Lindsey Graham (19:02)
Despite the near miss during the dive to the Andrea Doria, the tourists aboard Cyclops don't seem to realize how close they came to disaster. When the sub returns to the surface, they gush with enthusiasm. They praise David Lockridge's steady handling of the vessel. And they can't stop talking about the eerie beauty of the wreck. As OceanGate CEO Stockton Rush listens to these excited tourists, their words confirm something he's noticed over the past few months. Shipwrecks ignite people's imaginations more than anything else in the sea. And if doomed ships sell tickets, then perhaps there's an easy way to supercharge Oceangate's growth. Rush decides he's going to lead expeditions to the most famous wreck of them all. The Titanic. But if Oceangate is to offer trips to the Titanic, it will require another vehicle upgrade. A whole new submersible that can go even deeper. The wreck of the Titanic lies over two miles below the surface of the North Atlantic, far beyond the capabilities of the Cyclops. At those depths, the pressure reaches around 6,000 pounds per square inch. Even a pinprick sized hole in the hull would create a jet of water so powerful, it would cut through flesh like a laser. All the previous submersibles that have made it to the Titanic were equipped with thick titanium hulls. But even though titanium is a lighter metal, its weight limits the size of the sub and the number of people it can carry. Three is the maximum. And that's no good to Rush. To make tourist excursions to the Titanic a viable business, he will have to be able to carry three or four passengers on each trip, plus a pilot. So he rules out titanium and goes looking for a different approach. Together, they design a new craft built out of a material that's never been used on a deep sea submersible. Carbon fiber. It's a strong but lightweight material made out of strands of almost pure carbon that are bundled together and embedded in resin. It's durable enough that it's already widely used in airplane wings, high performance sports cars, and wind turbine blades. So Rush figures it's time to try it in submersibles. But there's a problem. No one knows for certain how carbon fiber will behave under such pressure. Even multiple layers of the material may not be enough to withstand the crushing depths of the ocean. But that does not deter Rush. In his mind, he's a pioneer. And pioneers push forward where others fear to tread. So in January 2017, OceanGate signs a contract with a Sacramento Based company that specializes in carbon fiber. It's tasked with designing and building the cylindrical hull of Cyclops ii. Rush is eager to get on with it, and he gives the company just six weeks to complete the unique commission. At the same time, Rush also engages maritime engineering firm Hydraspace to construct the sub's main acrylic porthole. But hydraspace CEO William Conan is a recognized expert in the field, and he points out a flaw in Russia's design. When acrylic is used in submersible portholes, it's normally constructed in a dome shape that helps the material withstand the pressure of the ocean pushing inwards. But Rush wants a flat window because he believes that will give the sub's occupants a better view. In the end, Conan agrees to compromise. He'll build a hybrid window, essentially a flatter than usual dome. But Conan stresses that the design is experimental, and Hydrospace is only willing to rate the window as safe to just over 2,000ft, barely a sixth of the depth of the Titanic. But Stockton Rush has no intention of following that guidance. Instead, he claims that small cracks will appear in the acrylic if it's under too much pressure. And according to him, this will give the pilot enough notice to halt a dive and return to the surface before the window shatters. So he presses on. As construction on Cyclops II continues, Rush goes looking for endorsements for his radical new design. He approaches the submersible entrepreneur Rob McCallum. McCallum is well known in the industry and one of the few people who have led expeditions to the Titanic before. He's happy to offer Oceangate advice on marketing and logistics. But Rush has a bigger Rush wants him to give the Cyclops II his seal of approval by signing up as a consultant. McCallum doesn't immediately dismiss the idea. But before he can decide whether to join the company, he insists on seeing Oceangate's plans for himself. So he travels to its headquarters in Everett, Washington. And there, amid drafting tables, 3D printed parts, and half finished components, Stockton Rush shows him the blueprints for the Cyclops 2. McCallum carefully looks over the cross sections, hull diagrams and pressure calculations. Beside him, Rush hovers. So, what do you think? Well, it's ambitious. Yeah, thank you. I think we're really breaking new ground here. Still needs to be matched with proven engineering, though, of course. Oh, yeah, of course. McCallum spread several sheets out side by side. So let's talk specifics here. He points to a diagram showing the pilot's control console, a rectangle marked wireless controller input, next to a drawing of a PlayStation controller. So this is my first concern. I mean, it's a gaming device, right? Yeah, yeah, it looks funny, but it's proven hardware. Yeah, but proven for what? I mean, is Sony aware that