Air Traffic Controllers Quotes

Raising people is not some lark. It's serious work with serious repercussions. It's air-traffic control. You can't step out for a minute; you can barely pause to scratch your ankle.

AUGUST 5, 1981. That’s the date it became official. It’s rare that we can point to an exact date when a business theory or idea becomes an accepted practice. But in the case of mass layoffs, we can. August 5, 1981, was the day President Ronald Reagan fired more than 11,000 air traffic controllers.

Air traffic control is going to have a steamy old fit on your dime, boy. They can get in line behind the police, the people whose cars we trashed, the Empire of Ob'enn, the Partnership Collective, and the Wormgate Corporation. Oh, and I think maybe some dark matter beasties from Andromeda. You "think maybe"? -General Tagon & Captain Andreyasn

Owning a drone does not a pilot make.

The thing you have to understand about that crash,” Ratwatte said, “is that New York air traffic controllers are famous for being rude, aggressive, and bullying. They are also

According to the Vietnam Women’s Memorial Foundation statement, approximately 10,000 American military women were stationed in Vietnam during the war. Most were nurses in the Army, Air Force, and Navy, but women also served as physicians and medical personnel, and in air traffic control and military intelligence. Civilian women also served in Vietnam as news correspondents and workers for the Red Cross, Donut Dollies, the USO, Special Services, the American Friends Service Committee, Catholic Relief Services, and other humanitarian organizations.

However, the ability to control attention is not simply a measure of intelligence; measures of efficiency in the control of attention predict performance of air traffic controllers and of Israeli Air Force pilots beyond the effects of intelligence.

Two boys on fluorescent bikes with extravagant ape-hanger handlebars were doing wheelies in the parking lot, weaving in and out of each other’s paths with a dexterity that suggested a solid background in video gaming and possible high-paying futures as air-traffic controllers . . . if they managed to stay away from coke and car accidents, that was.

Raising people is not some lark. It’s serious work with serious repercussions. It’s air-traffic control. You can’t step out for a minute; you can barely pause to scratch your ankle.

There was another reason why the dollar's hegemony grew: the intentional impoverishment of America's working class. A cynic will tell you quite accurately that large quantities of money are attracted to countries where the profit rate is higher. For Wall Street to exercise fully its magnetic powers over foreign capital, profit margins in the United States had to catch up with profit rates in Germany and Japan. A quick and dirty way to do this was to suppress American wages. Cheaper labour makes for lower costs, makes for larger margins. It is no coincidence that, to this day, American working class earnings languish below their 1974 level. It is also no coincidence that union-busting became a thing in the 1970s, culminating in Ronald Reagan's dismissal of every single unionised air traffic controller. A move emulated by Margaret Thatcher in Britain who pulverised whole industries in order to eliminate the trade unions that inhabited them. And faced with the Minotaur's sucking most of the world's capital into America, the European ruling classes reckoned that they had no alternative but to do the same. Reagan had set the pace. Thatcher had shown the way. But it was in Germany and later across continental Europe that the new class war - you might call it universal austerity - was waged most effectively.

Finding a taxi, she felt like a child pressing her nose to the window of a candy store as she watched the changing vista pass by while the twilight descended and the capital became bathed in a translucent misty lavender glow. Entering the city from that airport was truly unique. Charles de Gaulle, built nineteen miles north of the bustling metropolis, ensured that the final point of destination was veiled from the eyes of the traveller as they descended. No doubt, the officials scrupulously planned the airport’s location to prevent the incessant air traffic and roaring engines from visibly or audibly polluting the ambience of their beloved capital, and apparently, they succeeded. If one flew over during the summer months, the visitor would be visibly presented with beautifully managed quilt-like fields of alternating gold and green appearing as though they were tilled and clipped with the mathematical precision of a slide rule. The countryside was dotted with quaint villages and towns that were obviously under meticulous planning control. When the aircraft began to descend, this prevailing sense of exactitude and order made the visitor long for an aerial view of the capital city and its famous wonders, hoping they could see as many landmarks as they could before they touched ground, as was the usual case with other major international airports, but from this point of entry, one was denied a glimpse of the city below. Green fields, villages, more fields, the ground grew closer and closer, a runway appeared, a slight bump or two was felt as the craft landed, and they were surrounded by the steel and glass buildings of the airport. Slightly disappointed with this mysterious game of hide-and-seek, the voyager must continue on and collect their baggage, consoled by the reflection that they will see the metropolis as they make their way into town. For those travelling by road, the concrete motorway with its blue road signs, the underpasses and the typical traffic-logged hubbub of industrial areas were the first landmarks to greet the eye, without a doubt, it was a disheartening first impression. Then, the real introduction began. Quietly, and almost imperceptibly, the modern confusion of steel and asphalt was effaced little by little as the exquisite timelessness of Parisian heritage architecture was gradually unveiled. Popping up like mushrooms were cream sandstone edifices filigreed with curled, swirling carvings, gently sloping mansard roofs, elegant ironwork lanterns and wood doors that charmed the eye, until finally, the traveller was completely submerged in the glory of the Second Empire ala Baron Haussmann’s master plan of city design, the iconic grand mansions, tree-lined boulevards and avenues, the quaint gardens, the majestic churches with their towers and spires, the shops and cafés with their colourful awnings, all crowded and nestled together like jewels encrusted on a gold setting.

