Airport. Part 38

Inside the car, the reporter asked again, "Mr. Bakersfeld, could you name a few of those peoplethe most imaginative ones about airports and the future?"

"Yes," Tanya said, "couldn't you?"

Mel thought: it would be like a parlor game while the house was burning. All right, he decided if Tanya wanted him to, he would play.

"I can think of some," Mel said. "Fox of Los Angeles; Joseph Foster of Houston, now with ATA of America. Alan Boyd in government; and Thomas Sullivan, Port of New York Authority. In the airlines: Halaby of Pan Am; Herb G.o.dfrey of United. In Canada, John C. Parkin, In EuropePierre Cot of Air France; Count Castell in Germany. There are others."

"Including Mel Bakersfeld," Tanya injected. "Aren't you forgetting him?"

Tomlinson, who had been making notes, grunted. "I already put him down. It goes without saying."

Mel smiled. But did it, he wondered, go without saying? Once, not long ago, the statement would have been true; but he knew that on the national scene he had slipped from view. When that happened, when you left the mainstream for whatever reason, you were apt to be forgotten quickly; and later, even if you wanted to, sometimes you never did get back. It was not that he was doing a less important job at Lincoln International, or doing it less well; as an airport general manager, Mel knew he was as good as ever, probably better. But the big contribution which he had once seemed likely to make no longer was in view. He realized that this was the second time tonight the same thought had occurred to him. Did it matter? Did he care? He decided; Yes, he did!

"Look!" Tanya cried out. "They're starting the engines."

The reporter's head came up; Mel felt his own excitement sharpen.

Behind number three engine of the Aereo-Mexican 707, a puff of white-gray smoke appeared. Briefly it intensified, then whirled away as the engine fired and held. Now snow was streaming rearward in the jet blast.

A second puff of smoke appeared behind number four engine, a moment later to be whisked away, snow following.

"Ground control to mobile one and city twenty-five." Within the car the radio voice was so unexpected that Mel felt Tanya give a startled jump beside him. "Chicago Center advises revised handoff time of the flight in question will be... 0116 seven minutes from now."

Flight Two, Mel realized, was still coming in faster than expected. It meant they had lost another minute.

Again Mel held his watch near the light of the dash.

On the soft ground near the opposite side of the runway from their car, Patroni now had number two engine started. Number one followed. Mel said softly, "They could still make it." Then he remembered that all engines had been started twice before tonight, and both attempts to blast the stuck airplane free had failed.

In front of the mired 707 a solitary figure with flashlight signal wands had moved out ahead to where he could be seen from the aircraft flight deck. The man with the wands was holding them above his head, indicating "all clear." Mel could hear and feel the jet engines' thrum, but sensed they had not yet been advanced in power.

Six minutes left. Why hadn't Patroni opened up?

Tanya said tensely, "I don't think I can bear the waiting."

The reporter s.h.i.+fted in his seat. "I'm sweating too."

Joe Patroni was opening up! This was it! Mel could hear and feel the greater allencom pa.s.sing roar of engines. Behind the stalled Aereo-Mexican jet, great gusts of snow were blowing wildly into the darkness beyond the runway lights.

"Mobile one," the radio demanded sharply, "this is ground control. Is there any change in status of runway three zero?"

Patroni, Mel calculated by his watch, had three minutes left.

"The airplane's still stuck." Tanya was peering intently through the car winds.h.i.+eld. "They're using all the engines, but it isn't moving."

It was straining forward, though; that much Mel could see, even through the blowing snow. But Tanya was right. The aircraft wasn't moving.

The snowplows and heavy graders had s.h.i.+fted closer together, their beacons flas.h.i.+ng brightly.

"Hold it!" Mel said on radio. "Hold it! Don't commit that flight coming in to runway two five. One way or the other, there'll be a change in three zero status any moment now."

He switched the car radio to Snow Desk frequency, ready to activate the plows.

14.

ORDINARILY, after midnight, pressures in air traffic control relented slightly. Tonight they hadn't. Because of the storm, airlines at Lincoln International were continuing to dispatch and receive flights which were hours late. More often than not, their lateness was added to by the general runway and taxiway congestion still prevailing.

