Rush never responded to the email, but made some design changes and built a new hull, according to the report. Last week, the New York Times reported that submersibles expert Karl Stanley heard cracking noises during a trip on board the Titan back in April 2019, leading him to send an email to Rush about his concerns. It's not just Weissmann who was wary of Rush's design decisions. Interestingly, the company also found "no record of any sale of composite material to OceanGate or its CEO." Unsurprisingly, Boeing has distanced itself from the tragedy, saying that it "was not a partner on the Titan and did not design or build it," as a spokesperson told the newspaper. Having all these certifications for airplanes is one thing, but the carbon fiber was perfectly sound.'" "He was very dismissive and said: 'No, it’s perfectly fine. "I responded right away, saying, 'Don’t you have any concerns about that?'" Weissmann told the WaPo, recalling his conversation about Rush's decision to use expired carbon fiber for the hull of the Titan. In fact, experts had been warning them for years that building such a vessel while dismissing any efforts to have it qualified and tested by experts and regulators is a very bad idea.Įven after his death - Rush himself was on board during last week's implosion - the CEO's poor decision-making and rejections of prioritizing safety are starting to come to light. It's yet another indication that Rush and OceanGate cut alarming corners in the development of the sub. In other words, Rush knew that the carbon fiber - which is a very poor choice of material for a deepsea vessel, as many experts have pointed out - already potentially had flaws that could've played a role in the Titan's tragic demise. A May dive he was supposed to go on also was canceled due to bad weather.Ī conversation he had with OceanGate CEO Stockton Rush the night before the expedition, however, still haunts him to this day.Īccording to Weissmann, Rush had bought the carbon fiber used to make the Titan "at a big discount from Boeing," because "it was past its shelf life for use in airplanes." This causes that inclined cracks remain closed.New evidence continues to strongly suggest that OceanGate's submersible, which catastrophically imploded and killed all five passengers on its way to the wreck of the Titanic last week, unfit for the journey.Īrnie Weissmann, editor-in-chief of Travel Weekly, initially agreed to join the June expedition, the Washington Post reports, but backed out at the last minute due to a scheduling conflict. Tight-fit sleeves create a pressurized region around the inclined cracks. As a result, their growth stops in practice however, it best reduces the stress intensity factors by up to 65.36% at the circumferential cracks, and their amounts remain non-negative. The results show that the tight-fit sleeves, preferentially arrest the inclined cracks so that the amounts of the stress intensity factors decrease for all the cracks except for the circumferential cracks to the extent that they become closed. It's noteworthy that Mode I fracture is dealt with, and the other fracture modes are omitted. It should be noted that the cracks examined here are inclined through-thickness cracks, which the ABAQUS commercial software used to simulate them. The stress intensity factor criteria are used to describe the crack behavior. The main purpose of the research is to consider tight-fit sleeves as a solution to crack arrest. The present research addresses the crack arrest in the submarine pipeline under internal pressure, axial force, and bending moment.
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