Modern tests of working memory require the individual to switch repeatedly between two demanding tasks, retaining the results of one operation while performing the other. People who do well on these tests tend to do well on tests of general intelligence. However, the ability to control attention is not simply a measure of intelligence; measures of efficiency in the control of attention predict performance of air traffic controllers and of Israeli Air Force pilots beyond the effects of intelligence.

Not many years ago, nearly 100 percent of people who thought they were being constantly watched were certifiable paranoids. But recently it was revealed that, in the name of public safety, Homeland Security and more than a hundred other local, state, and federal agencies are operating aerial surveillance drones of the kind previously used only on foreign battlefields— at low altitudes outside the authority of air-traffic control. Soon, the bigger worry will not be that, as you walk your dog, you are secretly being watched but that the rapidly proliferating drones will begin colliding with one another and with passenger aircraft, and that you’ll be killed by the plummeting drone that was monitoring you to be sure that you picked up Fido’s poop in a federally approved pet-waste bag.

As with all new inventions, there are upsides and downsides. The commercial drone is no exception. But until robust safeguards have been introduced to protect personal privacy from prying eyes in the skies, the true benefits to society of unmanned aerial vehicles will remain unrealised.

Private sector networks in the United States, networks operated by civilian U.S. government agencies, and unclassified U.S. military and intelligence agency networks increasingly are experiencing cyber intrusions and attacks,” said a U.S.-China Economic and Security Review Commission report to Congress that was published the same month Conficker appeared. “. . . Networks connected to the Internet are vulnerable even if protected with hardware and software firewalls and other security mechanisms. The government, military, businesses and economic institutions, key infrastructure elements, and the population at large of the United States are completely dependent on the Internet. Internet-connected networks operate the national electric grid and distribution systems for fuel. Municipal water treatment and waste treatment facilities are controlled through such systems. Other critical networks include the air traffic control system, the system linking the nation’s financial institutions, and the payment systems for Social Security and other government assistance on which many individuals and the overall economy depend. A successful attack on these Internet-connected networks could paralyze the United States [emphasis added].

PJs use parachuting skills to raid into enemy territory to rescue and save lives; army rangers parachute onto the battle field to kill enemy soldiers and capture ground, while a Green Beret will infiltrate a remote, hostile area to teach the local populace how to fight and defend themselves against an enemy. Recon marines can sneak into enemy territory and learn all their secrets. SEALs are small direct-action-oriented teams that can infiltrate areas by sea air, or land to accomplish their objectives, such as capturing or destroying high value targets. Air force combat controllers call in airstrikes, help seize enemy airfields, and use their air traffic control skills to orchestrate everything from large-scale aerial invasions to small insertions of American planes and soldiers. All of these elite units consider themselves exclusive brotherhoods. Members of these outfits live at the most dangerous extreme of human experience and entrust their lives to each other. They focus on a common mission and share unique experiences of adventure and danger.

Ask a random kid today if she wants to be popular and she'll tell you no, even if the truth is that if she was in a desert dying of thirst and had the choice between a glass of water and instant popularity, she'd probably choose the latter. See, you can't admit to wanting it, because that makes you less cool. To be truly popular, it has to look like it's something you are, when in reality, it's what you make yourself. I wonder if any works harder at anything than kids do at being popular. I mean, even air-traffic controllers and the president of the United States take vacations, but look at your average high school student and you'll see someone who's putting in time twenty-four hours a day, for the entire length of the school year. So how do you crack the inner sanctum? Well, here's the catch: it's not up to you. What's important is what everyone else thinks of how you dress, what you eat for lunch, what shows you TiVo, what music is on your iPod. I've always sort of wondered though: If everyone else's opinion is what matters, then do you ever really have one of your own?

Don't you think...doesn't it seem sometimes like life is like a plane?...And we're all piloos, you know, of our own planes. When things are going smoothly then we're, like, on autopilot, but sometimes things get a little, well, turbulent and then we have to land the plane on our own..."What about the air traffic control?"...Well, sure. Sometimes the guy is helpful, but maybe he's drunk?...Or maybe there's this big fog so you just put your hands on the controls and look for the runway lights and do your best. On your own.

IN THE 1960S, WHEN I became a beat cop in San Diego, manufacturing, selling, possessing, or using “dangerous drugs” or “controlled substances” were all violations of the law. But there was no “war,” per se, on drug-law violators. We made the occasional pot bust, less frequently a heroin or cocaine pinch. Drug enforcement was viewed by many of us almost as an ancillary duty. You’d stumble across an offender on a traffic stop or at a loud-party call. Mostly, you were on the prowl for non-drug-related crime: a gas station or liquor store stickup series, a burglary-fencing ring, an auto theft “chop shop” operation. Undercover narcs, of course, worked dope full time, chasing users and dealers. They played their snitches, sat on open-air markets, interrupted hand-to-hand dealing, and squeezed small-time street dealers in the climb up the chain to “Mister Big.” But because most local police forces devoted only a small percentage of personnel to French Connection–worthy cases, and because there were no “mandatory minimum” sentences (passed by Congress in 1986 to strip “soft on crime” judges of sentencing discretion on a host of drug offenses), and because street gangs fought over, well, streets—as in neighborhood turf (and cars and girlfriends)—not drug markets, most of our jails and prisons still had plenty of room for violent, predatory criminals. The point is, although they certainly did not turn their backs on drug offenses, the country’s police were not at “war” with users and dealers. And though their government-issued photos may have adorned the wall behind the police chief’s desk, a long succession of US presidents stayed out of the local picture.

