Air traffic controllers are people trained to maintain the safe, orderly and expeditious flow

of air traffic in the global air traffic controlsystem. The position of air traffic controller is one
that requires highly specialized knowledge, skills, and abilities. Controllers applyseparation
rules to keep aircraft at a safe distance from each other in their area of responsibility and
move all aircraft safely and efficiently through their assigned sector of airspace, as well as
on the ground. Because controllers have an incredibly large responsibility while on duty
(often in aviation, "on position") and make countless real-time decisions on a daily basis,
the ATCprofession is consistently regarded around the world as one of the most mentally
challenging careers, and can be notoriously stressful depending on many variables
(equipment, configurations, weather, traffic volume, human factors, etc.). Many controllers,
however, would cite high salaries,[1][2][3] and a very large, unique, and privileged degree
of autonomy as major advantages of their jobs.
Although the media in the United States frequently refers to them as air controllers,
or flight controllers, most air traffic professionals use the term air traffic controllers. They
are also called air traffic control officers (ATCOs), air traffic control specialists, or
simply controllers. For a more detailed article on the job itself, please see air traffic control.
Contents
[hide]

1Military Air Traffic Control

2Features of the job

o

2.1Core skills of a controller

2.2Area or en route

2.3Aerodrome or Tower

2.4Civilian/military - public/private

2.5Education

2.6Work patterns

2.7Age restrictions

2.8Stress

2.9Computerization and the future

3Changes made in 2014

4See also

5References

6External links

Military Air Traffic Control[edit]

Military Air Traffic Control offers an even greater challenge, especially those controls that
control the airspace around Navy Aircraft Carriers. Not only do Navy Air Traffic Controllers
conduct full service ATC operations for military aircraft but they have to do it to a runway
that is constantly moving.

Features of the job[edit]

Core skills of a controller[edit]
Air traffic controllers are generally individuals who are well organized, are quick with
numeric computations and mathematics, have assertive and firm decision making skills, are
able to maintain 'their cool' and composure under pressure, and possess an excellent shortterm memory. Through numerous studies throughout the decades, it has been successfully
demonstrated that traffic controllers usually have a superior visual memory, and in addition,
studies have shown that air traffic controllers generally have a degree ofsituational
awareness that is significantly better than the population average. In 'games' involving
short-term memory, peer-induced stresses, and real-time risk analysis, air traffic control
specialists scored better than the control group in every experiment. Excellent hearing
and speaking skills are a requirement, and trainees undergo rigorous physical and
psychological testing.
Moreover, the position of the air traffic controller requires some of the strictest medical and
mental requirements for any profession in the world; conditions such
as diabetes,epilepsy, heart disease, and many mental disorders (e.g., clinical
depression, ADHD, bipolar disorder, a history of drug abuse) almost always disqualify
people from obtaining medical certification from the overseeing aviation authority. Almost
universally, controllers are subjected to rigid medical and mental exams to ensure safety in
the air traffic system. In the United States, for example, all air traffic controllers are required

to take and pass a Minnesota Multiphasic Personality Inventory before being hired by
the Federal Aviation Administration. Conditions such as hypertension, while not
disqualifying, are taken seriously and must be monitored with medical examinations by
certified doctors. Controllers must take precautions to remain healthy and avoid certain
medications that are banned for them. Many drugs approved by the U.S. Food and Drug
Administration(FDA) such as SSRI antidepressants and benzodiazepines, are banned.
Almost universally, trainee controllers begin work in their twenties and retire in their fifties.
This is due to an FAA requirement that trainees begin their training at the Academy no later
than their 31st birthday, and face mandatory retirement at age 56. [4]

Air traffic controller at Amsterdam Airport Schiphol, Netherlands

Communication is a vital part of the job: controllers are trained to focus on the exact
words that pilots and other controllers speak, because a single misunderstanding about
altitude levels or runway numbers can have tragic consequences. Controllers communicate
with the pilots of aircraft using a push-to-talk radiotelephony system which has many
attendant issues, such as the fact that only one transmission can be made on a frequency
at a time and can either merge or block each other and become unintelligible.
Although local languages are used in ATC communications, the default language of aviation
worldwide is English. Controllers who do not speak English as a first language are generally
expected to show a certain minimum level of competency with the language.
Teamwork plays a major role in a controllers job, not only with other controllers and air
traffic staff, but with pilots, engineers and managers.