Most members of the earlier eight-hour watch in air traffic control had ended their s.h.i.+ft at midnight and gone wearily home. Newcomers on duty had taken their place. A few controllers, because of staff shortage and illness of others, had been a.s.signed a spread-over s.h.i.+ft which would end at 2 A.M. They included the tower watch chief; Wayne Tevis, the radar supervisor; and Keith Bakersfeld.

Since the emotion-charged session with his brother, which ended abruptly and abortively an hour and a half ago, Keith had sought relief of mind by concentrating intensely on the radar screen in front of him. If he could maintain his concentration, he thought, the remaining timethe last he would ever have to fillwould pa.s.s quickly. Keith had continued handling east arrivals, working with a young a.s.sistant a radar handoff manseated on his left. Wayne Tevis was still supervising, riding his castor-equipped stool around the control room, propelled by his Texan boots, though less energetically, as Tevis's own duty s.h.i.+ft neared an end.

In one sense, Keith had succeeded in his concentration; yet in a strange way he bad not. It seemed almost as if his mind had split into two levels, like a duplex, and he was able to be in both at once. On one level he was directing east arrivals trafficat the moment, without problems. On the other, his thoughts were personal and introspective. It was not a condition which could last, but perhaps, Keith thought, his mind was like a light bulb about to fail and, for its last few minutes, burning brightest.

The personal side of his thoughts was dispa.s.sionate now, and calmer than before; perhaps the session with Mel had achieved that, if nothing more. All things seemed ordained and settled. Keith's duty s.h.i.+ft would end; he would leave this place; soon after, all waiting and all anguish would be over. He had the conviction that his own life and others' were already severed; he no longer belonged to Natalie or Mel, or Brian and Theo... or they to him. He belonged to the already deadto the Redfems who had died together in the wreck of their Beech Bonanza; to little Valerie... her family. That was it! Why had he never thought of it that way before; realized that his own death was a debt he owed the Redferns? With continued dispa.s.sion, Keith wondered if he were insane; people who chose suicide were said to be, but either way it made no difference. His choice was between torment and peace; and before the light of morning, peace would come. Once more, as it had intermittently in the past few hours, his hand went into his pocket, fingering the key to room 224 of the O'Hagan Inn.

All the while, on the other mental level, and with traces of his old flair, he coped with east arrivals.

Awareness of the crisis with Trans America Flight Two came to Keith gradually.

Lincoln air traffic control had been advised of Flight Two's intention to return therealmost an hour ago, and seconds after Captain Anson Harris's decision was made known. Word had come by "hot line" telephone directly from Chicago Center supervisor to the tower watch chief, after similar notification through Cleveland and Toronto centers. Initially there had been little to do at Lincoln beyond advising the airport management, through the Snow Desk, of the flight's request for runway three zero.

Later, when Flight Two had been taken over from Cleveland, by Chicago Center, more specific preparations were begun.

Wayne Tevis, the radar supervisor, was alerted by the tower chief, who went personally to the radar room to inform Tevis of Flight Two's condition, its estimated arrival time, and the doubt about which runwaytwo five or three zerowas to be used for landing.

At the same time, ground control was notifying airport emergency services to stand by and, shortly after, to move with their vehicles onto the airfield.

A ground controller talked by radio telephone with Joe Patroni to check that Patroni had been advised of the urgent need for runway three zero. He had.

Contact was then established, on a reserve radio frequency, between the control tower and the flight deck of the Aereo-Mexican jet which blocked the runway. The setup was to ensure that when Patroni was at the aircraft's controls, there could be instant two-way communication, if needed.

In the radar room, when he had listened to the tower chief's news, Wayne Tevis's initial reaction was to glance at Keith. Unless duties were changed around, it would be Keith, in charge of east arrivals, who would accept Flight Two from Chicago Center, and monitor the flight in.

Tevis asked the tower chief quietly, "Should we take Keith off; put someone else on?"

The older man hesitated. He remembered the earlier emergency tonight involving the Air Force KC-135. He had removed Keith from duty then, on a pretext, and afterward wondered if he had been too hasty. When a man was teeter-tottering between self-a.s.surance and the loss of it, it was easy to send the scales the wrong way without intending to. The tower chief had an uneasy feeling, too, of having blundered into something private between Keith and Mel Bakersfeld when the two of them were talking earlier in the corridor outside. He could have left them alone for a few minutes longer, but hadn't.