But imagine for a moment such a person attempting to leave the country, armed with no passport, no credit cards, merely the power to throw thunderbolts and who knew what else. You would probably have to imagine a scene very similar to the one that did in fact occur at Terminal Two, Heathrow. But why, if you were a Norse god, would you be needing to leave the country by means of a scheduled airline? Surely there were other means? Dirk rather thought that one of the perks of being an immortal divine might be the ability to fly under your own power. From what he remembered of his reading of the Norse legends many years ago, the gods were continually flying all over the place, and there was never any mention of them hanging around in departure lounges eating crummy buns. Admittedly, the world was not, in those days, bristling with air-traffic controllers, radar, missile-warning systems and such like. Still, a quick hop across the North Sea shouldn’t be that much of a problem for a god, particularly if the weather was in your favor, which, if you were the God of Thunder, you would pretty much expect it to be, or want to know the reason why.

Being in flight is one of the most unnatural, extraordinary, ordinary experiences of modern life. When we climb to 30,000 feet, our perspective looking down at the world becomes that of a deity, and the rules of time and space are altered as we rush over the earth. In flight we are able to view the most remote corners of the natural world and the vast spread of the world we have constructed. It gives us the unique perspective to look at the interaction of the natural and constructed in a truly holistic way. In its totality, the unnatural or extraordinary experience produces great fear and excitement. We confront death a little every time the doors close – and this closeness to death intensifies the extraordinary experience of being in flight. On the other hand, our ‘in flight’ experience is filled with the most unremarkable daily activities: reading a comic book, finishing a crossword puzzle, eating, sleeping. The cabin becomes our shared world, temporally removed from the world that we’ve left back on land. What connects the ordinary and the extraordinary is a powerful trust in the human capacity to take us beyond the mundane. The plane becomes a temple of humanism, where we put faith in all that get us and keeps us up in the air – engineers, pilots, researchers, air traffic controllers – a web of people, underwritten by collective knowledge, keeping us alive, together.

All these rich people with their private-jet escape routes to New Zealand—maybe it’s the operational manager in me, but all I can think about are apocalypse logistics: What zombie pilot is going to fly all those planes, and which zombie air-traffic controller is going to help land them? And who is going to do all the ongoing work of cooking and cleaning and shopping? Is the New Zealand infrastructure prepared for this? And why would people in New Zealand allow planes full of potential plague-germ carriers onto their island, no matter how much money they have? Would money have value in the new postapocalyptic economy—or would toilet paper be worth even more? Do the pilot and crew who flew you to New Zealand get saved, or do they get barred at the security gate of the bunker?

Terrorists are masters of mind control. They kill very few people but nevertheless manage to terrify billions and rattle huge political structures such as the European Union or the United States. Since September 11, 2001, each year terrorists have killed about 50 people in the European Union, about 10 people in the United States, about 7 people in China, and up to 25,000 people elsewhere in the globe (mostly in Iraq, Afghanistan, Pakistan, Nigeria, and Syria).1 In contrast, each year traffic accidents kill about 80,000 Europeans, 40,000 Americans, 270,000 Chinese, and 1.25 million people altogether.2 Diabetes and high sugar levels kill up to 3.5 million people annually, while air pollution kills about 7 million people per year.3 So why do we fear terrorism more than sugar, and why do governments lose elections because of sporadic terrorist attacks but not because of chronic air pollution?

6 Eight days before he died, after a spectacular orgy of food, François Mitterrand, the French president, ordered a final course of ortolan, a tiny yellow-throated songbird no bigger than his thumb. The delicacy represented to him the soul of France. Mitterrand’s staff supervised the capture of the wild birds in a village in the south. The local police were paid off, the hunting was arranged, and the birds were captured, at sunrise, in special finely threaded nets along the edge of the forest. The ortolans were crated and driven in a darkened van to Mitterrand’s country house in Latche where he had spent his childhood summers. The sous-chef emerged and carried the cages indoors. The birds were fed for two weeks until they were plump enough to burst, then held by their feet over a vat of pure Armagnac, dipped headfirst and drowned alive. The head chef then plucked them, salted them, peppered them, and cooked them for seven minutes in their own fat before placing them in a freshly heated white cassole. When the dish was served, the wood-paneled room—with Mitterrand’s family, his wife, his children, his mistress, his friends—fell silent. He sat up in his chair, pushed aside the blankets from his knees, took a sip from a bottle of vintage Château Haut-Marbuzet. —The only interesting thing is to live, said Mitterrand. He shrouded his head with a white napkin to inhale the aroma of the birds and, as tradition dictated, to hide the act from the eyes of God. He picked up the songbirds and ate them whole: the succulent flesh, the fat, the bitter entrails, the wings, the tendons, the liver, the kidney, the warm heart, the feet, the tiny headbones crunching in his teeth. It took him several minutes to finish, his face hidden all the time under the white serviette. His family could hear the sounds of the bones snapping. Mitterrand dabbed the napkin at his mouth, pushed aside the earthenware cassole, lifted his head, smiled, bid good night and rose to go to bed. He fasted for the next eight and a half days until he died. 7 In Israel, the birds are tracked by sophisticated radar set up along the migratory routes all over the country—Eilat, Jerusalem, Latrun—with links to military installations and to the air traffic control offices at Ben Gurion airport.

Pete makes his pan call to Melbourne Air Traffic Control:

The third and final point is to anticipate an EFC time from air traffic control all the time. If the controller does not issue an EFC to you, request one as soon as possible. You may need that time should your communications radio fail after receiving your clearance. The expect-further-clearance time sets the occasion for the next steps to take should a radio failure occur.