Area or en route[edit]
Area controllers are responsible for the safety of aircraft at higher altitudes, in the en route
phase of their flight. In most nations they are known as "area" or "en route" controllers. Area
controllers are responsible for specific sectors of 3D blocks of airspace with defined
dimensions. Each sector is managed by at least one Area controller. This can be done with

or without the use of radar: radar allows a sector to handle much more traffic;
however, procedural control is used in many areas where traffic levels do not justify radar or
the installation of radar is not feasible. In the United States, En-Route controllers work at Air
Route Traffic Control Centers or ARTCCs. In other countries, area controllers work inArea
Control Centers, controlling high-level en-route aircraft, or Terminal Control Centers, which
control aircraft at climbing and descending altitudes from major groups of the airports.

Aerodrome or Tower[edit]
Aerodrome or Tower controllers control aircraft within the immediate vicinity of the airport
and use visual observation from the airport tower. The tower's airspace is often a 5-nauticalmile (9.3 km) radius around the airport, but can vary greatly in size and shape depending on
traffic configuration and volume.
The tower positions are typically split into many different positions such as Flight
Data/Clearance Delivery, Ground Control, and Local Control (known as Tower by the pilots);
at busier facilities, a limited radar approach control position may be needed.
The roles of the positions are;

Flight Data/Clearance Delivery: Issues IFR flight plan clearances, obtains squawk
codes for vfr aircraft, helps with coordination for GC/LC, and cuts the ATIS (weather).
FD/CD is commonly known in the profession as the secretary of the tower.

Ground: Issues taxi instructions and authorizes aircraft/vehicle movements on the

airport except the active runway(s); controllers are not responsible for aircraft movement
on ramps or other designated non-movement areas.

Local (Tower): Issues takeoff and landing instructions/clearances and authorizes

aircraft/vehicle movements on or across runways.

Approach: Issues instructions to aircraft who are intending to land at the airport. This
involves vectoring aircraft in a safe, orderly, and expeditious manner and, if needed,
stacking the aircraft at different holding altitudes.

Civilian/military - public/private[edit]
A military air traffic controller works approach control in Carrier Air Traffic Control Center (CATTC)
aboard theNimitz class aircraft carrier USS Abraham Lincoln (CVN 72).

Civilian air traffic controllers,Memphis International Airport, 1962

Most countries' armed forces employ air traffic controllers, often in most if not all branches
of the forces. Although actual terms vary from country to country, controllers are usually
enlisted.
In some countries, all air traffic control is performed by the military.[5] In other countries,
military controllers are responsible solely for military airspace and airbases; civilian
controllers maintain airspace for civilian traffic and civilian airports. Historically, in most
countries, this was part of the government and controllers were civil servants. However,
many countries have partly or wholly privatized their air traffic control systems; others are
looking to do the same.

Education[edit]
Civilian Air Traffic Controllers' licensing is standardized by international agreement
through ICAO. Many countries have Air Traffic Control schools, academies or colleges,
often operated by the incumbent provider of air traffic services in that country, but
sometimes privately. These institutions are structured to provide training to individuals
without any prior air traffic control experience. At the completion of academic training, the
graduating student will be granted an Air Traffic Control license, which will include one or
more Ratings. These are sub-qualifications denoting the air traffic control discipline or
disciplines in which the person has been trained. ICAO defines five such ratings: Area
(procedural), Area Radar, Approach (procedural), Approach Radar and Aerodrome. In the
United States, controllers may train in several similar specialties: Tower, Ground-Controlled
Approach (GCA), Terminal Radar Control, or En route Control (both radar and non-radar).
This phase of training takes between 6 months and several years.
Whenever an air traffic controller is posted to a new unit or starts work on a new sector
within a particular unit, they must undergo a period of training regarding the procedures
peculiar to that particular unit and/or sector. The majority of this training is done in a live
position controlling real aircraft and is termed On the Job Training (OJT), with a fully