The tower watch chief was tired himself, not only from the trying s.h.i.+ft tonight, but from others which preceded it. He remembered reading somewhere recently that new air traffic systems, being readied for the mid-1970s, would halve controllers' work loads, thereby reducing occupational fatigue and nervous breakdowns. The tower chief remained skeptical. He doubted if, in air traffic control, pressures would ever lighten; if they eased in one way, he thought, they would increase in another. It made him sympathize with those who, like Keithstill gaunt, pate, strainedhad proved victims of the system.

Still in an undertone, Wayne Tevis repeated, "Do I take him off, or not?"

The tower chief shook his head. Low-voiced, he answered, "Let's not push it. Keep Keith on, but stay close."

It was then that Keith, observing the two with heads together, guessed that something critical was coming up. He was, after all, an old hand, familiar with signals of impending trouble.

Instinct told him, too, that the supervisors' conversation was in part, about himself. He could understand why. Keith had no doubt he would be relieved from duty in a few minutes from now, or s.h.i.+fted to a less vital radar position. He found himself not caring.

It was a surprise when Teviswithout shuffling dutiesbegan warning all watch positions of the expected arrival of Trans America Two, in distress, and its priority handling.

Departure control was cautioned: Route all departures well clear of the flight's antic.i.p.ated route in. To Keith, Tevis expounded the runway problemthe uncertainty as to which runway was to be used, and the need to postpone a decision until the last possible moment.

"You work out your own plan, buddy boy," Tevis instructed in his nasal Texas drawl. "And after the handover, stay with it. We'll take everything else off your hands."

At first, Keith nodded agreement, no more perturbed than he had been before. Automatically, he began to calculate the flight pattern he would use. Such plans were always worked out mentally. There was never time to commit them to paper; besides, the need for improvisation usually turned up.

As soon as he received the flight from Chicago Center, Keith reasoned, he would head it generally toward runway three zero, but with sufficient leeway to swing the aircraft leftthough without drastic turns at low alt.i.tudeif runway two five was forced on them as the final choice.

He calculated: He would have the aircraft under approach control for approximately ten minutes. Tevis had already advised him that not until the last five, probably, would they know for sure about the runway. It was slicing things fine, and there would be sweating in the radar room, as well as in the air. But it could be managedjust. Once more, in his mind, Keith went over the planned flight path and compa.s.s headings.

By then, more definite reports had begun to filter, unofficially, through the tower. Controllers pa.s.sed information to each other as work gaps permitted... The flight had had a mid-air explosion. It was limping in with structural damage and injured people... Control of the airplane was in doubt. The pilots needed the longest runway which might or might not be available... Captain Demerest's warning was repeated: ...on two five a broken airplane and dead people... The captain had sent a savage message to the airport manager. Now, the manager was out on three zero, trying to get the runway cleared... The time available was shortening.

Even among the controllers, to whom tension was as commonplace as traffic, there was now a shared nervous anxiety.

Keith's radar handoff man, seated alongside, pa.s.sed on the news which came to him in s.n.a.t.c.hes. As he did, Keith's awareness and apprehension grew. He didn't want this, or any part of it! There was nothing he sought to prove, or could; nothing he might retrieve, even if he handled the situation well. And if he didn't, if he mishandled it, he might send a planeload of people to their deaths, as he had done once before already.

Across the radar room, on a direct line, Wayne Tevis took a telephone call from the tower watch chief. A few minutes ago the chief had gone one floor above, into the tower cab, to remain beside the ground controller.

Hanging up, Tevis propelled his chair alongside Keith. "The old man just had word from center. Trans America Twothree minutes from handoff."

The supervisor moved on to departure control, checking that outward traffic was being routed clear of the approaching flight.

The man on Keith's left reported that out on the airfield they were still trying frantically to s.h.i.+ft the stranded jet blocking runway three zero. They had the engines running, but the airplane wouldn't move. Keith's brother (tbe handoff man said) had taken charge, and if the airplane wouldn't move on its own, was going to smash it to pieces to clear the runway. But everybody was asking: was there time?

If Mel thought so, Keith reasoned, there probably was. Mel coped, he managed things; he always had. Keith couldn't copeat least not always, and never in the same way as Mel. It was the difference between them.

Almost two minutes had gone by.

Alongside Keith, the handoff man said quietly, "They're coming on the scope." On the edge of the radarscope Keith could see the double blossom radar distress signal unmistakably Trans America Two.

