Ask an Air Traffic Controller anything

182 Questions

Last Answer on March 16, 2014

Have you ever had to radio a pilot to abort mid-takeoff? As long as a plane's wheels haven't lifted off the ground yet, is there always enough runway to bring it to a complete stop even if it's seconds away from lift off?

Asked by Dorchesterian about 12 years ago

Excellent questions! It’s complicated but I’ll try to keep my answers short.

Tower controllers may cancel a previously issued takeoff clearance after the aircraft has begun takeoff roll, but only for purposes of safety. I’m sure I’ve done it. However, depending on the type of aircraft, runway length and other pertinent factors – the pilot my not comply. Every aircraft has a ‘point of no return’ relating to speed and runway length, beyond which it cannot safely abort the takeoff. Attempting to abort beyond that point could mean running out of runway before being able to stop the airplane. That’s a bad place to be because, unfortunately,... Read More +

1219 Votes

Do you also manage the queue for takeoff? I've always wondered this: if 1 flight is already REALLY late to take off, do you try and move it to the front of the line or do you figure "well, it's ALREADY late, might as well get the others off on time"?

Asked by PNOSE about 12 years ago

To your first question, the answer is yes. Departure queues are normally managed by controllers working the ‘Ground Control’ position in the tower. They’re responsible for staging the departing flights at the runway, where pilots are instructed to contact another controller (Local Control) for takeoff clearance. There are many factors that can influence the departure sequence. I’ll touch on the most common ones.

Your second question is a bit more involved. Basically, ATC does not move “really late” flights to the head of the line. Under normal circumstances, departing flights are staged up on a “first come – first served” basis. The... Read More +

1186 Votes

Have you read Touching History? It's the story of 9/11 told from the perspective of air traffic controllers, pilots, and other flying personnel. Good read.

Asked by p.krank about 12 years ago

Thanks for writing. I must confess that I read only part of the book. Like the demise of RMS Titanic in 1912, 9/11 is an epic catastrophe that will live forever in the souls and sentiments of those who endured the day. I am still fascinated with Titanic’s story and never tire of the books, articles, websites, movies and TV specials about it. I believe my continued interest stems from the fact it happened long before I was born and, like so many other accidents, was the result of hubris and poor judgment. September 11 was much different. I was there and it was no accident.

On duty that morning, I witnessed enough of the horror and its... Read More +

1185 Votes

I never understood this. Planes basically have an infinite number of travel paths, given the sheer vastness of the sky. So how and why do collisions (or even near-misses) occur? Just seems mathematically impossible.

Asked by the red baron about 12 years ago

Yes, the sky is very big but it becomes very small around those places where planes takeoff and land. Airports are all situated at the bottom of a very large funnel. Given the enormous volume of air traffic in our skies every day, the fact there aren’t more mishaps is a credit to the air traffic control system. Keeping airplanes separated, especially in the congested airspace around busy airports, isn’t easy. It requires a standard set of procedures, including routes into, out of and between airports that pilots and controllers understand and adhere to. It demands their constant focus because even a brief distraction can result in the loss... Read More +

1157 Votes

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If a plane is flying to a destination West but the winds require that it take off to the East, how much time is wasted by having to make the big U-turn? And won't that account for tens of millions in wasted jet fuel or is that just not ATC's concern?

Asked by Dorchesterian about 12 years ago

A relatively small amount of time is spent in that U-turn. Normally it’s just a few minutes out of a flight that could take hours. With little exception, ATC is required to use the runways most nearly aligned with the wind and most pilots, especially those flying large airplanes, will insist on it for safety purposes. Rather than seeing the big U-turn as a waste of fuel, it’s generally seen as a safety factor and part of the cost of doing business. And who knows. That westbound flight you mentioned could end up saving time by being able to land ‘straight in’ at its destination rather than having to make another U-turn to land from the West.

