air traffic controler

Air traffic control system desperately needs update, not upheaval.

The air traffic control system is one of the miracles of our infrastructure: an essential and silent cornerstone of modern transportation. Not only is it the largest and most complex air traffic system on earth, but it is the most egalitarian. It integrates little Textron Cessnas into the same airways as Airbus A380s and Boeing 747s. It manages flights to the smallest airports and the largest.

To know how it works and to have been involved with it as a pilot is to love the system, to venerate it and to want to see it survive. The system was celebrated in “Pushing Tin,” the 1999 film with John Cusack and Cate Blanchett.

But it is falling behind the times. Like so much of the infrastructure, it is getting old and has suffered from inadequate sustained funding for years. Attempts to modernize it have been haphazard, underfunded and subject to whims of contractors and Congress.

The first thing about the air traffic control system we have is that it works and it works safely. The second is that it is in real time: You can’t park airplanes in the sky while you fool with new ways of doing things.

The system’s governance has grown too sluggish and bureaucratic, but is the solution to create a corporation? Isn’t that the kind of thinking that gave us Amtrak?

The technical plans for the future of the air traffic control system come under the rubric of “NextGen.” That means using new technologies and changing from the present radar-based system to a GPS-based one. There is no doubt that it will be more efficient and get more airplanes into the sky and onto the ground with the same number of runways. FedEx has already proved that with a privately funded experiment in Memphis.

But NextGen will be a great upheaval. It involves converting from a system that works perfectly with humans at every stage to one that relies on advanced technology for the grunt work of air traffic separation.

It also will affect the air traffic controllers — the heroes of today’s system — who love what they do as much as the pilots who they direct. It is a band of brothers and sisters tied together by tension, excitement and the certainty that they make a difference and that what they do is unforgiving of sloth, stupidity or moodiness.

New systems will affect these extraordinary people bound together by the camaraderie of aviation — which is as strong a bond as I’ve ever found.

They will go, as airline pilots have, from being people who control things to people who manage systems; the art of air traffic control will be subsumed to the technology of air traffic control. No more seat-of-the-pants, just systems management. No more controllers like the one at JFK International Airport who told me in bad weather, “Get in here! I’ve got a hole.”

Or the controller at New York’s LaGuardia who said at 5 p.m., when a small plane was stuck behind our A380 and some other jets, and the jet wash was causing to the little plane difficulties, “Gentlemen, let me get the single out ahead of you, if you don’t mind.” Machines don’t do kindness, people do.

Now the future of the air traffic controllers and, for that matter, the future of the whole system is in President Donald Trump’s sights. Tighten your seat belts, turbulence ahead.

The case for privatization is that the Federal Aviation Administration is too bureaucratic to manage the changes in the system that are needed. It suggests that the current system is failing. It isn’t. But it is falling behind the technology available: Its computers are old, systems date back to the post-World War II era.

What the FAA’s system needs now is steady funding to facilitate the technological revolution. It doesn’t need a system that will favor the airlines, UPS and FedEx. Can a company be expected to treat the small, rural airport and the small airplane with the same care it does now when money is the rationale?

Surely, there are other ways of streamlining the FAA bureaucracy and guaranteeing multi-year funding without flying into the clear blue yonder of privatization.

In the dream, we are strangers knee to knee on a train. It’s the most we ever touch. I still write about you. I still end up here. There is something to be said for a love that refuses to melt. A love stored in the freezer, in a ziplock bag. Stashed behind the ice cube tray. Always waiting to be pulled out. Willing to thaw, to forgive like spring, to pick up right where it left off. You, cradling a phone in the crook of your arm. Me, crying about produce. You call, and I answer. You say, “Do you know what an air traffic control room looks like? All those switches and buttons blinking? When I hear your voice, everything lights up all at once for me. Nobody else does that.” I don’t say anything eloquent. So we’re back on the train, with the knees, only this time you’re looking me in the face and I’m staring out the window. What do you think happens when love gets left out too long?
—  Trista Mateer

ADDIS ABABA—Ethiopian Airlines is dispatching its first-ever flight operated by an all-female crew. The flight was scheduled to depart for Bangkok, Thailand, Wednesday night. The airline says it wants to promote women’s empowerment and encourage more African girls to pursue aviation careers.