Three criteria must be met. The pilot must be (1) cleared for the approach by air traffic control, (2) within the prescribed distance, and (3) on a published segment of the approach (i.e., positive course guidance).

Italy generally shows its worst colors with tasks that require organization, vigilance, scrupulously-followed protocols, and attention to detail, such as creating web sites and running ICUs. How Italians become world-class air traffic controllers and Formula 1 pit mechanics is a mystery.

Charlie. He must have called Ariel by mistake. Satisfied that she had everything that was vital, and informing Bruno that she would be sending a moving company for her furniture and other items, Ariel exited the building with as much grace as she could, having to walk out to her car accompanied by the tank-like security guard. At least Bruno had offered to carry her cardboard box. Unexpectedly, once they reached her sedan and Bruno had loaded her belongings into the trunk, he gave her a tight bear hug and said, “Sorry, Ms. H. This ain’t right.” Then he turned and strode away quickly—but not before she saw the misty shine in his eyes. “Thank you, Bruno!” she called after him, and he waved a meaty hand in the air but kept walking. In her car alone, Ariel felt her own eyes finally fill too. She cried all the way home, so upset that she barely noticed the traffic that would normally be the source of her evening stress. When she pulled into the driveway of her sprawling Mediterranean Revival, she made sure to tidy her makeup so that it wasn’t so apparent that she had been crying. She would be strong so that, when she broke the news to Katie, her daughter wouldn’t feel like everything was out of control.

In fairness, though, no child likes to have his life rearranged from one school year to the next. Change is difficult for anyone, but even more so for an insecure adolescent. At that age, most kids are embarrassed just to be alive. With emotional antennae raised, they are acutely aware of their social standing at all times. Like an air traffic controller monitoring blips on a screen, a teenager is constantly tracking his small place in a big world, asking himself: Am I accepted by my peers? Do they like me? Am I ugly? How's my hair? Will I be popular?

The modern magic, like the old, has its boastful practitioners: "I can write programs that control air traffic, intercept ballistic missiles, reconcile bank accounts, control production lines." To which the answer comes, "So can I, and so can any man, but do they work when you do write them?

of the tiny aircraft and helped the third passenger aboard, his girlfriend Sandra, 30. The plane taxied and sped down the runway. As it rose into the blue California sun, Norman felt a surge of excitement. But as they banked east over Venice Beach, it was clear there was a storm ahead. In front of them a thick blanket of grey cloud was smothering the San Bernardino Mountains. Only the very tips of their 3,000 m (10,000 ft) peaks showed above the gloom. Norman Senior asked the pilot if it was okay to fly in that weather. The pilot reassured them: it was just a thirty-minute hop. They’d stay low and pop through the mountains to Big Bear before they knew it. Norman wondered if he’d be able to see the slope he’d won the championship on when they wheeled round Mount Baldy. His dad nodded and sat back to read the paper and whistle a Willie Nelson tune. Up front, Norman was savouring every moment. He stretched up to see over the plane’s dashboard and listened to the air traffic chatter on his headphones. As the foothills rose below them, he heard Burbank control pass their plane on to Pomona Control. The pilot told Pomona he wanted to stay below 2,300 m (7,500 ft) because of low freezing levels. Then a private plane radioed a warning against flying into the Big Bear area without decent instruments. Suddenly, the sun went out. The greyness was all around them, as thick as soup. They had pierced the storm. The plane shook and lurched. A tree seemed to flit by in the mist, its spiky fingers lunging at the window. But that couldn’t be, not up here. Then there really was a branch outside and with a sickening yawn, time slowed down and the horror unfurled. Norman instinctively curled into a ball. A wing clipped into a tree, tumbling the plane round, up, down, over and round. The spinning only stopped when they slammed into the rugged north face of Ontario Peak. The plane was instantly smashed into debris and the passengers hurled across an icy gully. And there they lay, sprawled amid the wreckage, 75 m (250 ft) from the top of the 2,650 m (8,693 ft) high mountain and perched on a 45-degree ice slope in the heartless storm.

Good leaders seize crises to remake organizational habits. NASA administrators, for instance, tried for years to improve the agency’s safety habits, but those efforts were unsuccessful until the space shuttle Challenger exploded in 1986. In the wake of that tragedy, the organization was able to overhaul how it enforced quality standards.40 Airline pilots, too, spent years trying to convince plane manufacturers and air traffic controllers to redesign how cockpits were laid out and traffic controllers communicated. Then, a runway error on the Spanish island of Tenerife in 1977 killed 583 people and, within five years, cockpit design, runway procedures, and air traffic controller communication routines were overhauled.41

Thanks to a threatening tropical storm, air traffic control had made us unwilling participants in the world’s strangest version of Red Rover. There had to be a rhyme and reason to the complicated airport rituals that kept things orderly and safe but quite frankly, I was over it. Red rover, red rover, send Delta the fuck over.

I wish I had a secret I could let you in on, some formula my father passed on to me in a whisper just before he died, some code word that has enabled me to sit at my desk and land flights of creative inspiration like an air-traffic controller.

