Factor
Woodstock, VA
Male, 65
My life in ATC began with 4 years Air Force then another 30 years with the Federal Aviation Admin. working tower & radar at some big international airports. I fought in the 1981 war with PATCO, survived the strike and kept a job that was just too exhilarating to walk away from. While there was nothing better than working airplanes, I did move on through several air traffic supervisory and management positions. It was a long, crazy career but I wouldn't trade a moment of it for love or lucre!
Good question. Yes, I believe such technology is possible and actually inevitable for military applications. It could also be used for civilian air travel but I’m not so sure it would be a cost effective way to fly. The first generation of supersonic commercial aircraft, such as the British Airways Concorde, were never very profitable. They were relatively small inside, uncomfortable and capable of carrying far fewer passengers than a Boeing 747. Yet ticket prices were many times higher than that of a conventional international flight.
If I had to fly from NY to LA; I think I’d just leave a bit earlier on a standard jet liner. The money I saved could get me some fine dining and/or shopping in Manhattan!
Cheers,
Factor
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Thanks for your questions. They’re good ones and they bring back a few memories!
In my world, which was a terminal facility where controllers were required to work in both the tower and radar room (a configuration that the FAA is moving away from), there was one Supervisor in the tower cab. Down in the radar room there was at least one Supervisor walking the floor and sometimes two if the demand required it. The day and evening shifts also had a second line Supervisor known as an Area Manager who manned the desk and was responsible for the entire operation. Although job titles have changed, you’ll still find a first line supervisor in most towers, plus a number of them in the radar room. That number will vary depending on how many control positions there are in the room.
Controllers didn’t disagree with each other very often but when they did; the exchange could become pretty intense! Sometimes these differences would be worked out later on in the break room or somewhere else after the shift ended.
In the thick of battle, Supervisors would often ‘ask’ controllers to do certain things they felt would facilitate the movement of traffic. Being able to circulate among all the control positions, a good Supervisor was able to maintain an overall picture of what was going on and act on that knowledge. Individual controllers needed to focus on their own area of responsibility and didn’t have the broad perspective Supervisors had. We were free to disagree with a Supervisor’s direction but compliance was mandatory; unless we were willing to face a charge of insubordination. That didn’t happen very often.
At one time in the late 1970s, there was an Article in the Professional Air Traffic Controller Organization (PATCO) Contract with FAA that attempted to address professional disagreements between controllers and Supervisors. The Article absolved the controller of responsibility for any negative outcomes that might occur from following the Supervisor’s order. It worked like this. If a Supervisor ordered you to do something either you or the union believed was unsafe; you would inform him or her that you were invoking that Article. Then you’d comply with the order. I never actually saw anything go wrong in these situations. In those days of constant friction between PATCO and FAA, I think that Article was simply a way for controllers to poke Management in the eye. It made some some people feel better but had no tangible effect on things.
Thanks again,
Factor
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I had to think a while about that one Peter! You may be referring to traits like my graying hairs (there’s a story behind each one) and my nervous tic or skills such as the ability to drive a stick-shift VW Beetle home after a midnight shift while drinking a quart of beer held between my legs. I never spilled a drop and, by the time I got home, I’d feel mellow enough to fall right to sleep. Being able to get around eight hours of sleep during the daytime was an essential ATC skill if your job was to stay up most of the night! But seriously...
I believe the real answer to your question is that most controllers already had many of the necessary traits and skills needed before they entered the ATC profession. For example; the ability to work under extreme pressure cannot be learned on the job. There is no time to teach someone how to be more analytical, cautious, focused, etcetera when they are struggling to learn the unique skills of ATC work.
As to using one’s acquired ATC skills outside of work? Unlike doctors, plumbers, programmers and such, who can still practice their unique skills after ‘clocking out’ for the day , a controller’s ability to handle air traffic is of absolutely no use off the job. You’ll never find us in the Yellow Pages. What I did take away with me after work was the often annoying sense of urgency and impatience I acquired over years of working airplanes. Not generally useful, marketable or necessarily a good thing. Still, ATC was the only job for me. Although I tried my hand at a few other things before becoming a controller, I could never have made a career of them. I think we’re all cut out to be something – artist, air traffic controller, worrdsmith or whatever. If we’re lucky, we discover our true niche in life before it’s too late. I was lucky!
Thanks for writing!
Factor
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Thanks for your question and I really appreciate the compliment!
Although I cannot tell you what the gender ratio is these days; I can tell you there were no women in the Air Force towers I worked at during the Vietnam era. There were two female controllers and about 80 male controllers at the first FAA facility I worked in. The number of women gradually increased but not dramatically. By the time I transferred out (about nine years later), there were six to eight women onboard. One was fired during the 1981 strike. Damned shame too. She was an awesome controller.
The strike actually brought a significant influx of women into our workforce. When I arrived at my next facility in 1983, about 10% of controllers were women. That number grew significantly through the years and when I left there in the mid-nineties, both the Facility Manager and Assistant Manager were women.
I’m sure that, even today, the majority of controllers are male. I can only guess that’s because more women are not applying for the job. It is a tough, intimidating, male dominated and testosterone fueled profession but I can say the female controllers I worked with were among the best.