it's being used in this way? It's not what it was designed for. It's also wireless. You have the controller talking to a WI fi unit. No, it works on Bluetooth. So it's still talking to a computer, then. Which is talking to the sub thrusters. There are multiple points of failure. Well, the controller works perfectly. Well, we. We've tested it extensively. That may be true, but every submersible I've ever operated uses hardwired controls for a reason. I mean, if the signal drops out on this, or there's a dead battery or interference, you're screwed. Yeah, but look, just because something hasn't been done before doesn't mean it shouldn't be done. I mean, if we're stuck to old methods forever, we'd never innovate. I'm not arguing against innovation. I'm arguing for reliability. I mean, Bluetooth. I can barely get my phone to stay connected to my headphones. I wouldn't want to rely on that 10,000ft down. But, Rob, this is the future. Lighter materials, smarter controls, new approaches. We can't keep building subs the same way people did 50 years ago. Again, I'm not telling you. You should. But we can't ignore why things have been done that way for 50 years. People have learned some hard lessons. And I don't think this control system is safe. I'm afraid it's not the only problem, I suppose. Spotted. Rush's jaw tightens. Well, problems are just challenges we haven't solved yet. By the time Rob McCallum walks out of Oceangate's headquarters, he's already made up his mind. He wants nothing to do with Cyclops 2. He's sure that Stockton Rush's radical new design is flawed. But McCallum can already tell that Rush is far too committed to the project to contemplate any changes. And as he expected, even though McCallum refuses to endorse the new submersible, Rush pushes ahead. In March 2017, OceanGate issues a press release announcing plans to dive to the Titanic with paying passengers aboard. The first expeditions are scheduled for May 2018, barely a year away. Tickets cost the unusual number of $105,129. The exact price of the most expensive suite on the maiden voyage. Voyage of the Titanic, adjusted for inflation. But despite that hefty price tag, it doesn't Take long for the first customers to sign up. But even as Stockton Rush begins to sell seats on Cyclops II, concerns are growing about its safety. In May 2017, the University of Washington ends its collaboration with oceangate. Experts at UW's Applied Physics Laboratory suggest that elements of the submersible's design are not suitable for diving to extreme depths. There are even some within Oceangate that are worried. As Cyclops 2 nears completion in early 2018, Director of Marine Operations David Lochridge inspects a vessel, and what he finds alarms him. He identifies several safety issues. Components that don't meet specifications, systems that haven't been fully tested yet. But one thing concerns him more than any other. The porthole on the sub's bow. He's found out that the acrylic window is only certified to around a third third of the depth required to reach the Titanic. And he's not happy. So on January 18, 2018, Lockridge puts his concerns in writing and emails his report to Rush. He expects some pushback, but the response he gets takes him by surprise. Lockridge is immediately summoned to a meeting, and inside a conference room at Oceangate headquarters, he finds Rush sitting alongside the directors of Engineering and quality assurance. Given what he thinks they're here to discuss, that's no surprise to Lockridge. But more unsettling is the presence of Bonnie Carl, Oceangate's director of finance and administration. She's responsible for human resources, too. And suddenly this looks less like an engineering conference and more like a disciplinary hearing. Lockridge's sense of unease heightens even further when Rush taps his phone and starts an audio recording. Lockridge knows that Rush likes to document Oceangate's milestones meticulously, but he rarely records internal meetings, knowing that everything's being recorded. The mood in the room tightens. Rush opens by asking where Lockridge's concerns have come from. Lochridge explains that his worries aren't new. His doubts have been growing for some time. He raised questions repeatedly, but he feels they've been overlooked. Hearing this, Rush pushes back. He defends the company's safety precautions and insists that Cyclops II won't be rushed to death. Instead, it will be gradually lowered, going a little deeper each time, with the effects monitored after every dive. In his view, neither the acrylic window nor the carbon fiber hull will fail without warning. There will be plenty of time to spot the danger signs and intervene. But Rush's central argument isn't really technical. It's philosophical. He points out that aviation pioneers did not carry out exhaustive modeling or wait for engineering committees to approve their designs. They took risks, and that's how progress was made. But Lockridge refuses to budge. Cyclops 2 is unproven, and he won't support sending anyone down in it, not even Rush. The two men argue back and forth. The others in the room try to mediate, but neither is backing down. Lockridge realizes that one of them will have to go. And he knows that in a battle between him and the company's CEO, there's only ever going to be one winner. David Lockridge's