At 12:55 p.m., when the plane pushed away from the gate, it was dutifully logged as an "on-time" departure. George "Mack" McCarrison, a TWA "pushback mechanic," waved the plane back, directing it toward the runway. Then a baggage tug driven by 25-year-old Joseph Stockley arrived with some bags to be loaded. The plane stopped, and the co-pilot waved Stockley around to the back of the plane.
After loading the baggage, Stockley backed the tug away, about 50 feet, but then felt it begin to jerk. He put the vehicle in drive, and it lurched ahead on its own. The accelerator's sticking, he thought. He slammed the brake down, again and again. The tug wouldn't stop. It plowed straight into McCarrison, hurling him to the ground. A horrified Stockley, who was a friend of McCarrison's, jumped from the tug and, on seeing blood flowing freely from the mechanic's head, went down on his knees, sobbing. The plane curved around the two and proceeded to taxi toward the runway.
When the airport police came, Stockley told them that that was what had happened. Then the medics came and took McCarrison to DePaul Hospital, where he remained in a coma for weeks.
On the surface, it was a tragic accident -- except for a couple of things.
First, an internal TWA memo suggests that improperly maintained ground equipment (including failing parking brakes on the baggage carts hitched to tugs) is a problem at TWA, a problem that was noted as recently as last month. TWA is a struggling, cash-strapped airline, and ramp-equipment maintenance may not be at the top of a cash-strapped airline's list of priorities.
Second, Dennis Bryant, the co-pilot on Flight 520, posted an Internet note to other pilots two days after the Aug. 21 incident, laying the blame squarely on TWA management. Safety, he said, is being sacrificed by the airline's "obsession" with being on time. And that obsession is something one might find at the top of a cash-strapped airline's list of priorities. (Last year, TWA was the nation's No. 1 "on-time" airline, as it has been for most of this year, a fact it has proudly promoted.)
Bryant's note was impassioned, yet reflective. "It was an accident and I am aware that no matter how safe of a working environment exists, accidents will happen," he wrote. "I am here to say I believe this accident should be laid at the feet of our management who foster an unsafe working environment. This obsession for "On-Time,' "Close the Door,' "10 Minute Countdown' set the scene for accidents to occur. Whether it be the boarding agents being docked break time for late departures or bag handlers having to move thousands of connection bags in a short time period or SWAT teams delivering bags to pushed-back planes, the inevitable chain has been building."
When Bryant saw the accident from the cockpit, he alerted the TWA ramp tower (which guides the airline's planes around the terminal), only to be reminded of the airline's "on-time" monomania. "As we sat parked 15 feet from our mechanic who lay on the tarmac with blood flowing from his head, the ramp tower implored us to taxi around him because we were blocking the inbound lane," Bryant continued. "As the tug driver was uncontrollably crying while kneeling over the fallen mechanic, the ramp tower again asked us to taxi so Gate C25 could push "On-Time.'"
On the evening of Sept. 27, after five weeks in a coma, George "Mack" McCarrison, 54, died at DePaul Hospital as a result of injuries sustained in the accident.
TWA's dire financial straits are well documented (see Adam Pitluk's "Gremlin on the Wing," RFT, March 1). But some of the internal consequences of those hardships haven't seen the light of day. Now comes a window-opening memo.Last month, three TWA officials -- led by Hugh V. Schoelzel, vice president for corporate safety -- conducted a one-day safety survey (called "walkin' the walk") of the airline's Lambert facilities, during which they talked with about 300 ramp and maintenance employees. Their findings, as reported by Schoelzel in a Sept. 5 internal memo, are shocking. For starters, Schoelzel wrote, "when asked how they would have us spend a fictitious million dollars to improve TWA, none asked for wages, benefits or working conditions. To the man, they wanted their equipment repaired, and then they wanted training."
Then Schoelzel, who clearly has a sense of humor, notes a few specific deficiencies: "Speeding is "rampant' on the ramp. Lousy pun and lousy practice," he wrote. "The most dangerous spot on the airport is the tunnel under terminal C. Red octagonal signs must mean "speed up,'" he wryly noted. Last, he observed, "We were given 15 baggage cart discrepancy tags for lack of brakes -- for one day. All were returned to service without repair!"
Let's see: We have a co-pilot blaming TWA management for the accident; a driver saying the brakes on his baggage tug failed, killing McCarrison; and an internal memo saying employees are imploring management to repair equipment. It's not a pretty picture of the goings-on inside TWA.
Predictably, TWA isn't eager to talk about any of this.According to TWA spokeswoman Julia Bishop Cross, the airline's own investigation of the accident showed that the employees involved had done nothing wrong, that no safety procedures had been violated and that all equipment had been working properly. "Our conclusion is that the incident is exactly what it appears to have been, and that's a tragic accident," she says.
And TWA isn't eager to have any of its employees talk, either.
Cross says Bryant is "not interested in talking to anybody. He's very, very regretful of posting what he posted." As for Stockley's assertion to police that his brakes failed, Cross dismisses the statement as having been said in the "confusion" and the "heat of the moment." But she will not reveal whether Stockley changed his story while being questioned by TWA during the airline's own investigation. And that was in the context of a "termination proceeding," in which he was represented by Local 949 of the International Association of Machinists. The end result is that Stockley has been cleared of any wrongdoing and has requested a different TWA job; the airline has acceded to the request.
Not surprisingly, neither Bryant nor Stockley was available for comment. The union, which has two reps on TWA's board, has clammed up as well. A rather surly Charlie Meyer, president of the local, says simply: "The local is not making any statements at all. That's all I can tell you."
As for Schoelzel's memo, Cross says, it has "nothing to do with the accident." It was an "informal" memo, part of ongoing efforts at improving workplace safety.
So the union isn't talking and the airline insists everything's fine, that the accident was just that.
Well, no one is suggesting that TWA intentionally or knowingly caused McCarrison's death. But could it have been avoided? It behooves the airline to shuck its ostrichlike posture, stop fretting about PR or liability concerns, come clean and address the issues raised. It owes that much to its captive St. Louis passengers. Even more so, TWA owes it to McCarrison's family.
Waiting in the dark, the surviving wife and two daughters of George "Mack" McCarrison are left with memories of a loving husband and father who, his wife says, was a "lifelong learner": He studied martial arts (aikido, karate, kickboxing); taught himself languages (Vietnamese, Cantonese, Hebrew); loved playing musical instruments (guitar, banjo, harmonica); and was deeply moved by the plight of Tibetans suffering under Chinese rule. He was active in Friends of Tibet, had "adopted" a Tibetan who now lives in Indianapolis and had been thrilled to meet the Dalai Lama in person when the exiled leader visited St. Louis some years ago. McCarrison, an Air Force veteran who did a tour in Vietnam, had moved to St. Louis in the '70s and had worked at TWA ever since.Cross says McCarrison was "a longtime, very well-known, well-liked employee" and adds that "our company and George's fellow employees have rallied together to support George's family during this time."
Supporting the family in a different manner is Robert F. Ritter of the downtown law firm of Gray, Ritter and Graham. McCarrison's family has retained him, and Ritter says he is conducting his own investigation.
There may yet be hope of getting to the bottom of the story. The federal Occupational Safety and Health Administration isn't finished with its investigation.
Perhaps that will lay bare more sordid details of the way things are inside TWA.
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