Ethiopian Airlines CEO Tewolde Gebremariam said attracting more women to aviation jobs is one of the reasons for hosting the female flight, together with empowering women.

“It’s going to be very inspiring for all the women all over the world, aviation women and particularly the African woman. Because, as you know, here in the continent of Africa, we are lagging behind in women empowerment. So this is going to inspire all the school girls in Africa that they have a very bright future in the 21st century,” Gebremariam said.

The flight is being handled by women in every aspect – from planning, to aircraft maintenance, and from the pilots to air traffic controllers. Even upon arrival in Bangkok, all customs and immigration officers will be female.

Ethiopian Airlines says about one third of its employees are women. But the number is smaller when it comes to positions such as pilots and technicians.

-Romeo 359 (three-five-ni-ner), contact Iceland approach on 118.1
-Going to 118.1, Romeo 359, good evening.
- Iceland approach, Romeo 359, level Eighteen thousand.
- Romeo 359, Iceland approach, turn left heading two three zero, descend and maintain ten thousand.“
-Left to two three zero, down to ten thousand, Romeo 359
-Romeo 359, turn right heading zero six zero, descend and maintain six thousand, slow to two two zero knots.
-Right to 060, down to 6,000, slowing to 220 knots, Romeo 359
-Romeo 359, intercept the localizer runway two eight right, cleared ILS two eight right.”
-Cleared ILS two eight right, Romeo 359

(invented approach guideline based on actual SEP/SOP)


Batjokes Playlist 

Side A- My Darling Batsy

Seven Exodus/Tub Ring, I Can’t Decide/Scissor Sisters, Joker’s Song/Miracle of Sound, Sh’a Boom/The Crew Cuts, Down/Marian Hill, You’ll Be Back/Hamilton, Genghis Khan/Miike Snow, Happy Together/The Turtles, This is Love/Air Traffic Control, The Horror of our Love/Ludo, Only You/The Platters

Side B- My greatest Enemy

Kiss with a Fist/Florence & the Machine, Take me to Church/Hozier, Never Forgive Never Forget/The Dear Hunter, Closer/Nine Inch Nails, Neptune/Sleeping at Last, Bitter and Sick/One Two, I Found/Amber Run, Bad Romance/Lady Gaga, Time is Running Out/Muse

Original art from the cover of Batjokes Issue Project- edited by me

A lone, single-engine Cessna airplane enters restricted airspace. The pilot ignores air traffic control, so the plane stays on course. That’s when the F-16 fighter jet shows up outside the window with a warning call that blares over the radio: “You’ve been intercepted.”

This is what happened during a training exercise recorded by the Aircraft Owners and Pilots Association, and conducted by the Civil Air Patrol and the Colorado Air National Guard.

If Trump Is Traveling And A Pilot Strays, Fighter Jets Will Follow

Photo by Master Sergeant Mark W. Fortin/U.S. Air Force

The World’s worst mid-air collisions

While you’d imagine that with an almost limitless sky, collisions between aircraft should be almost impossible, the reality is that nothing is shorter than a straight line, and as such the skies are filled with a sort of invisible highways, pre-established flight paths between airports that all aircraft have to follow to get from point A to B in the most efficient, quick manner, this is why the following accidents managed to take place:

Charkhi Dadri mid-air collision

On 12 November 1996 over the village of Charkhi Dadri, to the west of New Delhi, India, two commercial aircraft, Saudi Arabian Airlines Flight 763, a
Boeing 747-100B, and Kazakhstan Airlines Flight 1907, a Ilyushin Il-76TD, collided in the approach path of Delhi’s airport, a narrow flight path used to both departures and arrivals, where a combination of pilot error on behalf of the Kazakh aircraft, lack of a modern radar in Delhi, and the airports extremely congested approach path lead to the loss of 349 people on board both planes, becoming the third deadliest aviation accident in history. 