departure from Oceangate leaves the company with a gaping hole in its structure. As director of marine operations, Lockridge handled almost every aspect of submersible activity, leading expeditions, training new pilots, and ensuring each and every dive ran safely and smoothly. So he will have to be replaced. But after both Lochridge and submersible entrepreneur Rob Callum raise concerns about Cyclops, too. Stockton Rush doesn't want another naysayer in the role. He can't face employing anyone with preconceived notions about how a submersible should work. They'll be skeptical of Cyclops II's unconventional design features. And with less than six months until the first planned Titanic expedition, Rush doesn't have time to train a newcomer in the Oceangate way. So in his mind, the safest move is to promote from within. But there is no one at Oceangate who comes close to Lochridge's experience and expertise. So Rush settles on an unexpected choice. He approaches Bonnie Carl, Oceangate's head of finance and administration, and asks her to take over Lockridge's job. Rush believes he can train Carl quickly himself and thinks that a female pilot would be good for publicity. But Carl was in the room when Lockridge presented his safety concerns. Nothing she heard that day inspired confidence. So she has no intention of climbing inside Cyclops ii, let alone piloting it. So after Rush's surprise offer, she quietly reaches out to a former employer. They're happy to have her back in an accounting room. And within two weeks of Lockridge's exit, Carl hands in her notice. But if Stockton Rush is troubled by this second sudden departure, he doesn't show it. He insists he'd rather run a lean operation than keep around someone who doesn't share his vision. In his mind, hesitation and doubt are obstacles to innovation. But although Rush has put Carl and Lochridge firmly in the past, his former employees aren't all done with Oceangate yet. And Lockridge especially is determined to have his voice heard. Three weeks after his exit from Oceangate, Lochridge sits alone at home, waiting. Normally, at this time in the morning, he would be at work, surrounded by clanking machinery, the clatter of tools and technicians waiting for instructions. But right now, there's just the low tick of the clock and the faint patter of rain against the windows. But then, at precisely 11am his phone lights up. He straightens, clears his throat, and then answers. Hello. David Lockridge? Speaking. Hello, I'm calling from the Occupational Safety and Health Administration Whistleblower Protection Program. Is now still a good time? Yes. Yes, it is. Okay, great. Before we start, I will be recording this call. Is that all right by you? Yeah, sure. Okay, here we go. For the record, today is February 8, 2018, and I am conducting an intake interview of Mr. David Lockridge. So my supervisor forwarded your email, but why don't you start by telling me what's going on? Well, it's about my former employer, Oceangate. I was their Director of marine operations until January 19th. I was fired after raising safety concerns about their new submersible. Okay. Safety concerns of what nature? Well, structural integrity testing procedures, component specifications. Can you give me an example? Yeah, sure. So, the porthole, for instance. For several months, I had been asking for all the documentation from the engineering director on the design and pressure testing of that window, but they refused to give it to me. Is that normal behavior? Well, at every other company I've worked for, I got full disclosure. If I'm the pilot, I have to know what I'm getting into, that it's safe and insecure. I just wanted to know the pressure rating for that window. All right. And you communicated these concerns to the company? Yes, I wrote up a full report and emailed it directly to the CEO, Stockton Rush. The next day, I was called into a meeting with senior staff, but instead of addressing any of the issues I raised, they questioned my judgment. Stockton claimed that Pioneers can't wait for perfect data or whatever. And then I was fired. I see. But, I mean, just to be clear, I haven't brought this to your attention because I was fired. Look, I can get another job. It's that if they send this sub to the Titanic. I'm just worried what will happen. There are passengers. Passengers who have paid $100,000 each, and they're not safe in that thing. All right. Well, Mr. Lockridge, based on what you've already submitted and what you've just told me, you have the right to file a formal whistleblower report. And that would trigger an official review into the potential safety violations and alleged retaliation. Well, that's what I Want. I want this on record. Okay, Understood. So let me walk you through the process. You'll need to provide the documentation you mentioned, emails, technical notes, anything that supports your concerns. Great. I've kept everything. Okay, good. And then once the report is filed, OSHA will begin a preliminary investigation. You should also be aware that this may involve contacting Ocean Gate. Yeah, no problem. I expected that. You're doing the right thing, Mr. Lockridge. Not everyone is willing to take a step like this. It's not really about me. It's about the people they're planning to put in that sub. I mean, someone has to protect them. In the