Twenty-seven years later It wasn’t until 2006 that Norman had the courage to look up the National Transportation Safety Board’s Accident Report for the crash and read the transcription of the pilot’s radio conversation with air traffic control. They had been doomed almost from takeoff. The pilot was using an underpowered plane with insufficient instruments on a rough day. He didn’t get a weather briefing or file a flight plan. He shouldn’t have taken off let alone headed into the storm. Thirty seconds into the flight he seemed lost and he was warned three times by air traffic control not to continue flying as he was. Big Bear airport was at an altitude of 2,100 m (7,000 ft) and was unmanned. Even with the right instruments and a modern plane it would have been all but impossible to land that day. Norman also went back up to the mountain to where Sandra had fallen. He paid his respects and continued up to the site of the crash. He was surprised, but even from that high vantage point he couldn’t see the meadow where he had been rescued. The big ridge blocked it out. So how had he known where to head for that day? Had he sensed the most likely place to find another human being? Was he lucky? Or maybe, just maybe, someone was looking out for him. This story is a brief retelling of the events in Crazy for the Storm by Norman Ollestad, published by HarperPress. Reprinted by permission of HarperCollins Publishers Ltd © 2009 Norman Ollestad.

I labeled these elements as F-E-M, or formulate, execute, and monitor.

Aviation is different from science but it is underpinned by a similar spirit. After all, an airplane journey represents a kind of hypothesis: namely, that this aircraft, with this design, these pilots, and this system of air traffic control, will reach its destination safely. Each flight represents a kind of test. A crash, in a certain sense, represents a falsification of the hypothesis. That is why accidents have a particular significance in improving system safety, rather as falsification drives science.

It’s really important not to get upset because then the voices will get the upper hand and take over your mind. Things are needy. They take up space. They want attention, and they will drive you mad if you let them. So just remember, you’re like the air traffic controller—no wait, you’re like the leader of a big brass band made up of all the jazzy stuff of the planet, and you’re floating out there in space, standing on this great garbage heap of a world, with your hair slicked back and your natty suit and your stick up in the air, surrounded by all the eager things, and for one quick, beautiful moment, all their voices go silent, waiting till you bring your baton down. Music or madness. It’s totally up to you.

You can be the air traffic controller of your mental airport. You occupy the control tower and can direct the mental traffic of your world.

New York air traffic controllers are famous for being rude, aggressive, and bullying. They are also very good. They handle a phenomenal amount of traffic in a very constrained environment. There is a famous story about a pilot who got lost trafficking around JFK . You have no idea how easy that is to do at JFK once you’re on the ground. It’s a maze. Anyway, a female controller got mad at him, and said, ‘Stop. Don’t do anything. Do not talk to me until I talk to you.’ And she just left him there. Finally the pilot picks up the microphone and says, ‘Madam. Was I married to you in a former life?

waving her arms like an air traffic controller.

Minutes later,United 175 turned southwest without clearance from air traffic control. At 8:47, seconds after the impact of American 11, United 175’s transponder code changed, and then changed again.These changes were not noticed for several minutes, however, because the same New York Center controller was assigned to both American 11 and United 175. The controller knew American 11 was

How do pilots remember? They transform the new knowledge they have just received into memory in the world, sometimes by writing, sometimes by using the airplane’s equipment. The design implication? The easier it is to enter the information into the relevant equipment as it is heard, the less chance of memory error. The air-traffic control system is evolving to help. The instructions from the air-traffic controllers will be sent digitally, so that they can remain displayed on a screen as long as the pilot wishes. The

Ask Tabby to hack into air traffic control and see which flight has those coordinates.” I point at the screen. “Find out where it’s going. And see if she can fiddle with the onboard flight management system to get it to slow down a little, or at least tamper with the fuel gauge readout or something else so the pilot has to make an unscheduled landing.” His brows lift. “Would you like her to make it rain, too, brother?” After a moment, I ask, “Can she do that?

Jack Reacher made his first appearance in print on March 17, 1997—St. Patrick’s Day—when Putnam published Killing Floor in the United States, which was Reacher’s—and my—debut. But I can trace his, and the book’s, genesis backward at least to New Year’s Eve 1988. Back then I worked for a commercial television station in Manchester, England. I was eleven years into a career as a presentation director, which was a little like an air traffic controller for the network airwaves. In February 1988, the UK commercial network had started twenty-four-hour broadcasting. For a year before that, management had been talking about how to man the new expanded commitment. None of us really wanted to work nights. Management didn’t really want to hire extra people. End of story. Stalemate. Impasse. What broke it was the offer of a huge raise. We took it, and by New Year’s Eve we were ten fat and happy months into the new contract. I went to a party, but didn’t feel much like celebrating. Not that I wasn’t content in the short term—I sleep better by day than night, and I like being up and about when the world is quiet and lonely, and for sure I was having a ball with the new salary. But I knew in my bones that management resented the raise, and I knew that the new contract was in fact the beginning of the end. Sooner or later, we would all be fired in revenge. I felt it was only a matter of time. Nobody agreed with me, except one woman. At the party, in a quiet moment, she asked me, “What are you going to do when this is all over?

Once, just west of Framingham on the Worcester Turnpike or Route 9 in Massachusetts, I caught a ride in a truck that had worn brakes. The driver, a jolly red-nosed individual with a white beard who could have passed as Santa Claus, suggested that I might want to get out considering the situation regarding the truck’s brakes. Not wanting to turn down a ride in the middle of the night, I rode it out with the driver. Going uphill was all right, but coming down was decidedly hairy. The driver knew what he was doing and used his engine to slow himself down, but he had to depend on his emergency brake if he wanted to, or had to, stop. At one traffic light, which was on a downhill slope, he couldn’t bring his rig to a stop and just blew through the intersection, horn blowing, weaving past the cross traffic. I hung on enjoying the excitement as the driver narrated his moves, as if he was telling a story. I watched and listened to him, too caught up in this wild ride to get concerned about the danger. There were a number of downgrades where he totally lost control of our speed, but fortunately the upgrade would slow us down again. He relied on his loud air horn, which sounded even louder in the dark of night. Fun was fun and eventually we got to Worcester, where I was glad to get off in one piece. I hope that he got his load to where it was going, but I knew that the farther west on Route 9 he went, the more mountainous the terrain would become and I didn’t want any part of that. Besides, this was where I needed to get off. My next leg would take me through Sturbridge and then on to Connecticut. .