Dniprodzerzhynsk mid-air collision

On 11 August 1979 over Ukraine, near the city formerly named Dniprodzerzhynsk, two Tupolev Tu-134A’s on scheduled domestic passenger flights, and both operated by Aeroflot, Aeroflot 65816 and Aeroflot 65735, collided while on cruise flight after an overworked and understaffed air traffic control made a series of communication and direction mistakes, ultimately culminating in a break down of communication and the subsequent crash, killing all 178 people on board both airliners.

Zagreb mid-air collision

On 10 September 1976, British Airways Flight 476, a Hawker Siddeley Trident, collided mid-air near Zagreb, Yugoslavia (now Croatia), with Inex-Adria Aviopromet Flight 550, a Douglas DC-9. The collision was the result of a procedural error on the part of Zagreb air traffic controllers, a combination of bad coordination and use of improper radio language, leading to the loss of all 176 people on board both planes. 

All Nippon Airways Flight 58

On 30 July 1971, a Japan Air Self-Defense Force (JASDF) Mitsubishi F-86F Sabre fighter jet collided with an All Nippon Airways Boeing 727-200 airliner, causing both aircraft to crash. All 162 occupants of the airliner were killed, while the Sabre pilot, a trainee with the JASDF, ejected before the collision and survived. The crash occurred after the fighter pilot, Technical Sergeant Yoshimi Ichikawa , which was practicing air combat maneuvers with his instructor in another Sabre, failed to monitor the air traffic around him, until his instructor realized the impending collision and ordered him to break away from the airliner, an order that came too late. 

Libyan Arab Airlines Flight 1103

On 22 December 1992, a Libyan Arab Airlines Boeing 727-200 took off from Benina International Airport near Benghazi on a domestic flight to Tripoli International Airport. At an altitude of 3,500 ft (1,067 m) during the aircraft’s approach to Tripoli airport, the aircraft disintegrated after allegely colliding with a Libyan Air Force’s MiG-23, resulting in the death of all 157 passengers and crew on the airliner, while the 2-man crew of the MiG ejected. 

This one, while still being classified as a mid-air collision, but after the fall of Gaddafi, the military pilot involved claims the airliner was ordered shot down by Gaddafi himself, in an attempt to show the west the consequences of the embargo imposed on Libya after the bombing of Pan Am flight 103.

Gol Transportes Aéreos Flight 1907

On 29 September 2006, a Gol Transportes Aeréos Boeing 737-800 collided in midair with an Embraer Legacy 600 business jet over the Brazilian state of Mato Grosso. All 154 passengers and crew aboard the Boeing 737 died when the aircraft broke up in midair and crashed into an area of dense jungle, while the Embraer Legacy, despite sustaining serious damage to its left wing and tail, landed safely with its seven occupants uninjured. The accident was caused by errors committed both by air traffic controllers, further compounded by lack of radar coverage over the area of collision, and by the American pilots on the delivery flight of the Embraer Legacy, whom failed to turn on their anti-collision system or TCAS, being unfamiliar with their brand-new aircraft. 

The NASA Village

Today in the NASA Village… Let’s Fly: Why Jet Training is Essential

Why do we train in jet trainer aircrafts? Many astronauts like myself, are selected for our scientific skills.  We also select some pilots too, but for those of us that have had no “operational” experience, T-38 is required training.

Flying in the T-38 was essential for adapting to unusual physical stresses (like higher than normal g-environments and wearing an oxygen mask), all the while being expected to read and follow checklists, communicate with my crewmates and the ground (Air Traffic Control), and prioritize real-time assessments of fuel and weather to ensure the safety of our crew. Extremely applicable training for space flight!

The T-38 is a two-engine jet that can hold two crew members and reach speeds as high as Mach 1.2, fly to heights of 50,000 feet (though 41-42,000 is much more common), and is used for aerobatic maneuvers to help the astronauts become adjusted to unusual attitudes that they will experience in the space flight.

