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Frequently Asked Questions on Air Traffic Controller Careers |
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EUROCONTROL has opportunities for keen and mature young candidates to train as student air traffic controllers for its Upper Area Control Centre in Maastricht, Netherlands.
You will find below some information on the job.
If you have more questions, contact us:
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EUROCONTROL Maastricht Upper Area Control Centre
Horsterweg 11
NL-6199 AC Maastricht Airport
The Netherlands
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| Email:
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| Phone : |
31 43 366 2017 |
| Phone : |
31 43 366 1308 |
| Fax : |
31 43 366 1463 |
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What does an air traffic controller do? |
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What are the patterns of working days? |
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What language is spoken? |
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What are the career prospects? |
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What is the salary? |
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How stressful is air traffic control? |
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What selection tests will I have to take? |
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How can I prepare for these tests? |
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How many candidates pass the tests? |
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How many recruitments are there each year? |
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What are the minimum requirements necessary to apply? |
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Are there exceptions to the age limitation? |
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What about military service obligations? |
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What are the limitations in respect of eyesight? |
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When would I start training? |
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Where does the training take place? |
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Where will I live during the training? |
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How long does the training last? |
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What happens if I fail the training? |
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Why do some students fail? |
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What does an air traffic controller do? |
The Tower Controller (normally abbreviated to TWR) works at airports and aerodromes. Communicating with the pilot by means of radiotelephony the controller co-ordinates the traffic on the runways and taxiways by using instructions, issuing the necessary clearances to the cockpit crew before and after landing and take-off. Most of the time, the Tower Controller works from visual reference, by keeping the aircraft in sight. Soon after take-off and for a period prior to landing, the pilot communicates with an Approach Controller (APP) or a Terminal Controller (TMA), depending on the configuration of the airspace. The Approach or Terminal Controller, using radio communication and surveillance devices, directs arriving flights to the point where they are handed over to the Tower and directs departing flights to the point where control is assumed by an Area Control (ACC) unit (sometimes called an "en-route" unit).
When "en-route", the aircraft may transit several control areas. It maintains course with the help of radio beacons and modern airborne navigation systems but remains under constant control from qualified controllers in an Area or En-Route Control Centre. EUROCONTROL’s Control Centre in Maastricht is a special type of Area Control Centre, called an Upper Area Control Centre (UAC); it provides a service to aircraft transiting in the upper airspace. You as a Maastricht UAC controller would guide aircraft through your zone of responsibility. You would see the picture of all the movements in the sky even though you cannot physically see the aircraft. The Upper Area Controller works with radar and flight profile displays and telecommunication devices. He/she builds up a three-dimensional mental picture of the traffic on the basis of two-dimensional radar display information, supported by other available information. As an Area Controller, your main role would be to ensure safe passage to air traffic by providing minimum distance between flights. In addition, you would offer information services (e.g. meteorological information) and, subject to meeting the primary concern, which is safety, help the aircraft operators to keep flight costs and delays to a minimum.
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What are the patterns of working days? |
Air traffic control is carried out on a 24-hour basis; so you would work in a shift pattern. The basic element for a shift work pattern at Maastricht today is a 4 days on + 2 days off system. This means that you would work four days in a row and then have 2 days off. Obviously you would not always work the same shift. There are 9 shifts:
A1: 13.40 – 22.00
A2: 14.40 – 23.00
MS: 08.00 – 17.00
AS: 12.30 – 21.30
M(/N): 07.30 – 12.30
MS(3rd day): 07.30 – 15.00
Mo(4th day): 06.30 – 12.30
N1: 22.00 – 06.30
N2: 23.00 – 07.30
Typical sequences might be:
A1, MS, M, N1, M/N1 or AT, MS, MS3, Mo or A2, AS, M, N2, M/N2 or A2, AS, MS3, Mo.
The night shifts (N) are less manned. Sometimes, when less busy than usual, you might even be allowed to sleep a few hours. Obviously you should be ready to take back your position when called by the supervisor.
Since air traffic is increasing each year, the organisation of working positions has to take this increase into account. Therefore, it is possible that the way to organise working positions becomes subject to changes in the future. But you will find here what is needed to understand the working philosophy.
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The internationally accepted language of air traffic control is English. Selection tests during the recruitment process are administered in English. The entire training is provided in English. At your working position English will be the main language used. Your level of English, therefore, needs to be at a proficient level from the start or you will not even be allowed to do the selection tests. Obviously, with time and regular use, you will improve it further. Additional knowledge of Dutch, German and French might be helpful.
