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!
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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Good question! Basically, the answer is - If you are still actively engaged in the separation and control of air traffic by age 56, “they just boot you out the door!” There is an exception though. FAA regulations state that they may exempt a controller “having exceptional skills and experience as a controller from the automatic separation provisions until the controller becomes 61 years of age.” Assuming you were hired before turning 31 (the maximum age you can become an FAA controller is 30), you will still retire with at least 25 years of service. Depending on where you were working; you might be ready to run for the door by age 56!
There are “other FAA roles” that controllers can move into, such as staff and upper management positions, but they shouldn’t wait till they are about to get the boot before bidding on such jobs. I suspect the competition is tough.
On the bright side, Federal retirement benefits are still fairly good. Also, retiring at age 56 means you still have plenty of time left to write that book, open a lemonade stand or start up the career ladder in the fast food industry. Actually, several of the controllers I knew went to work with Aviation consulting companies that do business with the FAA. I hear they pay pretty well!
Thanks for writing!
Factor
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Well Ruben, You’ve asked a very insightful question! The key word is “medications.” There are very few medications that controllers can take and still be allowed to do their job. The kinds of drugs that enhance concentration are strictly prohibited. There may be some non-prescription botanicals (herbal medicines) that would help but they’re really not necessary. The most effective concentration/focus enhancer a controller can use is more traffic! The busier we get, the more concentration is required and the more focused we become.
In the Seventies, when I was a newly minted journeyman controller, I had an interesting discussion with my neighbor one day, during a pause in our lawn mowing. I told him about my recent certification and what it felt like to work a busy radar sector without an instructor backing me as a safety net. Having all those planes and passengers depending on me alone was both terrifying and exhilarating. I’ll tell you though; I was never more focused in my life.
My neighbor, a Cardiologist, smiled and spoke of a similar feeling when, during his first open-heart surgery, he touched a live human heart. When you absolutely have to depend on your own knowledge, skills and judgment to get a job done; there is no need for medication. You concentrate, you focus and you may even experience an adrenaline rush.
Through most of my career, the only consumable stimulants used in our workplace were great quantities of caffeine and nicotine. Oh yeah! Back then, people smoked in the tower till you could hardly see out the widows.
Thanks for asking!
Factor
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Hello “No. 1 Uncle,” and a happy 4th back at you! I hope you enjoyed a fabulous fireworks display.
In order to obtain a permit for public fireworks displays, the organizers must obtain approval from the Federal Aviation Administration. Any conditions the FAA imposes must be followed in order to receive that permit. The FAA then makes the information on such events available to those who need to know.
I can’t say there have never been aircraft accidents due to fireworks displays. Using absolutes like “always” or “never” tend to get me into trouble. I’ll just say I don’t recall hearing of any and that makes sense to me. After all, aeronautical charts clearly indicate minimum safe altitudes (MSA) to fly at. Planes rarely operate below the MSA unless they are taking off or landing. It’s a pretty safe bet your FAA won’t approve fireworks displays near an airport, along those departure or arrival paths. Besides, fireworks don’t go much higher that a few hundred feet. Certain flights do operate at those altitudes but only during daylight hours; a bad time for fireworks. These planes are involved in such things as crop-dusting, banner towing, aerial photography or some other low altitude mission.
I hope this answers your question. Thanks for writing!
Factor
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Mailman (City Letter Carrier)
Is there a big difference in the amount of mail you deliver today from 5-10 years ago?
Audiologist
Can just one loud concert do serious damage to your ears?
Audiologist
Are earbuds dangerous for my ears?
Hi Tom. Congratulations on your upcoming graduation! My initial advice is to disregard what people are telling you. Either that or find someone who will say you’ll probably win the Powerball Lottery before you turn 31. Between us; I think your odds of being selected for a controller position are much better. What I’m trying to say is that you shouldn’t believe what people are telling you unless they officially represent the recruiting arm of the FAA. Even then, they can be misinformed. Try for a second opinion.
Assuming you are enrolled in the Air Traffic Collegiate Training Initiative and will graduate with a degree in Air Traffic Control Management, I’d recommend you work as hard as you can and be optimistic about the outcome. As more and more controllers reach the maximum age limit of 56, the FAA will definitely have to hire new ones. They will be looking for people like you.
Thanks for writing!
Factor
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This is a good question and an easy one for me. Thanks for that! Some questions I get require answers that are a bit convoluted. When that happens, I worry that my explanations are not put together in a way that is easy to understand.
To your question; just remember it this way. You must be employed by the FAA prior to your 31st birthday. That’s it! So if you are hired a month before turning 31 and find yourself in class at the FAA Academy on your birthday; don’t worry. You will not be forcibly ejected! You probably won’t get a cake with candles either.
Cheers,
Factor
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Thanks for writing Isaac. The answer to your question is no! There are radar blind spots all over the continental U. S. The good news is that, as a pilot or passenger, you don’t have to worry about it too much. The blind spots are generally at very low altitudes and there are pilot/controller procedures used in the non-radar environment to keep aircraft safe from other airplanes and the terrain. Around airports where most commercial flights operate and at the altitudes they cruise at, radar coverage is continuous – unless one of the radar sites is not working (it happens). In such cases, those pilot and controller procedures I just mentioned come into play.
Even though an aircraft is below radar coverage, the pilot has several options to maintain flight safety. When weather conditions permit; pilots can visually separate themselves from obstructions such as mountains, antennas or power lines. If pilots cannot maintain good flight visibility, there are usually instrument procedure available that keep the airplanes safely above such obstructions and guide them to their destination.
Radar is a wonderful tool for both controllers and pilots but it has its limits. The radar pulses travel outbound from the antenna in ‘line-of-sight’ fashion. If there is an obstruction in the way of the beam (for example; a mountain or cityscape) the beam will go no further in that direction, at and below the height of the obstruction. It will, however, continue to travel in that direction above the obstruction. So...if you had a radar system in your front yard; your house would prevent you from seeing radar targets in the back yard but you would still get a radar image of the plane flying above your house.
I hope this answers your question!
Cheers,
Factor
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