In early March 2015 the Government Accountability Office issued a report warning that the air traffic control system is vulnerable to cyberattack.

With little else to do I rode my Vesper motor scooter from Harbel to Roberts Field. Perhaps there might be some excitement around the airport, but no such luck. Eric Reeves the Station Master and Air Traffic Controller was in the tower and was in communications with the incoming airliner. Everything was quiet in anticipation of a Pan American Clipper's arrival. On the ground floor all was quiet except for a solitary passenger in the terminal. Apparently he was waiting for the next flight out, which wasn't due for another two hours. As I approached him, I could see that he looked familiar…. I immediately recognized him as a world class trumpet player and gravel voiced singer from New Orleans. He must have seen the look on my face and broke the ice by introducing himself as Louie Armstrong. "Hi," I answered, "I'm Hank Bracker, Captain Hank Bracker." I noticed that he was apparently alone sitting there with a mountain of belongings which obviously included musical instruments. Here was Louis Armstrong, the famous Louie Armstrong, all alone in this dusty, hot terminal, and yes he had a big white handkerchief! He volunteered that the others in his party were at the club looking for something to eat. With no one else around, we talked about New Orleans, his music and how someone named King Oliver, a person I had never heard of, was his mentor. At the time I didn't know much about Dixie Land music or the Blues, but talking to Louie Armstrong was a thrill I'll never forget. In retrospect it’s amazing to find out that you don’t know what you didn’t know. I found out that he actually lived in Queens, NY at that time, not too far from where my aunt and uncle lived. I also found out that he was the Good Will Ambassador at Large and represented the United States on a tour that included Europe and Africa, but now he was just a friendly person I had the good fortune to meet, under these most unusual circumstances. His destination was Ghana where he, his wife and his band the All Stars group were scheduled to perform a concert in the capitol city of Accra. Little did I know that the tour he was on was scheduled by Edward R. Murrow, who would later be my neighbor in Pawling, New York. Although our time together was limited, it was obvious that he had compassion for the people of the "Third World Nations," and wanted to help them. Although after our short time together, I never saw Louie again but I just know that he did. He seemed to be the type of person that could bring sunshine with him wherever he went.…

IMC means Instrument Meteorological Conditions, and this is when the pilot is in the clouds, and all hunched over in the cockpit, watching the instrument panel like it was Asian Porno, and listening to every word you say.

Marc Goodman is a cyber crime specialist with an impressive résumé. He has worked with the Los Angeles Police Department, Interpol, NATO, and the State Department. He is the chief cyber criminologist at the Cybercrime Research Institute, founder of the Future Crime Institute, and now head of the policy, law, and ethics track at SU. When breaking down this threat, Goodman sees four main categories of concern. The first issue is personal. “In many nations,” he says, “humanity is fully dependent on the Internet. Attacks against banks could destroy all records. Someone’s life savings could vanish in an instant. Hacking into hospitals could cost hundreds of lives if blood types were changed. And there are already 60,000 implantable medical devices connected to the Internet. As the integration of biology and information technology proceeds, pacemakers, cochlear implants, diabetic pumps, and so on, will all become the target of cyber attacks.” Equally alarming are threats against physical infrastructures that are now hooked up to the net and vulnerable to hackers (as was recently demonstrated with Iran’s Stuxnet incident), among them bridges, tunnels, air traffic control, and energy pipelines. We are heavily dependent on these systems, but Goodman feels that the technology being employed to manage them is no longer up to date, and the entire network is riddled with security threats. Robots are the next issue. In the not-too-distant future, these machines will be both commonplace and connected to the Internet. They will have superior strength and speed and may even be armed (as is the case with today’s military robots). But their Internet connection makes them vulnerable to attack, and very few security procedures have been implemented to prevent such incidents. Goodman’s last area of concern is that technology is constantly coming between us and reality. “We believe what the computer tells us,” says Goodman. “We read our email through computer screens; we speak to friends and family on Facebook; doctors administer medicines based upon what a computer tells them the medical lab results are; traffic tickets are issued based upon what cameras tell us a license plate says; we pay for items at stores based upon a total provided by a computer; we elect governments as a result of electronic voting systems. But the problem with all this intermediated life is that it can be spoofed. It’s really easy to falsify what is seen on our computer screens. The more we disconnect from the physical and drive toward the digital, the more we lose the ability to tell the real from the fake. Ultimately, bad actors (whether criminals, terrorists, or rogue governments) will have the ability to exploit this trust.