qualified and trained mentor or On the Job Training Instructor (OJTI) also 'plugged into' the
position to give guidance and ready to take over in a second should it become necessary.
The length of this phase of training varies from a matter of months to years, depending on
the complexity of the sector.
Only once a person has passed all these training stages they will be allowed to control a
position alone.

Work patterns[edit]
Typically, controllers work "on position" for 90 to 120 minutes followed by a 30-minute
break. Except at quieter airports, Air Traffic Control is a 24-hour, 365-day-a-year job where
controllers usually work rotating shifts, including nights, weekends and public holidays.
These are usually set 28 days in advance. In many countries, the structure of controllers'
shift patterns is regulated to allow for adequate time off. In the UK the most common pattern
is two mornings, two late afternoons and two evenings/nights followed by four-day break. [6]

Age restrictions[edit]
If employed by the FAA, the latest one can start training is usually age 30, and retirement is
mandatory at 56 years of age. However, retired military air traffic controllers may qualify for
appointment after reaching 31 years of age. [7]
With NATS, the minimum age to start the application and training is 18 while the mandatory
retirement age is 60.[8] If an 18-year-old joins and is successful then they will have to be
posted to an Area course which will ensure they are 21 years old on graduation, thus old
enough to hold a radar licence.[6]

Stress[edit]
Many countries regulate work hours to ensure that controllers are able to remain focused
and effective. Research has shown that when controllers remain in position for more than
two hours without a break, performance can deteriorate rapidly, even at low traffic levels. [9][10]
[11]

Many national regulations therefore require breaks at least every two hours. A "deal" is

the term used for any situation where an airplane comes inappropriately close (either
horizontally or vertically) to another plane or to a ground vehicle. Deals can also occur
between aircraft and airspace, if authorization is not granted.

Computerization and the future[edit]

See also: Next Generation Air Transportation System

Despite years of effort and billions of dollars spent on computer software designed to assist
air traffic control, success has been largely limited to improving the tools at the disposal of
the controllers, such as computer-enhanced radar. It is likely that in the next few decades,
future technology will make the controller more of a systems manager overseeing decisions
made by automated systems and manually intervening to resolve situations not handled
well by the computers, rather than being automated out of existence altogether.
However, there are problems envisaged with technology that normally takes the controller
out of the decision loop but requires the controller to step back in to control exceptional
situations: air traffic control is a skill that has to be kept current by regular practice. This in
itself may prove to be the largest stumbling block to the introduction of highly automated air
traffic control systems.
User acceptance or willingness to use such technology is another important consideration
air service providers need to consider prior to implementing any new technology. In a recent
study with over 500 air traffic controllers from around the world, Bekier and
colleagues[12] found that once the locus of decision-making shifts from the air traffic
controller, support for the technology dramatically decreases. Unsurprisingly, they also
found that air traffic controllers enjoy the core tasks of their role: namely, conflict detection
and resolution.[13]

Changes made in 2014[edit]

In 2014, it was reported that in the United States, the Federal Aviation Administration had
stopped giving preferential treatment to air-traffic controller applicants who had passed
classes from the 36 FAA-approved college aviation programs across the U.S., because too
many of the people who passed these classes were white males. At the same time, the FAA
also stopped giving preference to applicants who were military veterans with aviation
experience. Under the new system, applicants were asked how many different high school
sports they had participated in.[14][15][16]