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What are the career prospects? |
The career of an operational controller is clearly structured and will depend on your progress in attaining and maintaining the necessary levels of proficiency and experience. If you want, you may spend your whole career as an operational controller. As you acquire more experience and follow technical and operational developments, your progress could lead to the attainment of the grade of principal controller. You would continue to benefit from the advantages of shiftwork, including flexibility of working patterns and shift-work payments on top of an already good salary. Shiftwork can allow you to profit from off days to take further study for instance at university level. If relevant for your career, there might also be the possibility of financial support in some circumstances. Different career development opportunities exist for those with the right abilities (principal air traffic controller, deputy supervisor, duty supervisor) and those who wish to progress to management responsibilities. After a certain number of years, you could use your acquired operational experience in another field. You might then apply for positions like “Training Expert” or “Operations Expert” or to work within the framework of Research and Development activities as an experienced operational support to development projects in the various fields related to air traffic control.
An operational (shiftworking) controller will cease active operational service at the age of 55 (which could be extended to a maximum of 57) and will receive a retirement pension calculated according to the pension rights acquired at that date.
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Salary is commensurate with the demands of a challenging and responsible job. A salary is paid even whilst under training.
Remuneration includes a basic salary and further add-on elements payable according to personal circumstances e.g. allowances for head of household, expatriate, dependent child, school.
“Head of household” allowance is paid to employees who are married or have at least one dependent child.
“Expatriation” allowance (16%) is normally payable to nationals of a country other than the one in which they are employed.
For those with children a “child allowance” and if they are attending school a “school allowance” is payable.
A compulsory deduction of 1.893% of salary is made to cover membership of EUROCONTROL’s own medical insurance provisions.
EUROCONTROL operates its own pension scheme and a compulsory deduction of 10% covers this.
Remuneration and allowances are not liable to any scheme of national taxation but are subject to the Organisation’s own internal tax system.
Remuneration during the training will be in accordance with the appropriate regulations in force. The following information is given as an indication only.
In the first phase of training (14 weeks in Luxembourg), you would receive € 1341 as monthly basic salary. For phase 2 (approx. 20 weeks in Luxembourg), you would receive € 1678 as a monthly basic salary. Finally, for the last part of the training in Maastricht, you would receive
€ 2006 as a monthly basic salary.
The information below shows you what you might expect to receive in net terms after all deductions have been made. “Household” and “Child” allowances are not included.
Monthly net salary - First training phase (14 weeks):
Single national: €1105
Single expatriate: €1320
Monthly net salary - Second training phase (approx. 20 weeks):
Single national: €1382
Single expatriate: €1651
Monthly net salary - Third training phase:
Single national: €1840
Single expatriate: €2198
On successful completion of the last training phase, you will be appointed as a qualified and licensed air traffic controller who is then authorised to provide air traffic control services to flights in the airspace for which the Maastricht Upper Area Control Centre is responsible. This appointment is for an undetermined period. You will first be nominated as “advanced trainee air traffic controller” with only one sector validation. After getting the other required validation, you will be established and promoted to “air traffic controller”. The information below shows you what you might expect to receive as an advanced trainee air traffic controller and as an air traffic controller after all deductions. “Household” and “Child” allowances and the "ATC allowance" are not included.
Monthly Net Salary - Single national:
Advanced trainee air traffic controller: € 3013
Air traffic controller: € 3538
Monthly Net Salary - Single expatriate:
Advanced trainee air traffic controller: € 3606
Air traffic controller: € 4232
Working shifts entitles staff to payment of a flat-rate shift allowance which is set at € 1425 for those working a 24/7 shift .
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How stressful is air traffic control? |
Stress is a physiological syndrome. You feel it when are put under mental or physical constraint. Stress can be a positive and necessary stimulator of action to help you work out a difficult situation. Due to its multivariate pattern, stress might also be inappropriate to solve the problems with which you are faced.
Obviously, some aspects of the air traffic controller tasks make the mental workload rather high (monitoring and managing routine traffic, switching attention, solving conflicts, updating spatial mental picture, providing services). A high level of stress, including its physical component, might therefore be undesirable. Nevertheless, the tolerances to stress manifestation vary from one individual to another. It is then not easy to say whether air traffic control is a stressing activity as such.
In a recent survey about professional attitudes amongst controllers at Maastricht a large majority of the responses showed that controllers see themselves as able to rest and relax when they need to, are unafraid and not nervous about problems faced in work. This high level of agreement is interesting and will convince you about the need to be assessed against stress-related criteria. This is not something easy to do by oneself. Some measurement of stress in trying conditions is therefore included in our selection procedure.
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What selection tests will I have to take? |
The selection procedure is divided in several phases. The result of each phase is taken into account to decide whether you can go a step further. Obviously, the procedure is subject to continuous review and improvement.
There are currently 2 selection phases.
The first phase is aimed at measuring your basic skills in English, mental arithmetic, decision-making, logical reasoning, working memory, visual perception, attention, and spatial orientation.
