N.T.S.B. Rules Out a Cause for Battery Fire on 787 Dreamliner

Federal investigations said Sunday that they had ruled out excessive voltage as the cause of a battery fire on a Boeing 787 in Boston this month, widening the mystery into what led to the grounding of the world’s most technologically advanced jet after a second battery-related problem last week.

With investigators focused on the plane’s lithium-ion batteries, the National Transportation Safety Board said an examination of the data from the plane’s flight recorder indicated that the battery “did not exceed the designed voltage of 32 volts.” The fire aboard a Japan Airlines plane on Jan. 7 at Logan International Airport in Boston occurred after the passengers had gotten off.

Last week, a battery problem on another 787 forced an All Nippon Airways jetliner to make an emergency landing in Japan. That episode prompted aviation authorities around the world to ground the plane, also known as the Dreamliner. The Federal Aviation Administration said last week that it would not lift the ban until Boeing could show that the batteries were safe.

But with investigators on a global quest to find out what went wrong, the safety board’s statement suggested that there might not be a rapid resumption of 787 flights. The 787 first entered service in November 2011 after more than three and a half years of production delays. Eight airlines currently own 50 787s, including United Airlines.

On Friday, Japanese safety officials, who are in charge of investigating the second battery problem, suggested that overcharging a battery might have caused it to overheat. Pilots decided to make an emergency landing 20 minutes after takeoff after receiving several alarms about the battery and smelled smoke in the cockpit.

That investigation is conducted by Japan’s transportation safety board. American investigators are heplping with the inquiry.

The GS Yuasa Corporation of Japan, one of the world’s leading lithium-ion battery manufacturers, makes the batteries for the 787, and Thales, of France, makes the control systems for the battery. The battery is part of a complex electrical system that powers the 787. Like many other components and structures, Boeing outsourced much of the manufacturing to partners around the world.

The safety board typically conducts investigations through a process of elimination, and rules out possible causes along the way.

It said that the lithium-ion battery that powered the auxiliary power unit, a small jet engine used on the ground, had been examined in the safety board’s Materials Laboratory in Washington.

The battery was first X-rayed and put through a CT scan. Investigators then disassembled it into its eight individual cells for detailed examination and documentation. Three of the cells were selected for more detailed radiographic examination.

Investigators have also examined several other components that they removed from the airplane, including wire bundles and battery management circuit boards as well as the battery management unit, the controller for the auxiliary power unit, the battery charger and the power start unit.

On Tuesday, investigators will convene in Arizona to test and examine the battery charger and download nonvolatile memory from the auxiliary power unit controller. Several other components have been sent for download or examination to Boeing’s facility in Seattle and manufacturer’s facilities in Japan.

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Boeing Closer to Answer on 787s, but Not to Getting Them Back in Air

Issei Kato/Reuters

Safety inspectors looked over a 787 on Friday in Japan. The plane made an emergency landing after receiving a smoke alarm.

With 787 Dreamliners grounded around the world, Boeing is scrambling to devise a technical fix that would allow the planes to fly again soon, even as investigators in the United States and Japan are trying to figure out what caused the plane’s lithium-ion batteries to overheat.

Ray LaHood, the transportation secretary, made it clear on Friday that a rapid outcome was unlikely, saying that 787s would not be allowed to fly until the authorities were “1,000 percent sure” they were safe.

“Those planes aren’t flying now until we have a chance to examine the batteries,” Mr. LaHood told reporters. “That seems to be where the problem is.”

The Federal Aviation Administration on Wednesday took the rare step of grounding Boeing’s technologically advanced 787s after a plane in Japan made an emergency landing when one of its two lithium-ion batteries set off a smoke alarm in the cockpit. Last week at Boston’s Logan Airport, a battery ignited in a parked 787.

The last time the government grounded an entire fleet of airplanes was in 1979, after the crash of a McDonnell Douglas DC-10.

The grounding comes as the United States is going through a record stretch of safe commercial jet flying: It has been nearly four years since a fatal airline crash, with nearly three billion passengers flying in that period. The last airliner crash, near Buffalo, N.Y., came after a quiet period of two and a half years, which suggests a declining crash rate.