Randy Watkins is one of the Mechanics at Ellington. You can see him assisting me to get ready for the flight.

“The job we do is a very unique opportunity. Working closely with America’s astronauts on a daily basis and sending them flying in our T-38 Talons is pretty awesome to say the least. And because everyone working with and for NASA are more than coworkers we are family, makes the seriousness of our job real with nothing taken for granted. This has been one of the best jobs I have ever had and hope and pray we continue to explore space for our future generations.”

Want to learn more about the T-38? Click here:

Do you want more stories?  Find our NASA Villagers here!

Emirates A380 over Arabian Sea on Jan 7th 2017, wake turbulence sends business jet in uncontrolled descent.

An Emirates Airbus A380-800, registration A6-EUL performing flight EK-412 from Dubai (United Arab Emirates) to Sydney,NS (Australia), was enroute at FL350 about 630nm southeast of Muscat (Oman) and about 820nm northwest of Male (Maldives) at about 08:40Z when a business jet passed underneath in opposite direction. The A380 continued the flight to Sydney without any apparent incident and landed safely.

The business jet, a MHS Aviation (Munich) Canadair Challenger 604 registration D-AMSC performing flight MHV-604 from Male (Maldives) to Abu Dhabi (United Arab Emirates) with 9 people on board, was enroute at FL340 over the Arabian Sea about 630nm southeast of Muscat when an Airbus A380-800 was observed by the crew passing 1000 feet above. After passing underneath the A380 at about 08:40Z the crew lost control of the aircraft as result of wake turbulence from the A380 and was able to regain control of the aircraft only after losing about 10,000 feet. The airframe experienced very high G-Loads during the upset, a number of occupants received injuries during the upset. After the crew managed to stabilize the aircraft the crew decided to divert to Muscat (Oman), entered Omani Airspace at 14:10L (10:10Z) declaring emergency and reporting injuries on board and continued for a landing in Muscat at 15:14L (11:14Z) without further incident. A number of occupants were taken to a hospital, one occupant was reported with serious injuries. The aircraft received damage beyond repair and was written off.

Oman’s Civil Aviation Authority had told Omani media on Jan 8th 2017, that a private German registered aircraft had performed an emergency landing in Muscat on Jan 7th 2017 declaring emergency at 14:10L (10:10Z) and landing in Muscat at 15:14L (11:14Z). The crew had declared emergency due to injuries on board and problems with an engine (a number of media subsequently reported the right hand engine had failed, another number of media reported the left hand engine had failed).

According to information on March 4th 2017 the CL-604 passed 1000 feet below an Airbus A380-800 while enroute over the Arabian Sea, when a short time later (1-2 minutes) the aircraft encountered wake turbulence sending the aircraft in uncontrolled roll turning the aircraft around at least 3 times (possibly even 5 times), both engines flamed out, the Ram Air Turbine could not deploy possibly as result of G-forces and structural stress, the aircraft lost about 10,000 feet until the crew was able to recover the aircraft exercising raw muscle force, restart the engines and divert to Muscat.

No radar data are available for the business jet, it is therefore unclear when the business jet departed from Male and where the actual “rendezvous” with the A380 took place. Based on the known time of the occurrence at 08:40Z as well as the time when the CL-604 reached Omani Airspace declaring emergency and landed in Muscat, as well as which A380s were enroute over the Arabian Sea around that time the most likely A380 was EK-412 and the “rendezvous” took place 630nm southeast of Muscat, which provides the best match of remaining flying time (2.5 hours) and distance for the CL-604 also considering rather strong northwesterly winds (headwind for the CL-604, tailwind for the A380s) - this analysis was confirmed on Mar 23rd 2017 by BFU information.

On Jan 7th 2017 there were also other A380-800s crossing the Arabian Sea from northwest to southeast: a Qantas A380-800, registration VH-OQJ performing flight QF-2 from Dubai to Sydney, was enrooted at FL330 about 1000nm southeast of Muscat and about 400nm northwest of Male at 08:40Z. An Emirates A380-800 registration A6-EDO performing flight EK-406 from Dubai to Melbourne, VI (Australia) was enrooted at FL350 about 470nm southeast of Muscat at 08:40Z. Another Emirates A380-800 registration A6-EUH performing flight EK-424 from Dubai to Perth, WA (Australia), was enrooted at FL350 about 350nm southeast of Muscat at 08:40z.