Those... Read More +

1149 Votes

Why does the flight path and approach change for the same trip from city A to B? Like, sometimes when I land at Laguardia, we fly right over Manhattan, while other times we never come close to it.

Asked by hersch.adam about 12 years ago

The most common reason for changing flight paths around an airport has to do with the current landing direction, which is a product of the wind direction. Planes like to land into the wind so, if surface winds around LaGuardia are out of the North, you’ll probably be landing on Runway 4 (compass heading 040 degrees). That’s the runway most nearly aligned with a North wind. As you’ll be approaching from the South, your flight path can give you a nice view of Manhattan. Approaching from the North for landing on runway 22 provides an entirely different viewing opportunity. Your views on departure will also be dictated by wind conditions and... Read More +

1119 Votes

Are there strict guidelines regarding duration of ATC shifts, to protect against fatigue-based errors? What's the longest shift you had to work?

Asked by Jed about 12 years ago

Thanks for writing. There are definitely strict guidelines regarding controller working hours. The most current information is covered in the latest Federal Aviation Administration - National Air Traffic Controllers Association contract, which I am not privy to.

Basically, a controller’s workday is 8 hours long. They can work no more than 10 hours per day and no more than 80 hours per a pay period (two weeks) unless they're working overtime. There must be an 8 hour break between shifts and a 12 hour break after a midnight shift. They can work no more than 2 continuous hours on a control position before being provided a break period.

My... Read More +

1102 Votes

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Air Traffic Controller

Ask me anything!

What do YOU do?

Have you ever had to radio a pilot to abort mid-takeoff? As long as a plane's wheels haven't lifted off the ground yet, is there always enough runway to bring it to a complete stop even if it's seconds away from lift off?

Do you also manage the queue for takeoff? I've always wondered this: if 1 flight is already REALLY late to take off, do you try and move it to the front of the line or do you figure "well, it's ALREADY late, might as well get the others off on time"?

Have you read Touching History? It's the story of 9/11 told from the perspective of air traffic controllers, pilots, and other flying personnel. Good read.

I never understood this. Planes basically have an infinite number of travel paths, given the sheer vastness of the sky. So how and why do collisions (or even near-misses) occur? Just seems mathematically impossible.

Also on Jobstr...

If a plane is flying to a destination West but the winds require that it take off to the East, how much time is wasted by having to make the big U-turn? And won't that account for tens of millions in wasted jet fuel or is that just not ATC's concern?

Why does the flight path and approach change for the same trip from city A to B? Like, sometimes when I land at Laguardia, we fly right over Manhattan, while other times we never come close to it.

Are there strict guidelines regarding duration of ATC shifts, to protect against fatigue-based errors? What's the longest shift you had to work?

Air Traffic Controller

Ask me anything!

What do YOU do?

Have you ever had to radio a pilot to abort mid-takeoff? As long as a plane's wheels haven't lifted off the ground yet, is there always enough runway to bring it to a complete stop even if it's seconds away from lift off?

Do you also manage the queue for takeoff? I've always wondered this: if 1 flight is already REALLY late to take off, do you try and move it to the front of the line or do you figure "well, it's ALREADY late, might as well get the others off on time"?

Have you read Touching History? It's the story of 9/11 told from the perspective of air traffic controllers, pilots, and other flying personnel. Good read.

I never understood this. Planes basically have an infinite number of travel paths, given the sheer vastness of the sky. So how and why do collisions (or even near-misses) occur? Just seems mathematically impossible.

Also on Jobstr...

If a plane is flying to a destination West but the winds require that it take off to the East, how much time is wasted by having to make the big U-turn? And won't that account for tens of millions in wasted jet fuel or is that just not ATC's concern?

Why does the flight path and approach change for the same trip from city A to B? Like, sometimes when I land at Laguardia, we fly right over Manhattan, while other times we never come close to it.

Are there strict guidelines regarding duration of ATC shifts, to protect against fatigue-based errors? What's the longest shift you had to work?

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