The third barrier is the superstitious belief that thinking irrational thoughts keeps the plane in the air. It is true that, if you have flown in the past, you worried and the plane arrived safely. You may even have “helped” by listening to every sound, counting the screws on the wings to see if any were missing, watching the faces of the flight attendants for any sign of panic, looking out the window for other planes that might be on a collision course with your plane, and so forth. Unfortunately, your hypervigilant behavior became linked to the safe arrival of the plane. Giving up your superstitious belief that your monitoring actually was the factor that ensured the safety of the flight may be more scary than flying itself. I can only assure you that you had nothing to do with the plane arriving safely. It is impossible for a relatively small person sitting inside the plane to hold up a modern jetliner that may weigh from 100,000 to 1,000,000 pounds. The air traffic control system and the onboard Traffic Alert and Collision Avoidance System (TCAS) keep the planes a safe distance apart, not your watchful behavior. Decide now to give up these irrational thoughts.

Just as airplane pilots must maintain contact with air traffic control towers, you and I must stay in touch with God—the one who sees the big picture of our lives and who orchestrates everything that involves us. He

For the children and youth in poverty from diverse cultural backgrounds who attend urban schools, having effective teachers is a matter of life and death. These children have no life options for achieving decent lives other than by experiencing success in school … Because it generates extremely high levels of emotional intensity, it [teaching in an urban school system] is more akin to being an air traffic controller than being a ‘schoolteacher’.

It's really important not to get upset because then the voices will get the upper hand and take over your mind. Things are needy. They take up space. They want attention, and they will drive you mad if you let them. So just remember, you're like the air traffic controller-no wait, you’re like the leader of a big brass band made up of all the jazzy stuff of the planet, and you’re floating out there in space, standing on this great garbage heap of a world, with your hair slicked back and your natty suit and your stick up in the air, surrounded by all the eager things, and for one quick, beautiful moment, all their voices go silent, waiting till you bring your baton down. Music or madness. It’s totally up to you.

But the Viet Cong did horrible things,” she said. “The people who shot you down could have been the ones who massacred children, raped women, disemboweled village elders, couldn’t they? Such things happened in Vietnam.” “How do you know that? From more Republican books?” “Don’t condescend to me, Julian. You know it’s true. ” Julian said, “I’m not sure I do know that. But if such things were done by the V.C., there was always a political rationale. Always.” His features were once again in repose. “There was a ‘political rationale’?” Emily said. “That explains everything?” Julian had no chance to answer before the radio emitted some incomprehensible message from air traffic control that required him to respond. But for Julian, Emily realized, it did explain everything.

The Federal Aviation Administration announces that, in response to a routine questionnaire, 63 percent of the nation’s air traffic controllers stated that their primary career goal was “to defeat the forces of the Planet Wambeeno.

The age-related decline among air-traffic controllers is so sharp—and the consequences of decline-related errors so dire—that the mandatory retirement age is fifty-six.

As unions flagged, business interests sensed an opportunity. Corporate lobbyists made deep inroads in both parties, launching a public relations campaign that blamed labor for the slump and pressured policymakers to roll back worker protections.[16] A national litmus test arrived in 1981, when thirteen thousand unionized air traffic controllers left their posts after contract negotiations with the Federal Aviation Administration broke down. When workers refused to return to work, President Reagan fired all of them. The public’s response was muted, and corporate America learned that it could crush unions with minimal blowback. In 1985, Hormel Foods, of Spam and Dinty Moore beef stew fame, cut worker pay in its Austin, Minnesota, plant from $10.69 to $8.25 an hour and kneecapped the strike that followed by hiring replacements. “If the President of the United States can replace strikers, this must be socially acceptable,” remarked one observer at the time.[17] And so it went, in one industry after another. As global trade expanded and plants shuttered, unions collapsed, and corporate interests made sure they remained weak.

I struggled out of bed, and turned on my laptop. There were twenty messages from Sholto. None were particularly friendly, though few of his missives ever were. The first read, ‘I see you’re in hospital. When you get out, download these files. Keep them safe. It could be important.’ I’m not sure why I followed his instructions, but I did. Day after day, I copied the files to my laptop, deleting all the documents, films, and music to make room. When the broadband stopped working, I used the government phone. By the time that stopped working, just after the evacuation began, I’d filled the laptop and the external hard drive on which I’d been storing our plans for the election campaign. I did look at some of the files before the power went out. I listened to the air-traffic control audio-feed from when Air Force Two went down. There were calls

Flight 1421 was going down. But by stopping all traffic, by turning all attention to them, everyone was saying: You’re not alone. Kit cleared her throat. “Appreciate that. Unable. We’re gonna be in the water.” The pilots stared at the approaching ocean as the radio crackled with dead air. Kit could imagine the controller looking to his colleagues. Knowing this would be the last conversation this flight crew ever had. “Ah, roger that,” the controller responded. His voice cracked. “We got you on radar. Coast Guard is standing by for rescue and recovery.” There was a pause. “Godspeed, fourteen twenty-one.” “Coastal fourteen twenty-one, good day,” Kit said, the traditional sign-off sounding more like a goodbye.

The city bus growled through the late morning, seeming to be out of control when it gained any speed at all, lurching to the curb at each of the frequent stops, air brakes sighing as though with exasperation, wallowing back into traffic that didn’t want to admit it, less like a motor vehicle than like some hoven beast asserting privilege by virtue of its size.

Americans flying in coach class subsidize the tycoon flying in a private jet, because air traffic control is financed by commercial tickets. Tax depreciation rules subsidize the purchase of private planes. Everybody knows about the cost of food stamps for the poor, but few people are aware that the median taxpayer is also subsidizing the corporate executives whose elegant French dinner is tax deductible.