Air Traffic Control all around the globe have recently been instructed to exercise particular care with A380s crossing above other aircraft.

A number of Wake Turbulence Encounters involving A380s already reported:

Incident: Virgin Australia B738 near Bali on Sep 14th 2012, wake turbulence from A380
Incident: Air France A320 and Emirates A388 near Frankfurt on Oct 14th 2011, wake turbulence
Accident: British Airways A320 and Qantas A388 near Braunschweig on Oct 16th 2011, wake turbulence injures 4
Report: Antonov A124, Singapore A388 and Air France B744 near Frankfurt on Feb 10th 2011, wake turbulence by A388 causes TCAS RA
Report: REX SF34 at Sydney on Nov 3rd 2008, wake turbulence injures one
Incident: Armavia A320 near Tiblisi on Jan 11th 2009, turbulence at cruise level thought to be A380 wake

On Mar 18th 2017 an EASA safety information bulletin released stating:

With the increase of the overall volume of air traffic and enhanced navigation precision, wake turbulence encounters in the en-route phase of flight above 10 000 feet (ft) mean sea level (MSL) have progressively become more frequent in the last few years.

The aim of this SIB is to enhance the awareness of pilots and air traffic controllers of the risks associated with wake turbulence encounters in the en-route phase of flight and provide recommendations with the purpose of mitigating the associated risks.

The draft reasons:

The basic effects of wake turbulence encounter on a following aeroplane are induced roll, vertical acceleration (can be negative) and loss or gain of altitude. The greatest danger is an induced roll that can lead to a loss of control and possible injuries to cabin crew and passengers. The vortices are also most hazardous to following aircraft during the take-off, initial climb, final approach and landing.

However, en-route, the vortices evolves in altitudes at which the rate of decay leads to a typical persistence of 2-3 minutes, with a sink rate of 2-3 metres per second. Wakes will also be transported by wind.

Considering the high operating air speeds in cruise, wake can be encountered up to 25 nautical miles (NM) behind the generating aeroplane, with the most significant encounters reported within a distance of 15 NM. This is larger than in approach or departure phases of flight.

The encounters are mostly reported by pilots as sudden and unexpected events. The awareness of hazardous traffic configuration and risk factors is therefore of particular importance to anticipate, avoid and manage possible wake encounters. The draft issues following recommendations.

As precautionary measures, operators and pilots should be aware that:

- As foreseen in Reg. 965/2012 AMC1 to CAT.OP.MPA.170, the announcement to passengers should include an invitation to keep their seat belts fastened, even when the seat belt sign is off, unless moving around the cabin. This minimises the risk of passenger injury in case of a turbulence encounter en-route (wake or atmospheric).

- As indicated in ICAO PANS-ATM, for aeroplanes in the heavy wake turbulence category or for Airbus A380-800, the word “HEAVY” or “SUPER”, respectively, shall be included immediately after the aeroplane call sign in the initial radiotelephony contact between such aeroplanes and ATS units.

- When possible, contrails should be used to visualise wakes and estimate if their flight path brings them across or in close proximity.

- When flying below the tropopause altitude, the likelihood of wake encounter increases. The tropopause altitude varies (between days, between locations).

- Upwind lateral offset should be used if the risk of a wake encounter is suspected.

- Timely selecting seat belt signs to ‘ON’ and instruct cabin crew to secure themselves constitute precautionary measures in case of likely wake encounters.

In case of a wake encounter, pilots should:

- Be aware that it has been demonstrated during flight tests that if the pilot reacts at the first roll motion, when in the core of the vortex, the roll motion could be amplified by this initial piloting action. The result can be a final bank angle greater than if the pilot would not have moved the controls.