Investigators in Japan said Friday that a possible explanation for the problems with the 787’s batteries was that they were overcharged — a hazard that has long been a concern for lithium-ion batteries. But how that could have happened to a plane that Boeing says has multiple systems to prevent such an event is still unclear.

Given the uncertainty, it will be hard for federal regulators to approve any corrective measures proposed by Boeing. To lift the grounding order, Boeing must demonstrate that any fix it puts in place would prevent similar episodes from happening.

The government’s approach, while prudent, worries industry officials who fear it does not provide a rapid exit for Boeing.

The F.A.A. typically sets a course of corrective action for airlines when it issues a safety directive. But in the case of the 787, the government’s order, called an emergency airworthiness directive, required that Boeing demonstrate that the batteries were safe but did not specify how.

While the government and the plane maker are cooperating, there are few precedents for the situation.

“Everyone wants the airplane back in the air quickly and safely,” said Mark V. Rosenker, a former chairman of the National Transportation Safety Board. “But I don’t believe there will be a corner cut to accomplish that. It will happen when all are confident they have a good solution that will contain a fire or a leak.”

Boeing engineers, Mr. Rosenker said, are working around the clock. “I bet they have cots and food for the engineers who are working on this,” he said. “They have produced a reliable and safe aircraft and as advanced as it is, they don’t want to put airplanes in the air with the problems we have seen.”

The government approved Boeing’s use of lithium-ion batteries to power some of the plane’s systems in 2007, but special conditions were imposed on the plane maker to ensure the batteries would not overheat or ignite. Government inspectors also approved Boeing’s testing plans for the batteries and were present when they were performed.

Even so, after the episode in Boston, the federal agency said it would review the 787’s design and manufacturing with a focus on the electrical systems and batteries. The agency also said it would review the certification process.

The 787 has more electrical systems than previous generations of airplanes. These systems operate hydraulic pumps, de-ice the wings, pressurize the cabin and handle other tasks. The plane also has electric brakes instead of hydraulic ones. To run these systems, the 787 has six generators with a capacity equivalent to the power needed by 400 homes.

Nicola Clark and Christopher Drew contributed reporting.

This article has been revised to reflect the following correction:

Correction: January 19, 2013

An earlier version of this article misstated how regulators responded to small cracks found in the wings of the Airbus A380, and when those cracks were found. Regulators required inspections, followed by fixes, last year, not two years ago; the plane was not grounded.

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Social media dispute resolution stumps some companies

(Reuters) – If HBO cuts out on you in the middle of the latest “Girls” episode, and you have Charter Communications Inc as your cable provider, don’t try tweeting your dismay to their customer service department. Nobody will hear your lament.

Charter, the fourth largest cable provider in the U.S. with 5.2 million customers across 25 states, closed up its social-media based customer service team in December. “Umatter2Charter,” as it was known, had been taking customer complaints over Twitter and Facebook and trying to resolve them, but the company says it is now done with working out customer service issues in social media forums.

The move, which might seem to conflict with the growth of social media, highlights the difficulty some businesses are having with free-flowing, round-the-clock social media, its public nature and the expectation of immediate responses.

With Facebook users numbering about a billion and Twitter drawing 200 million, it might be hard to believe that any retail enterprise would drop out of the fray, but Charter isn’t the only major company to announce such a move. Also in December, the largest single grocery store in New England – the Wegmans in Northborough, Massachusetts – shuttered its Facebook page despite having some 8,000 fans.

“It’s a tough sport,” says J.D. Peterson, vice president of product marketing for San Francisco-based Zendesk, which helps companies manage customer service. “The real-time nature of it – at times the volume that can come from it – it’s very new and different for businesses.”

While Peterson’s company recommends going where the customers are – and a big chunk are clearly on social media – Peterson says not all businesses share the same philosophy or have the ability to engage those consumers in these open forums. But any company that has a significant online presence doesn’t really have a choice, he says, working with consumers through social media is expected of them.

Advocates for the use social media say the challenge actually presents an opportunity for businesses – showing they are responsive to complaints and care about their customers can bring in revenue.

