The Titan submersible transmitted its last message only six seconds before losing contact during its disastrous dive to the Titanic, as revealed by a U.S. Coast Guard investigation into the vessel’s implosion in June 2023, which claimed the lives of all five individuals aboard.
The final message from Titan to its mother ship reported “dropped two wts,” indicating that the crew had released weights in an attempt to ascend. A lawsuit filed by a victim’s family suggests this message, sent roughly 90 minutes into the dive, indicates possible awareness of issues aboard, as the crew attempted to abort the mission.
Shortly after this message, Titan was pinged for the last time, after which the Polar Prince, the mother ship, lost contact with the submersible. The wreckage was later discovered on the North Atlantic Ocean floor, a few hundred yards from the Titanic’s location.
The Marine Board of Investigation, which is conducting a high-level inquiry into the incident, has commenced hearings to discuss the ordeal and its aftermath. This includes presenting findings and testimony from several former employees of OceanGate, the Washington-based company that created and operated the Titan, which charged approximately $250,000 per ticket for expeditions. OceanGate has faced increasing scrutiny regarding safety practices.
The Marine Board of Investigation, formed shortly after the submersible’s disappearance, is tasked with assessing the tragedy’s causes and providing recommendations that may include civil and criminal repercussions.
Jason Neubauer, chair of the Marine Board, stated that the hearings would allow for the presentation of evidence and the opportunity to hear from key witnesses and experts in an open forum. He emphasized the importance of understanding factors contributing to the incident and preventing future occurrences.
The Titan lost contact during its dive to the Titanic on June 18, 2023. Following its silence, a significant international search and rescue operation was launched in the remote waters off Newfoundland, Canada.
The U.S. Coast Guard concluded the submersible experienced a “catastrophic implosion,” leading to the discovery of debris several hundred yards from the Titanic and the recovery of presumed human remains identified as belonging to the five victims onboard.
Among those who died were Stockton Rush, CEO of OceanGate; businessman Shahzada Dawood and his son, Suleman; entrepreneur Hamish Harding; and French diver Paul-Henri Nargeolet. Identification of the remains was confirmed through DNA analysis by the Marine Board.
The proceedings aim to cover various aspects, including historical context, compliance with regulations, crew qualifications, mechanical systems, emergency responses, and overall industry standards.
Tony Nissen, a former engineering director at OceanGate, testified about his tenure at the company, revealing he was dismissed in 2019 for refusing to approve an expedition based on concerns regarding the stability of a carbon fiber hull prototype. He described ongoing disagreements with Rush and indicated that their conflicts were often kept private.
The hearings feature multiple witnesses, including engineers who previously worked with OceanGate, raising safety concerns regarding the submersible’s construction. One such witness, Tym Catterson, expressed that he alerted Rush about worries with the hull design multiple times, asserting that he saw undeniable flaws, yet Rush had a differing opinion based on the input from other engineers involved in the project.
Bonnie Carl, another former OceanGate employee, raised alarms about young engineers working on the vessel without sufficient experience or supervision, adding that similar concerns from the former director of marine exploration led to his departure from the company.
The Marine Board of Investigation comprises various Coast Guard members and representatives from the National Transportation Safety Board. More testimonies from regulatory officials, search and rescue specialists, deep-sea exploration experts, and engineers from NASA and Boeing are anticipated as the inquiry continues.
While the primary goal is to uncover the facts related to the incident, Neubauer mentioned the board would also look into potential misconduct or negligence. If any criminal activities are suggested, the investigation may recommend further actions to the Department of Justice.
The hearings, taking place in North Charleston, South Carolina, are set to run over nine days and are accessible via live stream on the Coast Guard’s official YouTube channel. Once concluded, both the U.S. Coast Guard and the National Transportation Safety Board will conduct independent evaluations and issue separate reports. Additional hearings may be scheduled as the investigation unfolds, although no timeline has been provided for its completion.