Keith wanted out! He couldn't do it! Someone else must take over; Wayne Tevis could himself. There was still time.

Keith swung away from the scope looking for Tevis. The supervisor was at departure control, his back toward Keith.

Keith opened his mouth to call. To his horror, no words came. He tried again... the same.

He realized: It was as in the dream, his nightmare; his voice had failed him... But this was no dream; this was reality! Wasn't it?... Still struggling to articulate, panic gripped him.

On a panel above the scope, a flas.h.i.+ng white light indicated that Chicago Center was calling. The handoff man picked up a direct line phone and instructed, "Go ahead, center." He turned a selector, cutting in a speaker overhead so that Keith could hear.

"Lincoln, Trans America Two is thirty miles southeast of the airport. He's on a heading of two five zero."

"Roger, center. We have him in radar contact. Change him to our frequency." The handoff man replaced the phone.

Center, they knew, would now be instructing the flight to change radio frequency, and probably wis.h.i.+ng them good luck. It usually happened that way when an aircraft was in trouble; it seemed the least that anyone could do from the secure comfort of the ground. In this isolated, comfortably warm room of low-key sounds, it was difficult to accept that somewhere outside, high in the night and darkness, buffeted by wind and storm, its survival in doubt, a crippled airliner was battling home.

The east arrivals radio frequency came alive. A harsh voice, unmistakably Vernon Demerest's; Keith hadn't thought about that until this moment. "Lincoln approach control, this is Trans America Two, maintaining six thousand feet, heading two five zero."

The handoff man was waiting expectantly. It was Keith's moment to acknowledge, to take over. But he wanted out! Wayne Tevis was still turned away! Keith's speech wouldn't come. "Lincoln approach control," the voice from Trans America Two grated again, "where in h.e.l.l are you?"

Where in h.e.l.l...

Why wouldn't Tevis turn?

Keith seethed with sudden rage. d.a.m.n Tevis! d.a.m.n air traffic control! d.a.m.n his dead father, Wild Blue Bakersfeld, who led his sons into a vocation Keith hadn't wanted to begin with! d.a.m.n Mel, with his infuriating self-sufficient competence! d.a.m.n here and now! d.a.m.n everything!...

The handoff man was looking at Keith curiously. At any moment Trans America Two would call again. Keith knew that he was trapped. Wondering if his voice would work, he keyed his mike. "Trans America Two," Keith said, "this is Lincoln approach control. Sorry about the delay. We're still hoping for runway three zero; we shall know in three to five minutes."

A growled acknowledgment, "Roger, Lincoln. Keep us informed."

Keith was concentrating now; the extra level of his mind had closed. He forgot Tevis, his father, Mel, himself. All else was excluded but the problem of Flight Two.

He radioed clearly and quietly, "Trans America Two, you are now twenty-five miles east of the outer marker. Begin descent at your discretion. Start a right turn to heading two six zero..."

ONE FLOOR above Keith, in the gla.s.s-walled tower cab, the ground controller had advised Mel Bakersfeld that handoff from Chicago Center had occurred.

Mel radioed back, "Snowplows and graders have been ordered to move, and clear the Aereo-Mexican aircraft from the runway. Instruct Patroni to shut down all engines immediately. Tell himif he can, get clear himself; if not, hold on tight. Stand by for advice when runway is clear." On a second frequency, the tower chief was already informing Joe Patroni.

15.

EVEN BEFORE it happened, Joe Patroni knew he was running out of time. He had deliberately not started the engines of the Aereo-Mexican 707 until the latest possible moment, wanting the work of clearing under and around the aircraft to continue as long as it could.

When he realized that he could wait no longer, Patroni made a final inspection. What he saw gave him grave misgivings.

The landing gear was still not as clear from surrounding earth, mud, and snow as it should be. Nor were the trenches, inclining upward from the present level of the main wheels to the hard surface of the nearby taxiway, as wide or deep as he had wanted. Another fifteen minutes would have done it.

Patroni knew he didn't have the time.

Reluctantly he ascended the boarding ramp, to make his second attempt at moving the mired aircraft, now with himself at the controls.

He shouted to Ingram, the Aerco-Mexican foreman, "Get everybody clear! We're starting up."

From under the aircraft, figures began to move out.