All status information, on every known flight in progress and every commercial plane on the ground, is transmitted from the 22 ARTCC's, (Air Route Traffic Control Centers) to an FAA Technical Center in Atlantic City and then sent by land and satellite to a DoT Systems Center. There, an array of DEC VAX super mini com- puters process the constant influx of raw data and send back an updated map across the ETMS every five minutes.
Chad zoomed in on the picture of the country into the DFW ap- proach area and confirmed that the airplanes in question were not appearing on the National Airspace System data fields or dis- plays. Something was drastically wrong.
"Chad, take a look here!" Another controller urgently called out.
His radar monitor had more bogies than Paul's. "I lost a Delta, too, 1258."
"What is it?"
"37."
"Shit," said Chad. "We gotta get these guys wide, they have to know what's happening." He called over to another controller. "Get on the wire, divert all traffic. Call the boss. We're closing it down." The controllers had the power to close the airport, and direct all flight operations from the tower. Air- port management wasn't always fond of their autonomy, but the tower's concern was safety at all costs.
"Another one's gone," said Paul. "That's three 37's gone. Have they had a recall lately?"
The ETMS operator asked the computer for a status on 737's else- where. "Chad, we're not the only ones," she said. "O'Hare and LAX have problems, too."
"OK, everybody, listen up," Chad said. "Stack 'em, pack 'em and rack 'em. Use those outer markers, people. Tell them to believe their eyes. Find the 37's. Let 'em know their transponders are going. Then, bring 'em down one by one."