“I have seen this time and time again, and the end result is that the interaction often turns an irate customer into an advocate for the brand. And that is worth it’s weight in gold,” says Mike Rowan, chief marketing office for Atlanta-based Swarm, which manages social media for companies.

That’s certainly the way retailer Lands’ End, a division of Sears Holdings Corp, sees it.

“When we started using social media tools like Facebook and Twitter in early 2009, it gave us a new opportunity to do what we’ve done for 50 years, which is connect with our customers,” says Michele Casper, Lands’ End’s senior director of public relations. “Whether it is through social media, our call centers or online, we offer the same level of customer service through each channel.”

DIVERTING COURSE

Charter says it is not walking away completely from social media – just the idea of providing customer service via Twitter. The company says it has ample other avenues for consumers to get help – including telephone, customer service counters and live chat on its web page.

“We communicate with thousands of customers each day on the phone and in person, and that’s where we’ll focus our efforts,” says Charter spokeswoman Anita Lamont. “While social media is a method some consumers choose to seek help, Charter offers phone and web-based contact solutions where all customers can access resources to provide assistance.”

The abandonment of the Facebook page at the Massachusetts Wegmans store, which caused a great fuss among the store’s “fans,” was, in large part, due to the inability to respond quickly enough to consumers. Store personnel couldn’t break off enough time from their other roles to constantly monitor the page, Wegmans spokeswoman Jo Natale says, allowing comments to sit unanswered – a no-no in the world of social media.

“Our top priority has always been, and will continue to be, providing incredible service to customers who shop in our stores,” she says. “And it isn’t as though there aren’t other avenues for folks to connect with us if they have a question or concern.”

As much as customers expressed surprise and dissatisfaction at the decision, Natale says, it came down to a decision that if the store couldn’t serve the Facebook page at a level it felt was expected that it shouldn’t do it at all.

“They quickly discovered, once the store opened and got very, very busy, that it wasn’t so easy to stay on top of comments or to find the time to post,” Natale says. “In a retail operation like ours, there isn’t anyone sitting at a PC or checking a mobile device throughout the day. It’s a fast-paced business that requires our people to be on the floor serving customers.”

(The author is a Reuters contributor. The opinions expressed are his own)

(Follow us @ReutersMoney or at http://www.reuters.com/finance/personal-finance; Editing by Beth Pinsker and Tim Dobbyn)

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Fiery Orioles manager Earl Weaver dead at 82

BALTIMORE (AP) — Earl Weaver, the fiery Hall of Fame manager who won 1,480 games with the Baltimore Orioles seemingly was engaged in nearly as many arguments with umpires, has died. He was 82.

Dick Gordon, Weaver's marketing agent, said Saturday that Weaver died while on a Caribbean cruise sponsored by the Orioles. Gordon said Weaver's wife told him that Weaver went back to his cabin after dinner and began choking between 10:30 and 11 Friday night. Gordon said a cause of death has not been determined.

The Duke of Earl, as he was affectionately known in Baltimore, took the Orioles into the World Series four times over 17 seasons but won only one title, in 1970. His .583 winning percentage ranks fifth among managers who served 10 or more seasons in the 20th century.

"Earl Weaver stands alone as the greatest manager in the history of the Orioles organization and one of the greatest in the history of baseball," Orioles owner Peter Angelos said. "This is a sad day for everyone who knew him and for all Orioles fans. Earl made his passion for the Orioles known both on and off the field. On behalf of the Orioles, I extend my condolences to his wife, Marianna, and to his family."

Weaver was a salty-tongued manager who preferred to wait for a three-run homer rather than manufacture a run with a stolen base or a bunt. While some baseball purists argued that strategy, no one could dispute the results.

"He was an intense competitor and smart as a whip when it comes to figuring out ways to beat you," said Davey Johnson, who played under Weaver in the minor leagues and with the Orioles from 1965 to 1972.

Weaver had a reputation as a winner, but umpires knew him as a hothead. Weaver would often turn his hat backward and yell directly into an umpire's face to argue a call or a rule, and after the inevitable ejection he would more often than not kick dirt on home plate or on the umpire's shoes.

He was ejected 91 times, including once in both games of a doubleheader.

