Bill Benson was one of the old Norton hands; he had handled media relations since the days when the company lived on military contracts and didn't tell the press a damned thing. Testy and blunt, Benson had never adjusted to the post-Watergate world, where journalists were celebrities who brought down governments. He was famous for feuding with reporters.
"This fax may generate press interest, Casey. Especially among reporters who don't know how screwed up the JAA is. And let's face it, they won't want to talk to press flacks. They'll want an executive in the company. So Hal wants all the inquiries on the JAA routed to you."
'To me," she said. She was thinking, Forget it. She already had a job. "Benson won't be very happy if you do that-"
"Hal's talked to him personally. Benson's on board."
"Are you sure?"
"I also think," Marder said, "we ought to prepare a decent press package on the N-22. Something besides the usual PR crap. Hal suggested you compile a comprehensive package to refute the JAA stuff-you know, service hours, safety record, dispatch reliability data, SDRs, all of that."
"Okay…" That was going to be a lot of work, and-
"I told Hal you were busy, and that this was an added burden," Marder said. "He's approved a two-grade bump in your IC."
Incentive compensation, the company's bonus package, was a large part of every executive's income. A two-grade increase would mean a substantial amount of money for her.
"Okay," she said.
"The point is," Marder said, "we've got a good response to this fax-a substantive response. And Hal wants to make sure we get it out. Can I count on you to help us?"
"Sure," Casey said.
"Good," Marder said. And he walked up the stairs, into the room.
Richman was already in the room, looking preppy in a sport coat and tie. Casey slipped into a chair. Marder shifted into high gear, waving the JAA fax in the air, berating the engineers. "You've probably already seen that the JAA is playing games with us. Perfectly timed to jeopardize the China sale. But if you read the memo, you know that it's all about the engine in Miami and nothing about Transpacific. At least not yet…"
Casey tried to pay attention, but she was distracted, calculating what the change in 1C would mean. A two-grade bump was… she did the figures in her head… something like a twenty-percent raise. Jesus, she thought. Twenty percent! She could send Allison to private school. And they could vacation someplace nice, Hawaii or someplace like that. They'd stay in a nice hotel. And next year, move to a bigger house, with a big yard so Allison could run around, and-
Everyone at the table was staring at her.
Marder said, "Casey? The DFDR? When can we expect the data?"
"Sorry," she said. "I talked to Rob this morning. The calibration's going slowly. He'll know more tomorrow."
"Okay. Structure?"
Doherty began in his unhappy monotone. "John it's very difficult very difficult indeed. We found a bad locking pin on the number-two inboard slat. It's a counterfeit part and-"
"We'll verify it at Flight Test," Marder said, interrupting him. "Hydraulics?"
"Still testing, but so far they check out. Cables rigged to spec."
"You'll finish when?"
"End of first shift today."
"Electrical?"
Ron said, "We've checked the principal wiring pathways. Nothing yet. I think we should schedule a CET on the entire aircraft."
"I agree. Can we run it overnight to save time?"
Ron shrugged. "Sure. It's expensive, but-"
"The hell with expense. Anything else?"
"Well, there's one funny thing, yes," Ron said. "The DEU faults indicate there may have been a problem with proximity sensors in the wing. If the sensors failed, we might get a slats misread in the cockpit."
This was what Casey had noticed the night before. She made a note to ask Ron about it later. And also the matter of the AUX readings on the printout.
Her mind drifted again, thinking of the raise. Allison could go to a real school, now. She saw her at a low desk, in a small classroom-
Marder said: "Powerplant?"
"We're still not sure he deployed the thrust reversers," Kenny Burne said. "It'll be another day."
"Go until you can rule it out. Avionics?"
Trung said, "Avionics check out so far."
"This autopilot thing…"
"Haven't gotten to autopilot yet. It's the last thing in the sequence that we confirm. We'll know by Flight Test."
"All right," Marder said. "So: new question regarding proximity sensors, check that today. Still waiting on flight recorder, powerplant, avionics. That cover it?"
Everyone nodded.
"Don't let me keep you," Marder said. "I need answers." He held up the JAA fax. "This is the tip of the iceberg, people. I don't have to remind you what happened to the DC-10. Most advanced aircraft of its time, a marvel of engineering. But it had a couple of incidents, and some bad visuals, and bang- the DC-10's history. History. So get me those answers!"
NORTON AIRCRAFT
9:31 a.m.
Walking across the plant toward Hangar 5, Richman said, "Marder seemed pretty worked up, didn't he? Does he believe all that?"
"About the DC-10? Yes. One crash finished the aircraft."
"What crash?"
"It was an American Airlines flight from Chicago to LA," Casey said. "May, 1979. Nice day, good weather. Right after takeoff the left engine fell off the wing. The plane stalled and crashed next to the airport, killing everybody on board. Very dramatic, it was all over in thirty seconds. A couple of people taped the flight, so the networks had film at eleven. The media went crazy, called the plane a winged coffin. Travel agents were flooded with calls canceling DC-10 bookings. Douglas never sold another one of them."
"Why did the engine fall off?"
"Bad maintenance," Casey said. "American hadn't followed Douglas's instructions on how to remove the engines from the plane. Douglas told them to first remove the engine, and then the pylon that holds the engine to the wing. But to save time, American took the whole engine-pylon assembly off at once. That's seven tons of metal on a forklift. One fork-lift ran out of gas during the removal, and cracked the pylon. But the crack wasn't noticed, and eventually the engine fell off the wing. So it was all because of maintenance."
"Maybe so," Richman said, "but isn't an airplane still supposed to fly, even missing an engine?"
"Yes, it is," Casey said. "The DC-10 was built to survive that kind of failure. The plane was perfectly airworthy. If the pilot had maintained airspeed, he'd have been fine. He could have landed the plane."
"Why didn't he?"
"Because, as usual, there was an event cascade leading to the final accident," Casey said. "In this case, electrical power to the captain's cockpit controls came from the left engine. When the left engine fell off, the captain's instruments were shut off, including the cockpit stall warning and the backup warning, called a stick shaker. That's a device that shakes the stick to tell the pilot the plane is about to stall. The first officer still had power and instruments, so the first officer's chair didn't have a stick shaker. It's a customer option for the first officer, and American hadn't ordered it. And Douglas hadn't built any redundancy into their cockpit-stall warning system. So when the DC-10 began to stall, the first officer didn't realize he had to increase throttle."
"Okay," Richman said, "but the captain shouldn't have lost his power in the first place."
"No, that was a designed-in safety feature," Casey said. "Douglas had designed and built the aircraft to survive those failures. When the left engine tore off, the aircraft deliberately shut down the captain's power line, to prevent further shorts in the system. Remember, all aircraft systems are redundant. If one fails, the backup kicks in. And it was easy to get the captain's instrumentation back again; all the flight engineer had to do was trip a relay, or turn on emergency power. But he didn't do either one."