Michael Crichton - Airframe

"Exactly," she said. In the end, she kept coming back to that same question. Why would Edgarton offset the wing? Why would any company offset the wing? It just made no sense.

Rogers glanced up from his pad. "I wonder why the union thinks the wing's being sent offshore?"

She shrugged. "You'll have to ask them." He had sources in the union. Certainly Brail. Probably others as well.

"I hear they've got documents that prove it."

Casey said, "They show them to you?"

Rogers shook his head. "No."

"I can't imagine why not, if they have them."

Rogers smiled. He made another note. "Shame about the rotor burst in Miami."

"All I know is what I saw on television."

"You think it will affect the public perception of the N-22?" He had his pen out, ready to take down what she said.

"I don't see why. The problem was powerplant, not air-frame. My guess is, they're going to find it was a bad compressor disk that burst."

"I wouldn't doubt it," he said. "I was talking to Don Peterson over at the FAA. He told me that incident at SFO was a sixth-stage compressor disk that blew. The disk had brittle nitrogen pockets."

"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 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 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."