Asked once if his reputation might have harmed his chances to gain entry into the Hall of Fame, Weaver admitted, "It probably hurt me."

Those 91 ejections were overshadowed by his five 100-win seasons, six AL East titles and four pennants. Weaver was inducted into the Hall in 1996, 10 years after he managed his final game with Baltimore at the end of an ill-advised comeback.

In 1985, the Orioles' owner at the time, Edward B. Williams, coaxed Weaver away from golf to take over a struggling squad. Weaver donned his uniform No. 4, which had already been retired by the team, and tried to breathe some life into the listless Orioles.

Baltimore went 53-52 over the last half of the 1985 season, but finished seventh in 1986 with a 73-89 record. It was Weaver's only losing season as a major-league manager, and he retired for good after that.

"If I hadn't come back," Weaver said after his final game, "I would be home thinking what it would have been like to manage again. I found out it's work."

Weaver finished with a 1,480-1,060 record. He won Manager of the Year three times.

"I had a successful career, not necessarily a Hall of Fame career, but a successful one," he said.

Weaver came to the Orioles as a first base coach in 1968, took over as manager on July 11 and went on to become the winningest manager in the history of the franchise.

"Earl was such a big part of Orioles baseball and personally he was a very important part of my life and career and a great friend to our family," Hall of Fame shortstop Cal Ripken said. "His passion for the game and the fire with which he managed will always be remembered by baseball fans everywhere and certainly by all of us who had the great opportunity to play for him. Earl will be missed but he can't and won't be forgotten."

He knew almost everything about the game. He was also a great judge of human character, and that's one of the main reasons why he was loved by a vast majority of his players even though he often rode them mercilessly from spring training into October.

"His bark was worse than his bite, but you had to know him and kind of grow up with him, and then you loved him like a father," Johnson said. "He was a used-car salesman in the minor leagues during the offseason, so he learned a lot of ways to sell you on just about anything."

Pat Dobson, who pitched two seasons under Weaver, said, "Certainly, the years I played for him were the two most enjoyable years I've had."

During games Weaver smoked cigarettes in the tunnel leading to the dugout and he never kicked the habit. He suffered a mild heart attack in August 1998, and the Orioles' manager at the time, Ray Miller, wondered aloud how his mentor was holding up.

"I wouldn't want to talk to him if he hasn't had a cigarette in 10 days," Miller joked. "They've probably got him tied to a chair."

Weaver was a brilliant manager, but he never made it to the majors as a player. He finally quit after spending 13 years as a second baseman in the St. Louis organization.

"He talked about how he could drive in 100 runs a year, score 100 runs and never make an error," Johnson said. "He said he never got to the big leagues because the Cardinals had too many good players in front of him."

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Business Briefing | Medicine: F.D.A. Clears Botox to Help Bladder Control

Botox, the wrinkle treatment made by Allergan, has been approved to treat adults with overactive bladders who cannot tolerate or were not helped by other drugs, the Food and Drug Administration said on Friday. Botox injected into the bladder muscle causes the bladder to relax, increasing its storage capacity. “Clinical studies have demonstrated Botox’s ability to significantly reduce the frequency of urinary incontinence,” Dr. Hylton V. Joffe, director of the F.D.A.’s reproductive and urologic products division, said in a statement. “Today’s approval provides an important additional treatment option for patients with overactive bladder, a condition that affects an estimated 33 million men and women in the United States.”

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Boeing Closer to Answer on 787s, but Not to Getting Them Back in Air

Issei Kato/Reuters

Safety inspectors looked over a 787 on Friday in Japan. The plane made an emergency landing after receiving a smoke alarm.

With 787 Dreamliners grounded around the world, Boeing is scrambling to devise a technical fix that would allow the planes to fly again soon, even as investigators in the United States and Japan are trying to figure out what caused the plane’s lithium-ion batteries to overheat.

Ray LaHood, the transportation secretary, made it clear on Friday that a rapid outcome was unlikely, saying that 787s would not be allowed to fly until the authorities were “1,000 percent sure” they were safe.

“Those planes aren’t flying now until we have a chance to examine the batteries,” Mr. LaHood told reporters. “That seems to be where the problem is.”

