Board passed him over. But they gave Edgarton a one-year contract—so he's got only twelve months to produce. And I hear Marder's undercutting Edgarton, every way he can."

"I wouldn't know about that," she said. Casey had, of course, heard such rumors. It was no secret that Marder was bitterly disappointed about Edgarton's appointment. What Marder could 77

do about it was another story. Marder's wife controlled eleven percent of company stock. With Marder's connections, he could probably pull together five percent more. But sixteen percent wasn't enough to call the shots, particularly since Edgarton had the strong support of the Board.

So most people in the plant thought that Marder had no choice except to go along with Edgarton's agenda—at least for the moment. Marder might be unhappy, but he had no option.

The company had a cash-flow problem. They were already building planes without buyers. Yet they needed billions of dollars, if they hoped to develop the next generation of planes, and stay in business in the future.

So the situation was clear. The company needed the sale. And everybody knew it. Including Marder.

Rogers said, "You haven't heard Marder's undercutting Edgarton?"

"No comment," Casey said. "But off the record, it makes no sense. Everybody in the company wants this sale, Jack. Including Marder. Right now, Marder's pushing us hard to solve 545, so the sale goes through."

"Do you think the image of the company will be hurt by the rivalry between its two top officers?"

"I couldn't say."

"Okay," he said finally, closing his notepad. "Call me if you get a break on 545, okay?"

"Sure, Jack."

"Thanks, Casey."

Walking away from nun, she realized she was exhausted by the effort of the interview. Talking to a reporter these days was like a deadly chess match; you had to think several steps ahead; you had to imagine all the possible ways a reporter might distort your statement. The atmosphere was relentlessly adversarial.

It hadn't always been that way. There was a time when reporters wanted information, their questions directed to an underlying event They wanted an accurate picture of a situation, and to do that they had to make the effort to see things your way, to understand how you were thinking about it. They might not agree with you in the end, but it was a matter of pride that they could accurately state your view, before rejecting it. The interviewing process was not very personal, because the focus was on the event they were trying to understand.

But now reporters came to the story with the lead fixed in their minds; they saw their job as proving what they already knew. They didn't want information so much as evidence of villainy. In this mode, they were openly skeptical of your point of view, since they assumed you were just being evasive. They proceeded from a presumption of universal guilt, in an atmosphere of muted hostility and suspicion. This new mode was intensely personal: they wanted to trip you up, to catch you in a small error, or in a foolish statement—or just a phrase that could be taken out of context and made to look silly or insensitive.

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Because the focus was so personal, the reporters asked continuously for personal speculations. Do you think an event will be damaging? Do you think the company will suffer?

Such speculation had been irrelevant to the earlier generation of reporters, who focused on the underlying events. Modem journalism was intensely subjective—"interpretive"— and speculation was its lifeblood. But she found it exhausting.

And Jack Rogers, she thought, was one of the better ones. The print reporters were all better.

It was the television reporters you really had to watch out for. They were the really dangerous ones.

OUTSIDE HANGAR 5

10:15 A.M.

Crossing the plant, she fished her cell phone out of her purse, and called Marder. His assistant, Eileen, said he was in a meeting. "I just left Jack Rogers," Casey said. "I think he's planning a story that says we're shipping the wing to China, and there's trouble in the executive suite." "Uh-oh," Eileen said. "That's not good." "Edgarton better talk to him, and put it to rest."

"Edgarton isn't doing any press," Eileen said. "John will be back at six o'clock. You want to talk to him then?" "I better, yes." "I'll put you down," Eileen said.

PROOF TEST

10:19 A.M.

It looked like an aviation junkyard: old fuselages, tails, and wing sections littered the landscape, raised up on rusty scaffolding. But the air was filled with the steady hum of compressors, and heavy tubing ran to the airplane parts, like intravenous lines to a patient This was Proof Test, also known as Twist-and-Shout, the domain of the infamous Amos Peters.

Casey saw him off to the right, a hunched figure in shirtsleeves and baggy pants, bent over a readout stand, beneath an aft fuselage section of the Norton widebody.

"Amos," she called, waving as she walked over to him.

He turned, glanced at her. "Go away."

Amos was a legend at Norton. Reclusive and obstinate, he was nearly seventy, long past mandatory retirement age, yet he continued to work because he was vital to the company. His specialty was the arcane field of damage tolerance, or fatigue testing. And fatigue testing was of vastly greater importance than it had been ten years before.

Since deregulation, the carriers were flying aircraft longer than anybody ever expected. Three thousand aircraft in the domestic fleet were now more than twenty years old. That number would double in five years. Nobody really knew what would happen to all those aircraft as they continued to age.

Except Amos.

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It was Amos who had been brought in by the NTSB as a consultant on the famous Aloha 737 accident, back in 1988. Aloha was an inter-island carrier in Hawaii. One of their airplanes was cruising at 24,000 feet when suddenly eighteen feet of the airplane's outer skin peeled off the fuselage, from the cabin door to the wing; the cabin decompressed, and a stewardess was sucked out and killed. Despite the explosive pressure loss, the plane managed to land safely at Maui, where it was scrapped on the spot.

The rest of Aloha's fleet was examined for corrosion and fatigue damage. Two more high-time 737s were scrapped, and a third underwent months of repairs. All three had extensive skin cracks and other corrosion damage. When the FAA issued an Airworthiness Directive mandating inspections of the rest of the 737 fleet, forty-nine more planes, operated by eighteen different carriers, were found to have extensive cracking.

Industry observers were perplexed by the accident, because Boeing, Aloha, and the FAA were supposedly all watching the carrier's 737 fleet. Corrosion cracking was a known problem on some early-production 737s; Boeing had already warned Aloha that the salty, humid Hawaiian climate was a "severe" corrosion environment.

Afterward, the investigation found multiple causes for the accident. It turned out that Aloha, making short hops between islands, was accumulating flight cycles of takeoff and landing at a faster rate than maintenance was scheduled to handle. This stress, combined with corrosion from ocean air, produced a series of small cracks in the aircraft skin. These were unnoticed by Aloha, because they were short of trained personnel. The FAA didn't catch them because they were overworked and understaffed. The FAA's principal maintenance inspector in Honolulu supervised nine carriers and seven repair stations around the Pacific, from China to Singapore to the Philippines. Eventually, a flight occurred in which the cracks extended and the structure failed.