- Be aware that in-flight incidents have demonstrated that pilot inputs may exacerbate the unusual attitude condition with rapid roll control reversals carried out in an “out of phase” manner.

- Be aware that if the autopilot is engaged, intentional disconnection can complicate the scenario, and the autopilot will facilitate the recovery.

- Avoid large rudder deflections that can create important lateral accelerations, which could then generate very large forces on the vertical stabiliser that may exceed the structural resistance. Although some recent aircraft types are protected by fly-by-wire systems, use of the rudder does not reduce the severity of the encounter nor does it improve the ease of recovery.

- Make use of specific guidance available through AOM for their specific type(s)/fleet.

ATS providers and air traffic controllers should:

Enhance their awareness about en-route wake turbulence risk, key factors and possible mitigations, based on the information provided in this document and other relevant material. This could be achieved through flyers, e-learning, and refresher training module.

Possible risk mitigations may consist of:

- Make use of the wake turbulence category (WTC) indication in the surveillance label and/or the flight progress strip (whether electronic or paper), and observe closely separated aeroplanes that are at the opposite extremes of the WTC spectrum;

- As the best practice, provide traffic information, advising “CAUTION WAKE TURBULENCE”, when you identify that a ‘HEAVY’ or ‘SUPER HEAVY’ wake category traffic is climbing or descending within 15 NM of another following traffic;

- Manage en-route traffic crossings such as , when possible while preserving safe tactical management of overall traffic in the sector, avoiding to instruct climb or descend to ‘HEAVY’ or ‘SUPER HEAVY’ traffic within 15 NM distance from another following traffic;

- If at all possible, avoid vectoring an aeroplane (particularly if it is LIGHT or MEDIUM category) through the wake of a HEAVY or SUPER HEAVY aeroplane where wake turbulence may exist.

i really relate to the episode of malcolm in the middle where malcolm decides not to say anything smartassy for a week and then gets horrible ulcers akin to “a 50 year old air traffic control man” due to anxiety


The Clandestine World of Numbers Stations,

After the end of World War II and during the Cold War, there was a drastic increase in a phenomenon now known as “numbers stations”.  Numbers stations are shortwave radio stations which broadcast exceedingly odd and unusual broadcasts, such as a long list of numbers, a random list of letters, or a nonsensical list of words or phrases. It was not uncommon for such broadcasts to interrupt the communications of ham radio operators, truck drivers, air traffic controller, and shortwave radio enthusiasts.  Speculation grew as to what these numbers stations were used for, but the sudden increase in such shortwave traffic during the Cold War leads to only one plausible conclusion; that they are clandestine coded broadcasts used by governments to communicate with spies and other intelligence agents.  Today there are a number of shortwave radio hobbyists whose past time is to locate and identify the source of these numbers stations.  With certain equipment it is possible to trace a shortwave radio signal to its source, and with a given location it can be quite easy to infer whose is making the broadcasts.  For example, one of the most popular numbers station, known as the “Lincolnshire Poacher Station”, was traced to the Royal Air Force Base in Akritiri, Cyprus.  Thus it is logical to assume that the British Government had some role in its broadcasts between 1988 and its closure in 2008.  Over several decades scores of stations have been identified belonging to the US, British, Russian/Soviet, Israeli, French, German, and numerous other governments. All of course, deny knowledge of such broadcasts.

When the Cold War ended in 1989, the number of numbers stations decreased drastically.  While today numbers stations are still common, they are nowhere near as common as they were during the Cold War.  Along with the end of the Cold War, the invention of new communication methods which are more advanced and more secure could explain the decrease in the use of numbers stations.    More and more numbers stations are becoming commonly used by less powerful nations such as North Korea and Cuba.  Cuba especially has been known as a prolific shortwave radio user, albeit not a very effective one as dozens of Cuban spies have been rooted out and prosecuted using shortwave radio messages as evidence (see the Attencion Spy Case and The Miami Five).  In addition, many numbers stations today have been found to belong to non-governmental groups, such as rebel groups, freedom fighters, terrorists, drug cartels, and organized crime. 