The Federal Aviation Administration on Wednesday took the rare step of grounding Boeing’s technologically advanced 787s after a plane in Japan made an emergency landing when one of its two lithium-ion batteries set off a smoke alarm in the cockpit. Last week at Boston’s Logan Airport, a battery ignited in a parked 787.

The last time the government grounded an entire fleet of airplanes was in 1979, after the crash of a McDonnell Douglas DC-10.

The grounding comes as the United States is going through a record stretch of safe commercial jet flying: It has been nearly four years since a fatal airline crash, with nearly three billion passengers flying in that period. The last airliner crash, near Buffalo, N.Y., came after a quiet period of two and a half years, which suggests a declining crash rate.

Investigators in Japan said Friday that a possible explanation for the problems with the 787’s batteries was that they were overcharged — a hazard that has long been a concern for lithium-ion batteries. But how that could have happened to a plane that Boeing says has multiple systems to prevent such an event is still unclear.

Given the uncertainty, it will be hard for federal regulators to approve any corrective measures proposed by Boeing. To lift the grounding order, Boeing must demonstrate that any fix it puts in place would prevent similar episodes from happening.

The government’s approach, while prudent, worries industry officials who fear it does not provide a rapid exit for Boeing.

The F.A.A. typically sets a course of corrective action for airlines when it issues a safety directive. But in the case of the 787, the government’s order, called an emergency airworthiness directive, required that Boeing demonstrate that the batteries were safe but did not specify how.

While the government and the plane maker are cooperating, there are few precedents for the situation.

“Everyone wants the airplane back in the air quickly and safely,” said Mark V. Rosenker, a former chairman of the National Transportation Safety Board. “But I don’t believe there will be a corner cut to accomplish that. It will happen when all are confident they have a good solution that will contain a fire or a leak.”

Boeing engineers, Mr. Rosenker said, are working around the clock. “I bet they have cots and food for the engineers who are working on this,” he said. “They have produced a reliable and safe aircraft and as advanced as it is, they don’t want to put airplanes in the air with the problems we have seen.”

The government approved Boeing’s use of lithium-ion batteries to power some of the plane’s systems in 2007, but special conditions were imposed on the plane maker to ensure the batteries would not overheat or ignite. Government inspectors also approved Boeing’s testing plans for the batteries and were present when they were performed.

Even so, after the episode in Boston, the federal agency said it would review the 787’s design and manufacturing with a focus on the electrical systems and batteries. The agency also said it would review the certification process.

The 787 has more electrical systems than previous generations of airplanes. These systems operate hydraulic pumps, de-ice the wings, pressurize the cabin and handle other tasks. The plane also has electric brakes instead of hydraulic ones. To run these systems, the 787 has six generators with a capacity equivalent to the power needed by 400 homes.

Nicola Clark and Christopher Drew contributed reporting.

This article has been revised to reflect the following correction:

Correction: January 19, 2013

An earlier version of this article misstated how regulators responded to small cracks found in the wings of the Airbus A380, and when those cracks were found. Regulators required inspections, followed by fixes, last year, not two years ago; the plane was not grounded.

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Way of the World: Sheriff of Global Banking Rides Into Town

WASHINGTON — Watch out Wall Street and look sharp City of London — one of the sheriffs of global capitalism is riding into town. An elegant Frenchwoman with a shiny silver bob and the smooth manners of a veteran cabinet minister and white-shoe lawyer, Christine Lagarde, the managing director of the International Monetary Fund, doesn’t conform to the most common stereotypes of a tough law enforcer. But, on the eve of the World Economic Forum, the chummy annual gathering of the world’s business elites, Ms. Lagarde delivered a strong call for firmer financial regulation around the world.

Speaking at a news conference, Ms. Lagarde decried the “waning commitment” to tighter financial regulations and said that finishing the post-2008 effort to fix the world’s banks should be one of the three economic priorities in 2013. In an interview afterward, Ms. Lagarde elaborated on the theme, warning that robust lobbying threatened to weaken the efforts by regulators and legislators to force banks to hold more and better capital against their loans and to be more transparent.