He couldn’t spot them, and the minor foot traffic on the sidewalk was not enough to hide. They must have entered a building or alley. Rather than searching all of them, he let his nose do its job. Big breath in. Filter the smells. Aha. There, up the sidewalk a few more storefronts then into an arcade. The wolves that dragged her probably hoped to hide their scent and sneak out the back. Except Hayder knew this place. He knew where the door to the alley was, thus, when the steel door swung open, he stood there, arms crossed waiting for them. “Shit, he’s here. Get back inside,” the chubby one grunted. “Oh, don’t leave on my account. I insist you stay.” And to make sure they did, he kicked the door shut. The two thugs backed away from him, the one who needed to invest in a treadmill holding Arabella, who hung limp in his grasp, before him as a shield. She was alive. However, her eyes bore a resigned expression Hayder didn’t like at all. “Baby, are you all right? Did they hurt you?” The answer was moot. At this point, he was going to punish them no matter what, violently. They’d done the unforgivable when they’d taken Arabella and scared her. However, if they’d actually hurt her, or if she cried… We’ll make them wish their mother had a headache the night they were conceived. Rawr. Her reply emerged so soft he almost missed it. “I told you this would happen. They’ll never let me be free.” How utterly convinced she seemed and miserable. Totally unacceptable. “Don’t you dare take this without a fight,” he growled. The chubby one should have spent more time on expanding his mind instead of his waistline because he showed no sense at all when he said, “Bella here knows her place, and after the next full moon, it will be on her knees, serving the new alpha of the pack.” Hell no. Hayder didn’t even think twice about it. His fist shot out, and it connected to the idiot’s nose with a satisfying crunch, and that left one wolf. An even dumber wolf that seemed to think the switchblade he’d pulled out of a pocket and waved around would really make a difference. “Are you stupid enough to think you can take me with that puny knife?” Hayder couldn’t stem the incredulity in his query. “Stay back, cat, or else. It’s silver.” Silver, which meant painful if he got sliced with it. Harder to heal, too. But a three-inch blade wasn’t going to keep Hayder away from his woman. As beta, though, he did try to give the idiot a chance. Show patience before acting, or so he’d been taught as part of those anger management courses Leo made him take. Hayder employed one of the tricks to control impulsive acts. He counted. “Three.” “I’ll cut you.” Slash. Slash. The knifeman sketched lines in the air. “Two.” “I mean it.” “One. You’re dead.” Hayder took a step forward even as the last dumb wolf took a step back, one hand clamped around Arabella’s arm. Lightning fast, Hayder shot a hand out to grab the wrist of the guy wielding the knife. This fellow had slightly faster reflexes than his pack brothers and actually managed to score a line of red across his palm. The blood didn’t bother Hayder. ’Twas but a scratch. However, the coppery scent did something to Arabella. Up snapped her head. Her nostrils flared. Her brown eyes took on a wildness. Her lips pulled back in a snarl. “Don’t. Touch. Him!” With a screech, she turned on her captor and then proceeded to go rabid on his ass. How cool.

the federal government provided services that the private sector couldn’t or wouldn’t: medical care for veterans, air traffic control, national highways, food safety guidelines.

Sullenberger later wrote about [air traffic controller] Harten, "his words let me know that he understood that these hard choices were mine to make, and it wasn't going to help if he tried to dictate a plan to me.

all pilots and air traffic controllers have to speak English, no matter what their nationality.

The day-to-day management of the executive branch was falling apart before our eyes. Trump was all over the place. He was like a twelve-year-old in an air traffic control tower, pushing the buttons of government indiscriminately, indifferent to the planes skidding across the runway and the flights frantically diverting away from the airport.

Dan Creedon: To put 4,500 aircraft on the ground in places where they were not supposed to go—at the same time that the military is trying to get airborne and control the chaos—is an incredible feat of air traffic controllers and air traffic managers coordinating that.

To put 4,500 aircraft on the ground in places where they were not supposed to go- at the same tim ehe military is trying to get airborne and control the chaos- is an incredible feat of the air traffic controllers and air traffic managers coordinating that. I believe 700 landed within the first 10 minutes, and 3,500 within the first hour.

Soon after three o'clock on the afternoon of April 22nd 1973, a 35-year-old architect named Robert Maitland was driving down the high-speed exit lane of the Westway interchange in central London. Six hundred yards from the junction with the newly built spur of the M4 motorway, when the Jaguar had already passed the 70 m.p.h. speed limit, a blow-out collapsed the front nearside tyre. The exploding air reflected from the concrete parapet seemed to detonate inside Robert Maitland's skull. During the few seconds before his crash he clutched at the whiplashing spokes of the steering wheel, dazed by the impact of the chromium window pillar against his head. The car veered from side to side across the empty traffic lanes, jerking his hands like a puppet's. The shredding tyre laid a black diagonal stroke across the white marker lines that followed the long curve of the motorway embankment. Out of control, the car burst through the palisade of pinewood trestles that formed a temporary barrier along the edge of the road. Leaving the hard shoulder, the car plunged down the grass slope of the embankment. Thirty yards ahead, it came to a halt against the rusting chassis of an overturned taxi. Barely injured by this violent tangent that had grazed his life, Robert Maitland lay across his steering wheel, his jacket and trousers studded with windshield fragments like a suit of lights.

problem as I write this)—could easily moot many medical advances since 1918. Disease impact would also ripple through the economy to disastrous effect. With everyone from air traffic controllers to truck drivers out sick, just-in-time inventory systems would crash, supply chains would collapse, for lack of some part production lines would shut down, while schools and day-care facilities might close for weeks, and an overburdened “last mile” would limit the ability of people to work from home.

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