On my blog (the link is on my profile above)You can read about two of the women I worked with. Look for an entry I made on 01/12/12 titled "On Politics, Passing Acquaintances And Change." Skip down about eight paragraphs if you like and look for the part where I talk about Bonnie and Clare.
Thanks again!
Factor
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How much we got paid depended on who you asked. It’s probably the same story today. Some will say “Not nearly enough” and others will say “Too much!” I was always happy with my salary but never complained when I got a raise! Controller pay rates have changed through the years but their earning potential is still among the highest for Civil Service workers.
Salaries vary depending on where a controller works. Those who work at low traffic density airports don’t make nearly as much as those who work in very busy facilities like Atlanta, Dallas or Washington. Starting out at the GS-7 grade, the annual base pay is about $33,979.00. Controllers who end up in one the busiest facilities can work their way up to the GS-14 level; making as much as $110,104.00 in base pay. The highest supervisor grade (GS-15) can make $129.517.00. To those base salaries, add on extra money controllers make for working nights, Sundays, holidays and other premium pay situations that bump those annual totals higher. Keep in mind, I am referring to Federal ATC positions. There are a number of private ATC companies supplying controllers to facilities that don’t meet the criteria for FAA controllers.
To your second question – Yes, everyone in the control room is or once was a controller. First line management(supervisors) work directly with controllers and are required to stay proficient on the control positions. Falling into the “was” category would be the second line management folks who are responsible for the entire shift but are no longer required to control traffic. A desk job.
Thanks for asking!
Factor
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You’ve asked an easy question B.T. but the answer makes me very uneasy! When people work within a system for years, decades and careers, they accept the technology in use and rarely consider its vulnerabilities. That’s good in a way because understanding just how fragile something is could be distracting or, at worst, make you brood over it. If you do a lot of flying; I hope my answer doesn’t have those effects on you.
The FAA does not encrypt voice communications between pilots and controllers. They both use “standard radio frequencies” in the very high frequency (VHF) range for most ATC functions. The frequencies used are widely published and available to anyone; as is the radio equipment required to transmit and receive on them. This lead to an unexpected situation in 1981, after the Professional Air Traffic Controllers Organization (PATCO) went on strike against the FAA. Things didn’t go well for the union and, as the strike dragged on, they grew increasingly determined to convince the public that non-striking controllers were dangerously incompetent. Plans were made and here’s what happened next.
Reports started coming in of ‘phantom controller’ radio transmissions to pilots during critical phases of flight. For example; an airliner about to land might be suddenly waved off or a plane might be cleared for takeoff just as another was about to land. Anything to create confusion. These incidents were perpetrated by striking controllers, using their own radios tuned to our control frequencies. They’d sit, somewhere near the airport where they could watch and listen. Then, at the right moment, they’d transmit bogus instructions. As former controllers, they knew exactly what to say and when to say it. Of course the pilots initially thought it was us! Fortunately, this didn’t go on for long after the FBI got involved.
Thanks for writing!
Factor
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Thanks for writing, Matthew. I am glad to hear you are working on your instrument rating. It’s a great way to build confidence in your airmanship! Once you receive your rating you’ll have more options when it comes to traveling between points A and B. Just take it slow for a while after your check-ride. Getting an instrument rating doesn’t necessarily mean you’re ready for long flights in actual IFR conditions; especially if you are flying solo! As you may have already noticed, cockpit workload is much higher on an IFR flight plan. If possible, take a qualified friend along as an extra set of eyes, ears and hands.
To your question, it is definitely possible to practice Departure Procedures (SIDs) and Standard Terminal Arrivals (STARs) in conjunction with your flight plan. When published for a particular airport; SIDs and STARs are usually the ‘default’ setting with ATC. If you don’t include them in your flight plan, they may be assigned anyway. They can be difficult to avoid unless you add “SSNO” (pilot cannot accept SIDs or STARs) to your remarks section.
Assuming such procedures are published and available for your departure and arrival airports and you want to fly them, you should include them in your flight plan (FP). You might even add a remark to the FP regarding instrument training. That will indicate to ATC that you need to practice the procedures you filed. Many controllers besides myself held Instrument ratings and I’m sure many still do. It helps them better understand “the big picture.” Your remark should resonate as they’ve experienced the critical training you’re now going through.
If, when you receive your IFR clearance, it does not include the SID you filed for; advise the controller you’d like to fly that procedure if possible. Same with the STAR arrival. When enroute, if ATC offers a shortcut or takes you off your planned route for another reason, let them know you’d like to fly the full arrival procedure if possible. I’ll put a qualifier on that though . . .
One of the most important skills any pilot who deals regularly with ATC can learn is the ability to estimate your controller’s workload. If you hear a lot of other planes on the frequency, the controller sounds a bit harried or is handling a specific issue at the time – it might not be a good idea to make special requests. It’s a judgment call, I know. Just try not to limit your listening to the transmissions directed at you. There is much to learn by being aware of what is going on around you.
Finally, listen to your instructor! If he or she disagrees with anything I’ve said here – go with your instructor’s guidance! They hold all the cards until you’ve completed your check ride.
Thanks for writing!
Factor
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