“I see a lot of pressure coming out of the industry,” Ms. Lagarde said. A former corporate lawyer, Ms. Lagarde isn’t naïve about that muscular lobbying, or unsympathetic to its motivations. It is, she says, “clearly part of their jobs. They will naturally lobby to support more flexible, more accommodating regulations.”

But because of the special role of finance in the economy — including the special support the state gives banks in times of trouble — the “sector warrants stronger regulation, and stronger buffers against potential risks and regular tests of their capacity to resist shocks.”

“We believe,” Ms. Lagarde said at her news conference, “that it is important for regulators, for supervisors, for authorities to resist aggressive industry push-back.”

In our conversation, Ms. Lagarde was quick to rebuff some of the bankers’ arguments against stronger financial regulation.

When I asked her whether the weak world economy was a reason to delay tougher rules, she was uncompromising, repeating her point twice for emphasis: “It’s always the wrong time here. It’s always the wrong time.”

She was equally firm when I ventured the complaint of some U.S. banks that the contested Basel III regulations that set rules for banks around the world were anti-American and placed an unfair burden on U.S. companies.

“You know, when I was sitting on the other side of the pond, I heard exactly the same story from the European banks, that it was anti-European and overly pro-American,” Ms. Lagarde said. “So I’m sure there must be something right about it. I think the Basel committee is trying to do as good a job as it can and is trying to resist the pressure. I certainly hope that it continues doing so.”

It is just a little more than four years since a financial crisis ripped apart the world economy, destroying millions of jobs and stunting millions of lives. Those wounds are still so fresh that you may be surprised to learn that banks, whose risky behavior caused the crash in the first place, would be putting up much of a fight at all against tighter rules.

“It’s human nature,” Ms. Lagarde told me. “The moment the situation improves, you tend to forget about the hard times. And on this occasion, I think it is the job of policy makers, of supervisors, of regulators to constantly have that in the back of their mind and as an objective to avoid a relapse of what happened back in 2008.”

The major current battle is about capital — how much banks should hold and how liquid it should be. Ms. Lagarde sees two other big fights in the offing.

One is the regulation of so-called shadow banking, the vast world of financial transactions that are done outside open exchanges, hidden from public balance sheets or conducted by nonbank financial institutions. “Shadow banking is clearly developing at a steady pace,” Ms. Lagarde warned in our interview, and “currently escapes a degree of regulation and supervision.”

Ms. Lagarde’s second worry is what she called “forum shopping” or “fragmentation.” This is the Gérard Depardieu story on an institutional level. Just as today’s globalized world allows the French actor to cross borders and trade passports to escape high French taxes, global financial institutions can “shop” for the national home base that provides the lightest regulation. But while that may be good for individual bankers and their firms, it is dangerous for the world economy.

This distinction between what is in the interest of the banks and what is in the public interest was at the heart of Ms. Lagarde’s comments.

Before 2008, a lot of people — politicians, journalists, regulators — conflated the two.

Particularly in the United States and in Britain, Charlie Wilson’s argument that what was good for General Motors was good for America started to feel true about the economic powerhouses on Wall Street and in the City of London.

Ms. Lagarde runs the world’s most important public global financial institution. When most of us think of the I.M.F. at all, it is usually as the stern enforcer of the sometimes harsh rules of international capitalism. That’s why we should take Ms. Lagarde’s call for tougher financial regulation particularly seriously.

“My hope is that it’s improved for the public interest, not for the banks’ interests,” she told me.

“And those are not necessarily one and the same?” I asked.

She responded definitively and with a warm laugh: “Of course not!”

Chrystia Freeland is editor of Thomson Reuters Digital.

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Why Won’t the NRA Say Anything About Its (Possibly Fake) New Video Game?

If this app is, in fact, an unlicensed kind of hoax using the NRA acronym without permission, you’d think the NRA might want to squash the brand association quickly. Despite the gun lobby’s slow response to the Newtown massacre, the NRA isn’t afraid of issuing cease and desists or suing President Obama, the District of Columbia, or the Department of Justice.