days that follow David Lockridge's interview, the Occupational Safety and health administration, or OSHA, sends OceanGate a formal letter informing them that an investigation is underway. Although it doesn't name Lockridge, Stockton Rush has no doubt who's responsible. Oceangate replies to the letter with a five page rebuttal addressing Lockridge's complaints and including the audio recording of the dismissal meeting as evidence. Privately, Rush then sets his lawyers on the case. He gives them instructions to sue Lockridge for breaching the confidentiality clause in his contract and making fraudulent claims against Oceangate. But by now, Lockridge isn't the only person raising the alarm. One of the of Oceangate's initial design partners also has concerns. Several years ago, Rush commissioned Boeing to help design his first carbon fiber submersible. And they remained involved in a limited capacity on Cyclops 2. But when Boeing engineer Mark Negley reviews an analysis of the submersible's carbon fiber hull, the results shock him. According to his calculations, the hull might not survive the pressure at the depth of the titanic. So in March 2018, Negley emails OceanGate directly with his findings. At the company's headquarters, director of Engineering Tony Nissen scrolls through Negley's report on his laptop. It's eye catching stuff. One graph shows the predicted strain on the submersible's hull at different depths. Negley has included a skull and crossbones at 13,000ft, only just beyond the depth of the Titanic. That means every time it goes to the wreck, Cyclops 2 will be right on the limit of what its hull can safely handle. So after he's finished reading the report, Nissen picks up his laptop and immediately goes looking for his boss, Stockton Rush. He finds him in a corner of the workshop, polishing the gleaming white hole of Cyclops 2. But when Nissen tries to talk to him about the report, Rush just waves it away. He says that he has total faith in the carbon fiber hull. And even if there is a risk, they have a safeguard the acoustic monitoring system. According to Rush, carbon fiber panels don't suddenly fail when placed under strain. They're made up of millions of strands of carbon, each with its own breaking point. So the hull of the Cyclops II will be embedded with tiny microphones. They're designed to pick up the noise of those strands snapping and alert the crew. A few weak fibers breaking should be nothing to worry about. But if the frequency increases, that will take indicate a critical break is about to occur. And at that point, the Cyclops 2 pilot can simply stop the descent and return the sub safely to the surface. Essentially, the microphones will act as a real time early warning system, ensuring the sub will never be put in a situation where the hull can fail. Nissin listens. He knows the theory, but he also knows the system has never been tested at extreme depths. So just to be safe, he suggests bringing Boeing back in to run more skills scans, checking the hull for imperfections. But Stockton Rush shakes his head. He thinks that Boeing is only trying to cover themselves. In his eyes, their engineers are trapped in a culture of fear and bureaucracy, the same overly cautious mindset that slows down innovation everywhere. So rather than carry out the investigation Negley recommended in his report, Rush decides to sever ties with Boeing altogether. And with that split comes another change. And his symbology symbolic gesture designed to show that Oceangate is breaking with the past. Russia announces a new name for his revolutionary submersible. Going forward, Cyclops II is no more. From now on, Oceangate's flagship vessel will be known as the Titan. From Audible Originals and Airship. This is episode two of the Titan submersible disaster for American Scandal. In our next episode, driven by ambition and convinced the rules don't apply to him, Stockton Rush pushes Titan deeper and deeper, setting the stage for catastrophe. Follow American Scandal on the Audible app or wherever you get your podcasts. You can listen to all episodes of American Scandal ad free by joining Audible. And to find out more about me and my other projects, including my live stage show coming to a theater near you, go to notthatlinseygraham.com that's notthatlinseygraham.Com if you'd like to learn more about the Titan submersible disaster, we recommend the documentaries the Ocean Gate Disaster from Netflix and the Titan Sub Disaster from the BBC. This episode contains reenactments and dramatized details. And while in most cases we can't know exactly what was said, all our dramatizations are based on historical research. American Scandal is hosted, edited and executive produced by me, Lindsey Grant for Airship. This episode is written and researched by Scott Reeves Senior Producer Andy Beckerman Managing Producer Emily Burke fact checking by Alyssa Jung Perry Audio editing by Mohammed Shazib Original music by Thrum Sound design by Gabriel Gould Executive producer for Airship is William Simpson Executive producer for Audible is Jenny Lauer Beckman, Head of Creative Development at Audible Kate Navin, Head of Audible Originals North America Marshall Louie and Chief Content Officer Rachel Gyazza. Copyright 2026 by Audible Originals, LLC. Sound recording Copyright 2026 by Audible Originates, LLC.