Decommissioned air traffic control computers? Yeah, they run Doom and Quake.

As reported by @obscuritory:

MAGFest 2017 had an old tech museum with a bespoke tribute to id Software, including a networked 8-computer setup for playing multiplayer FPSes. But rather than hooking up normal desktops, the organizers used devices originally intended for air traffic control. These giant bricks, which look like external hard drives with a bunch of ports glued on the side, came with surprisingly powerful GPUs given their original purpose. They ran Windows XP, and with everything air traffic-related ripped out, they make for solid, portable Doom and Quake machines.

It’s unclear how the staff even got these things, but rest well knowing that the machines that watch our skies can also serve agitating skeletons.

Thinking of You (JakexMC, slight SeanxMC)

Summary: It’s two years after the events on La Huerta (Book 1 of Endless Summer), but not everyone made it off the island.MC is preparing for her big day, but instead of happiness, she experiences a rollercoatser of emotion as she comes to terms with what is and what could have been.

Warnings: Major character death, overwhelming sadness (I hate myself for writing this)

Pairing: JakexMC, slight SeanxMC

*AUTHOR‘S NOTE* HI all! This is my first fanfiction in a really long time (over a year since I’ve done any writing), so I apologize if it’s terrible! It’s a song fic based off of Katy Perry’s “Thinking of You” so listen to that for maximum feels! This is also my first entry for ChoicesCreate (Passion led us here), so yay! I’ve been a little afraid of posting an entry for one of these, but I finally did it! I just want to say thank you to  hollyashton for putting this event together. I love seeing the creativity in this fandom. I also want to thank pb-boeboe for hosting this week! Feedback is definitely welcome, and I hope y’all enjoy! Disclaimer: I do not own the artwork, characters, or songs used. They belong to their respective owners.

You sat on the window seat, gently leaning your head against the cool glass. The sun shined brightly and the sky was clear, but you could help but feel as if it was full of storm clouds, and if you waited long enough, you’d see a hurricane hit. These warm, sunny days were the worst, because it made you think back to those first few days on La Huerta, before everything had come tumbling down. Before your heart had been torn from your chest, and you had to pretend like it had never happened.

There was a tug in your chest as you thought about how the color of the sky matched his eyes—his beautiful, mischievous eyes that had once held more life than any others you had ever seen. That was before— A knock at the door pulled you out of your thoughts. Diego gives you a big smile as he enters the room.

“What the hell are you doing? You’re gonna ruin your hair, pushing it up against the glass like that! And that’s not something we want, because Michelle will go full on Psycho and kill everyone in this building if you mess up her creation.”

“You bet I will,” Michelle retorted as she joined you and Diego. “I sent hours perfecting your hair, so not even a hair better be out of place.”

You chuckled as you rose to your feet, straightening out your gown.

“Ready?” Michelle asked.

“As ready as I’ll ever be,” you replied, a flash of doubt crossing your mind as you walked to the door.

Keep reading

❝ So open your eyes; you’re someone strong.❞

i have no idea how many people use 8tracks anymore but thats okay!!! its mostly just for me but i figured id share
the second song on there is my big Red Song™….

☆ Roundtable Rival - Lindsey Stirling  ☆  Blame - Air Traffic Controller  ☆ The Walker - Fitz and the Tantrums  ☆  I Lived - Onerepublic  ☆  The Kids Aren’t Alright - Fall Out Boy  ☆  Fighting On - I Fight Dragons ☆    Hello, World! - Bump of Chicken  ☆  Kings and Queens - Thirty Seconds to Mars  ☆

☆ Listen ☆

Remote control: air-traffic staff to work 80 miles away from the airport | The Independent

London City says the move to a ‘virtual tower’ will make flying safer and more efficient

London City is to become the first airport in Britain without a staffed air-traffic control tower. From 2019, pilots using the Docklands airport will be directed by staff based 80 miles away in rural Hampshire. And the airport says moving the eyes on the skies to a remote location will make flying safer and more efficient.