Air traffic controller


An air traffic controller is a person responsible for the coordination of air traffic within controlled airspace. Typically they work in area control centers or control towers, where they monitor aircraft movements and maintain direct communication with the pilots.
The profession dates back to the early 20th century, evolving alongside advances in aviation and radar technology to meet the growing demands of air travel.
It is considered to be highly demanding and stressful, requiring continuous decision-making and adaptability, often under time pressure. Factors such as unfavorable work schedules, high responsibility and the reliability of equipment further influence workload and stress levels. Despite these challenges, the role offers competitive salaries and strong job security, which are often cited as key benefits.

History

Origins

Air traffic controlling dates to the early 1920s in the UK; the first control tower was established on 25 February 1920 at Croydon Airport. In 1922 Jimmy Jeffs was issued the first Air Traffic Control License. In the US, Archie League is regarded as the first air traffic controller and was hired by the city of St. Louis in 1929 to prevent collisions. Early controllers relied on simple visual signaling methods such as flags to communicate with pilots.

Introduction of radar and radio communication

In 1930 Cleveland Airport opened the first tower using two-way radio communication and in 1946 Indianapolis International Airport became the first civilian airport to have radar installed. This allowed controllers to monitor aircraft positions in real-time, even in poor visibility conditions. Together with radio communication with the pilots, this laid the foundation for Ground Control Approaches and later Instrument landing system. These innovations fundamentally changed the profession of air traffic controllers from guidance and ground controlling to actively guiding planes that are already in the air and making sure they land safely.

Developments until today

Since the introduction of radar in the 1950s, the field of air traffic control is still undergoing major innovations; Automatic Dependent Surveillance–Broadcast technology is being expanded world wide providing even more accurate position information to the controller providing them with more advanced assistance systems.

Future prospects

With new technologies such as artificial intelligence emerging, efforts to automate certain tasks of ATCs began.
The focus of the industry is on the development of assisting and predicting artificial intelligence tools as well as the automation of repetitive tasks rather than attempts to replace the controllers. There is a consensus among developers and airport operators that, in the foreseeable future, air traffic controllers will tend to be more of a system manager overseeing decisions made by automated systems and intervening to resolve unexpected situations, which is currently one of the most difficult tasks for artificial intelligence, making full replacement unlikely. One challenge with partially automated workflows is the potential for skill and knowledge disintegration due to reduced daily practice. One possible solution is the use of computer-based training or simulation technologies to maintain continuous learning and proficiency.
An alternative approach to modernization is the implementation of fully digital remote and virtual towers. This method replaces the conventional physical control tower with remote facilities utilizing digital technologies and information dense, virtual environments to manage air traffic operations. Significant progress has already been made in this area, with the first remotely controlled tower having opened in Sweden in 2014.
Another concern is the acceptance or willingness by the controllers to use such technology. In a study with 500 air traffic controllers Bekier et al. found that as soon as the focus of decision-making shifts away from the air traffic controller, support for the technology dramatically decreases.

Roles

Area controllers

Area controllers oversee aircraft at higher altitudes, in the en-route phase of their flight surrounding busier airports and airspace. In contrast to tower controllers, their job is dominated by the discovery of conflicts. Area controllers may also handle aircraft at lower altitudes as well as air traffic around small airports that do not have their own towers or approach 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, known as an "R-side" controller that handles radio communications. During busier times of traffic, there may also be a second area controller, known as a "D-side", assigned to the same area in order to assist the R-side 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, such as over oceans.
Area controllers operate within area control centers, also known as centers or en-route centers. where they are controlling high-level en-route aircraft. In the US, these facilities are specifically referred to as Air Route Traffic Control Centers. Area controllers can also work in terminal control centers, which control aircraft climbing from or descending to major groups of airports.

Aerodrome or tower

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 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 ; 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.
  • Ground: Issues taxi instructions and authorizes aircraft/vehicle movements on the airport except the active runway; controllers are not responsible for aircraft movement on ramps or other designated non-movement areas.
  • Local : 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

Civilian ATCs handle commercial and general aviation such as airliners and private jets while military controllers usually oversee airspace or airports of armed forces. Some civilian airports are part of military airports and therefore serviced by military controllers also known as joint-use. In some countries all air traffic controlling is handled by the military and all controllers are soldiers.

Public/private

Historically, most controllers were civil servants. While in many countries still have public ATC services, some have implemented mixed or fully privatized models. For example, Canada was the first country to fully privatize its air traffic control services. Globally, the trend toward privatization varies.

Working conditions

Work patterns

Typically, controllers work between 90 and 120 minutes followed by a 30-minute break. Except at smaller airports with little air traffic volume, air traffic control operates nonstop, requiring controllers to work rotating shifts that include nights, weekends, and public holidays. Shift schedules are usually set 28 days in advance. In many countries, the structure of controllers' shift patterns is regulated to allow for adequate time off. The shift pattern often varies depending on country, facility and its location. In the US the Federal Aviation Administration regulates the hours that an air traffic controller may work: controllers may not work more than 10 straight hours during a shift, which includes required breaks, and must have 9 hours of rest before their next shift. Additionally they usually work a relatively unique rotating shift schedule, called the 2-2-1. Working on this schedule means rotating between two afternoon shifts, two morning shifts and a midnight shift over the course of a week.

Stress

Many countries regulate work hours to ensure that controllers are able to remain focused and effective. Research suggests that after prolonged periods of continuous work for more than two hours, performance can deteriorate rapidly, even at low traffic levels. The International Civil Aviation Organization therefore recommends breaks at least every two hours. In a study which compared stress in the general population and in this kind of systems markedly showed more stress level for controllers. This variation can be explained, at least in part, by the characteristics of the job.

Career path

In the United States trainee controllers begin work in their 20s and retire in their 50s almost universally. 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 the last day of the month they turn 56. At the discretion of the Secretary of Transportation, the retirement age can be extended to 61. However, already experienced controllers, such as retired military air traffic controllers may qualify for appointment up to the age of 35. These controllers also may work longer than age 56 in order to be able to receive their pension. While other countries have different regulations, a similar concept is used in many countries, such as a maximal age to start training of 24 in Germany.