RELATED: One Month After Newtown, NRA Releases First-Person Shooter Game with AK-47

What’s more, as ArsTechnica’s Kyl Orland points out, the NRA’s earlier efforts at officially licensed video games have been successful in the lobby’s seemingly unending efforts to the turn gun-violence debate away from guns and toward other industries accused of stoking violence. Orland writes:

So Practice Range fits right into the NRA’s arguments about video games’ insidious effects on our society. “There’s nothing wrong with guns in video games per se,” the organization seems to be saying; “the problem is the way those guns are used by most of the big-money game industry in service of ultra-violent revenge fantasies. If only the game industry could use its immense influence and power to promote responsible, safe use of guns, as we have with our humble app, the world might be a different place!”

If the app isn’t the NRA’s, then the app and the controversy surrounding it would seem to present an opportune time for NRA CEO Wayne LaPierre to hammer home his point about violence in video games. In his notorious post-Newtown press conference, LaPierre in the days following blamed the gaming industry for mass violence:

And here’s another dirty little truth that the media try their best to conceal: There exists in this country a callous, corrupt and corrupting shadow industry that sells, and sows, violence against its own people.

The video-game industry has been reeling as it struggles to put together a lobbying defense of its own. Of course, all these theories would be moot if the app is indeed the NRA’s. As of today, the app is still up in the iTunes Store.

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Hamilton: Armstrong must tell everything he knows

Tyler Hamilton recognized what he saw during Lance Armstrong's televised confession to doping.

"He's broken. He's broken," Hamilton said in an interview Friday with The Associated Press. "I've never seen him even remotely like that. It doesn't please me to see that."

Hamilton rode for Armstrong's U.S. Postal Service team during his first three Tour de France titles. Hamilton's public confessions to doping — first in a candid-but-halting "60 Minutes" interview in 2011, then later in a tell-all book that came out last summer — provided key evidence in the case against Armstrong.

On Thursday, Armstrong's interview with Oprah Winfrey aired, and the cyclist admitted to using performance-enhancing drugs to fuel all seven of his Tour de France victories.

Hamilton, who said he felt a huge sense of relief after telling the truth, applauded Armstrong's decision to come clean, calling it a "big first step," but only a beginning.

"It's what he does moving forward," Hamilton said in a phone interview. "He's saying some of the right things now but the proof is in the pudding. If he just goes and hides away, people are not going to be happy. But if he does the right thing, speaks to Travis Tygart and WADA and tells everything he knows, that's going to make a big difference."

Both Tygart, head of the U.S. Anti-Doping Agency, and World Anti-Doping Agency director general David Howman have said Armstrong will need to offer more than a televised confession to make amends and possibly have his lifetime sports ban reduced.

While admitting to doping in his interview, Armstrong contradicted a key point of Hamilton's: That Armstrong told him he tested positive during the 2001 Tour de Suisse and conspired with International Cycling Union officials to cover it up — in exchange for a donation.

"That story wasn't true. There was no positive test, no paying off of the labs. There was no secret meeting with the lab director," Armstrong told Winfrey.

Asked about that, Hamilton told the AP: "I stand by what I said. It's all out there. I don't know if it's a legal thing, or why he said that. It doesn't really bother me that much."

Hamilton was also among numerous riders who described the immense pressure Armstrong put on them to take part in the doping. Armstrong told Winfrey nobody was forced to dope.

"Nobody took a syringe and forced it into my arm. I made that decision on my own," Hamilton said. "But you did feel the pressure. When it was all set up for my first blood-doping experience in 2000, when I flew to Spain on Lance's private jet, I don't know what would've happened to me if I'd said, 'I'll stick with EPO but no blood doping.' I assume they would've been angry about it. For me, it was a no-brainer."

Armstrong said he had reached out to some of the people he felt he owed apologies. Hamilton has not heard from him, however, and didn't sound like he was waiting by the phone.

Hamilton called the entire episode a "huge life lesson" and said Armstrong can help the sport if he's willing to do more, especially if it involves providing information about doctors, managers and other higher-ups in cycling.

"There are still a lot of bad apples in this sport," Hamilton said. "Lance Armstrong did not act alone. There are plenty of people out there who still think they got away with it. I don't think he wants to rat anybody out. But he didn't do this by himself and he didn't learn this by himself."

