logistics and hypotheses of aviation's future. Such things were comfortably projected well ahead, with time to think, not disconcertingly here-and-now like the problems of tonight. Just as there were people who lived in the past, Met thought, for the Danny Farrows, the future was a refuge. But, unhappy or not, and despite the sweat, Danny was coping.
Reaching over Danny's shoulder, Mel picked up a direct line phone to Air Traffic Control. The tower watch chief answered.
"What's the story on that Aereo-Mexican 707?"
"Still there, Mr. Bakersfeld. They've been working a couple of hours trying to move it. No luck yet."
That particular trouble had begun shortly after dark when an Aereo-Mexican captain, taxiing out for takeoff, mistakenly passed to the right instead of left of a blue taxi light. Unfortunately, the ground to the right, which was normally grass covered, had a drainage problem, due to be worked on when winter ended. Meanwhile, despite the heavy snow, there was still a morass of mud beneath the surface. Within seconds of its wrong-way turn, the hundred and twenty ton aircraft was deeply mired.
When it became obvious that the aircraft could not get out, loaded, under its own power, the disgruntled passengers were disembarked and helped through mud and snow to hastily hired buses. Now, more than two hours later, the big jet was still stuck, its fuselage and tail blocking runway three zero.
Mel inquired, "The runway and taxi strip are still out of use?"
"Affirmative," the tower chief reported. "We're holding all outbound traffic at the gates, then sending them the long route to the other runways."
"Pretty slow?"
"Slowing us fifty percent. Right now we're holding ten flights for taxi clearance, another dozen waiting to start engines."
It was a demonstration, Mel reflected, of how urgently the airport needed additional runways and taxiways. For three years he had been urging construction of a new runway to parallel three zero, as well as other operational improvements. But the Board of Airport Commissioners, under political pressure from downtown, refused to approve. The pressure was because city councilmen, for reasons of their own, wanted to avoid a new bond issue which would be needed for financing.
"The other thing," the tower watch chief said, "is that with three zero out of use, we're having to route takeoffs over Meadowood. The complaints have started coming in already."
Mel groaned. The community of Meadowood, which adjoined the southwest limits of the airfield, was a constant thorn to himself and an impediment to flight operations. Though the airport had been established long before the community, Meadowood's residents complained incessantly and bitterly about noise from aircraft overhead. Press publicity followed. It attracted even more complaints, with increasingly bitter denunciations of the airport and its management. Eventually, after long negotiations involving politics, more publicity and---in Mel Bakerfeld's opinion---gross misrepresentation, the airport and the Federal Aviation Administration had conceded that jet takeoffs and landings directly over Meadowood would be made only when essential in special circumstances. Since the airport was already limited in its available runways, the loss in efficiency was considerable.
Moreover, it was also agreed that aircraft taking off toward Meadowood would---almost at once after becoming airborne---follow noise abatement procedures. This, in turn, produced protests from pilots, who considered the procedures dangerous. The airlines, however---conscious of the public furor and their corporate images---had ordered the pilots to conform.
Yet even this failed to satisfy the Meadowood residents. Their militant leaders were still protesting, organizing, and---according to latest rumors---planning legal harassment of the airport.
Mel asked the tower watch chief, "How many calls bave there been?" Even before the answer, he decided glumly that still more hours of his working days were going to be consumed by delegations, argument, and the same insoluble discussions as before.
"I'd say fifty at least, we've answered; and there've been others we haven't. The phones start ringing right after every takeoff---our unlisted lines, too. I'd give a lot to know how they get the numbers."
"I suppose you've told the people who've called that we've a special situation---the storm, a runway out of use."
"We explain. But nobody's interested. They just want the airplanes to stop coming over. Some of 'em say that problems or not, pilots are still supposed to use noise abatement procedures, but tonight they aren't doing it."
"Good God!---if I were a pilot neither would I." How could anyone of reasonable intelligence, Mel wondered, expect a pilot, in tonight's violent weather, to chop back his power immediately after takeoff, and then go into a steeply banked turn on instruments---which was what noise abatement