One of the Leftwing DEI Dreamliners That Gave a Boeing Manager Nightmares Just Crashed

Whistleblowers always warned that passengers would pay a price for
Boeing’s tyrannical corner-cutting, especially with the planes shipped
overseas. 

For 15 years now, engineers and quality control specialists have
implored regulators, journalists and airlines to take a closer look at
the 787 Dreamliner, Boeing’s first and only clean-sheet commercial
airplane designed from scratch since the company’s horrific 1997 merger
with McDonnell Douglas. The smooth surface of the lightweight composite
fibers used to construct the airframe can conceal deadly structural
flaws, they warned. The non-union workforce that manufactures the jets
in South Carolina is unqualified to stand up to “good old boy” bosses
constantly pressuring them to ignore obvious nonconformities, install
malfunctioning parts and cut every corner imaginable to get planes out
the door, they asserted. Unsavory subcontractors have exploited Boeing’s
lax standards to litter the assembly line with fake parts, they
demonstrated. 

But until today, the contrarians could always demand to know: if the
Dreamliner is so unsafe, why hasn’t it ever crashed? 

The late John Barnett, who died last March in an apparent suicide two
days into a three-day deposition stemming from the insane practices he
witnessed and tried vainly to stop as a quality manager at the
Dreamliner’s final assembly plant in Charleston, South Carolina, had a
ready answer for this question: Just wait a bit. Most planes aren’t
designed to dive nosefirst into the ground like the 737 Max. It
generally takes, he’d say with audible sadness, ten or twelve years for
assembly-line sloppiness to culminate in a plane crash. (Barnett
personally drove everywhere in the orange truck in which he died.) 

More from Maureen Tkacik

It’s too early to know exactly what caused the bizarre crash of Air
India 171 in Ahmedabad, a western India city of 5.6 million people, just
seconds into what was supposed to be a 10-hour flight to London. The
pilot reportedly cried “engine failure” in a mayday call to air traffic
controllers seconds before the crash into a guest house for doctors, and
footage of the plane, which slowly sank with its nose upturned in
takeoff position, suggests a sudden loss of power. The 787 Dreamliner
has been plagued by engine problems partially caused by the abundance of
so-called “foreign object debris” Boeing assembly line workers
chronically leave on aircraft components in their haste to move to the
next task. 

So far, Boeing has only said they were “working to gather more
information” on the crash. Air India has confirmed that 241 of the 242
passengers aboard have died, with the lone survivor being treated in a
nearby hospital. 

Barnett was demoted and ostracized after he attempted to force workers
to disassemble and clean wire bundles and electrical boxes that had been
littered with metal scraps of floorboard fasteners, scraps he knew could
cause the electrical systems to short-circuit. Another former quality
manager I know was fired after refusing to sign off on improperly-tied
wire bundles littered with foreign object debris that had already begun
to fray. FOD was implicated in a massive engine fire aboard a 787 test
flight in 2010, and another test flight in Charleston in 2016 that
Boeing was so keen to sweep under the rug it appealed to the Supreme
Court rather than allow employee-witnesses to be deposed. (That case was
settled before the Supreme Court made a decision.) 

A now-defunct Norwegian airline claimed in a 2020 lawsuit blaming Boeing
for its demise that it had been forced to divert flights and cancel
whole routes due to engine problems, and replace the engines on its
Dreamliner fleet hundreds of times. In 2023 one of the airline’s former
787s was dismantled for scrap, a literally unheard-of fate for a
10-year-old plane with a nine-figure list price. 

But there’s something else: two people deeply familiar with the
Charleston 787 plant told the Prospect they had particularly acute
quality concerns over planes that were delivered to Air India. Cynthia
Kitchens, a former quality manager who worked at the Charleston plant
between 2009 and 2016, has a binder full of notes, documents and photos
from her frustrating years at Boeing, one page of which lists the
numbers of the eleven planes delivered between early 2012 and late 2013
whose quality defects most kept her awake at night. Six of them went to
Air India, whose purchases were bolstered by billions of dollars in
Export-Import Bank loan guarantees. The plane that crashed was delivered
in January 2014 from Boeing’s now-defunct assembly line in Everett,
Washington, though its mid- and aft- fuselages were produced in
Charleston. 

Two people deeply familiar with the Charleston 787 plant told the
Prospect they had particularly acute quality concerns over planes that
were delivered to Air India. 

As it happens, that particular plane was delivered not long after a
camera crew from Al-Jazeera showed up in Charleston to investigate the
horror stories its reporters had been hearing about the workmanship and
corporate culture of the plant. The channel’s journalists had started
digging into the plane’s quality standards a year earlier, when the FAA
grounded the planes for a few months after two small battery fires broke
out on Japanese planes over the course of three days. Their findings
were alarming: the company had outsourced most of the non-conceptual
design of the plane to its suppliers, the FAA had fast-tracked the
batteries and a host of other novel features aboard the planes without
anything approaching the rigorous testing they had required for earlier
planes, a major battery supplier’s testing lab suffered a massive
explosion whose precise cause had never been determined and an engineer
had been fired for refusing to “dumb down” his instructions for
repairing flaws in the lightweight composite structures Boeing used to
build the plane’s fuselage. 

Perhaps most harrowing, however, was the footage filmed by an assembly
line worker who wore a hidden camera as went about his day chatting up
colleagues, virtually all of whom said they would never allow their
family members to fly one of the planes the factory was producing. 

Kitchens was on medical leave with cancer when the footage was filmed,
but the documentary premiered shortly after she returned, and leadership
convened a meeting to encourage managers to snitch on anyone they
recognized from the undercover footage. 

“I raised my hand and said, ‘No one who works in this factory wants to
fly these planes, I mean, that’s just the truth,’” Kitchens said. A
woman she didn’t know, who was wearing a bomber jacket emblazoned with
the FAA logo, shot her a scowl. But it was hardly the first time she’d
expressed anxiety over the planes’ safety with upper management. Years
earlier, she had asked a boss if he would let his children fly on a
plane with the litany of flaws and non-conformances he was urging her to
“pencil-whip”: “Cindy, none of these planes are staying in America,
they’re all going overseas,” he retorted, much to her horror. 

An investigator who worked on the documentary told the Prospect that
employees he interviewed were especially anxious about three planes they
had worked on that were scheduled to be delivered to Air India during
the first months of 2014. The planes all had serious flaws that required
them to be flown to the union assembly line in Everett to be re-worked.
The Air India Dreamliner that crashed today took off from the Everett
airport en route to Delhi for the first time on January 31, 2014. 

https://prospect.org/economy/2025-06-12-dreamliner-gave-boeing-manager-ni
ghtmares-just-crashed-air-india/