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The Neediest Cases: Medical Bills Crush Brooklyn Man’s Hope of Retiring

Andrea Mohin/The New York Times

John Concepcion and his wife, Maria, in their home in Sheepshead Bay, Brooklyn. They are awaiting even more medical bills.

Retirement was just about a year away, or so John Concepcion thought, when a sudden health crisis put his plans in doubt.

For the past 100 years, The New York Times Neediest Cases Fund has provided direct assistance to children, families and the elderly in New York. To celebrate the 101st campaign, an article will appear daily through Jan. 25. Each profile will illustrate the difference that even a modest amount of money can make in easing the struggles of the poor.

Last year donors contributed $7,003,854, which was distributed to those in need through seven New York charities.

2012-13 Campaign

Previously recorded:

$6,865,501

Recorded Wed.:

16,711

*Total:

$6,882,212

Last year to date:

$6,118,740

*Includes $1,511,814 contributed to the Hurricane Sandy relief efforts.

“I get paralyzed, I can’t breathe,” he said of the muscle spasms he now has regularly. “It feels like something’s going to bust out of me.”

Severe abdominal pain is not the only, or even the worst, reminder of the major surgery Mr. Concepcion, 62, of Sheepshead Bay, Brooklyn, underwent in June. He and his wife of 36 years, Maria, are now faced with medical bills that are so high, Ms. Concepcion said she felt faint when she saw them.

Mr. Concepcion, who is superintendent of the apartment building where he lives, began having back pain last January that doctors first believed was the result of gallstones. In March, an endoscopy showed that tumors had grown throughout his digestive system. The tumors were not malignant, but an operation was required to remove them, and surgeons had to essentially reroute Mr. Concepcion’s entire digestive tract. They removed his gall bladder, as well as parts of his pancreas, bile ducts, intestines and stomach, he said.

The operation was a success, but then came the bills.

“I told my friend: are you aware that if you have a major operation, you’re going to lose your house?” Ms. Concepcion said.

The couple has since received doctors’ bills of more than $250,000, which does not include the cost of his seven-day stay at Beth Israel Medical Center in Manhattan. Mr. Concepcion has worked in the apartment building since 1993 and has been insured through his union.

The couple are in an anxious holding pattern as they wait to find out just what, depending on their policy’s limits, will be covered. Even with financial assistance from Beth Israel, which approved a 70 percent discount for the Concepcions on the hospital charges, the couple has no idea how the doctors’ and surgical fees will be covered.

“My son said, boy he saved your life, Dad, but look at the bill he sent to you,” Ms.  Concepcion said in reference to the surgeon’s statements. “You’ll be dead before you pay it off.”

When the Concepcions first acquired their insurance, they were in good health, but now both have serious medical issues — Ms. Concepcion, 54, has emphysema and chronic obstructive pulmonary disease, and Mr. Concepcion has diabetes. They now spend close to $800 a month on prescriptions.

Mr. Concepcion, the family’s primary wage earner, makes $866 a week at his job. The couple had planned for Mr. Concepcion to retire sometime this year, begin collecting a pension and, after getting their finances in order, leave the superintendent’s apartment, as required by the landlord, and try to find a new home. “That’s all out of the question now,” Ms. Concepcion said. Mr. Concepcion said he now planned to continue working indefinitely.

Ms. Concepcion has organized every bill and medical statement into bulging folders, and said she had spent hours on the phone trying to negotiate with providers. She is still awaiting the rest of the bills.

On one of those bills, Ms. Concepcion said, she spotted a telephone number for people seeking help with medical costs. The number was for Community Health Advocates, a health insurance consumer assistance program and a unit of Community Service Society, one of the organizations supported by The New York Times Neediest Cases Fund. The society drew $2,120 from the fund so the Concepcions could pay some of their medical bills, and the health advocates helped them obtain the discount from the hospital.

Neither one knows what the next step will be, however, and the stress has been eating at them.

“How do we get out of this?” Mr. Concepcion asked. “There is no way out. Here I am trying to save to retire. They’re going to put me in the street.”

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