The second phase is aimed at measuring whether you can apply those skills in working conditions i.e. multiple-task ability, trainability, collaboration, and stress management, and a personality questionnaire.
This is followed by an interview by active controllers, psychologists, and training and human resource experts. The aim of the interview board is to probe you on your motivation to become an air traffic controller. In addition, personal background, education, work experience, general career expectations, job-related aspects of personality, and leisure activities are all covered in the questions.
The interview board finally assesses your suitability on the basis of professional motivation, general motivation, co-operation, stress resistance, and interactive proficiency.
If successful in this phase there will still be a medical examination before the start of the course for which you have been selected.
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How can I prepare for these tests? |
It is understandable that people want to be successful in these tests, but preparing for them is not the same as the kind of preparation you might have made in the past for school examinations. In reality, you have to be confident in your skills and ability. It would not be of any help to be successful in the testing procedure if you don’t feel really at ease with the cognitive and behavioural requirements. In these circumstances, even if you started the training, you might well fail later on. Therefore, we recommend that you do not focus too much on the psychological tests.
On the other hand, we believe it is important for you to look for information about air traffic control (ATC), EUROCONTROL, Maastricht UAC, the job of an en-route controller, etc. to familiarise yourself with the challenges and demands of the job. You can try to visit and see first-hand ATC locations as well as the Maastricht UAC; you can use Internet, you can read flight magazines, visit our Institute in Luxembourg. The more you understand about the job you are applying for, the better you will feel as an applicant.
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How many candidates pass the tests? |
The selection rate of a student controller recruitment campaign is about 6%. This means that we need to test 100 candidates to find 6 of them who meet our standards. Unfortunately, some of those six might not be accepted for medical reasons. Although this might sound a little discouraging, compared with selection rates for similar cognitively demanding jobs, this is not in fact particularly low. Knowing that cognitive requirements are the most important, a vast majority of applicants are tested (the ones who fulfil the basic requirements). In other kinds of competitions, the majority of applicants are eliminated at the level of the Curriculum Vitae. Only few people have the chance to be tested or interviewed.
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How many recruitments are there each year? |
There is a regular year-round need to recruit student air traffic controllers. In the rest of 2008 and 2009 we need to recruit at least 52 students. Testing sessions take place continuously. Currently all candidates who pass the selection tests and who are medically fit are offered a place on a training course.
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What are the minimum requirements necessary to apply? |
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Applicants must:
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- Be nationals of a EUROCONTROL Member State (Albania, Armenia, Austria, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, the Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Lithuania, Luxembourg, the former Yugoslav Republic of Macedonia, Malta, Moldova, Monaco, Montenegro, the Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the United Kingdom).
- Hold a certificate of secondary education showing that they have successfully completed studies at advanced level (university entrance). Students who are expected to obtain a certificate of education at this level in the near future may also be allowed to participate.
- Have a good command of spoken and written English. Knowledge of other European languages would be an advantage.
- Meet the medical fitness requirements laid down for controller duties.
- Not yet be 25 years of age on 1 October 2008.
- If a candidate already participated in a selection, at least two years must have elapsed.
- Not have started a similar training at a national administration.
- Not have failed a similar training elsewhere.
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Are there exceptions to the age limitation? |
At present there are no exceptions to the age limitations.
The established age limitation is mainly based on the fact that in our experience, younger trainees have the best chance of success. In addition, we would like to be able to offer those who choose to spend their whole career in ATC operations and who are obliged to retire at age 55, a reasonable period of service on which their retirement pension will be based.
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What about military service obligations? |
Before starting training, it is expected that you are free from military obligations or that you might be exempted. This does not mean that you have to wait before applying. In some countries, military service is mandatory or exemptions may be granted under certain conditions. In other countries there are no military obligations. If you have any doubt about your situation, please contact your national information services in charge of the recruitment and selection of military staff.
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What are the limitations in respect of eyesight? |
The requirements for eyesight (as with the other medical requirements) are laid down by EUROCONTROL’s Medical Advisor but are certainly founded on internationally applied standards. Should you reach the final stage of selection, you will be subjected during the medical checks to a thorough eyesight examination by an ophthalmologist. This and other medical checks are in any case at regular annual routine intervals during an operational controller’s life. The examination will cover, among other things, distant and near visual acuity, field of vision, and the possible presence of any acute or chronic pathological condition of either or both eyes or their adnexa. You will have to show that you have a normal colour perception. Your visual acuity shall also be conforming to the following standard:
the distant visual acuity, after correction if necessary, shall be 7/10 (6/9) or better in each eye separately. Where this standard of visual acuity can be obtained only with correcting lenses, you may be assessed as fit provided that such correcting lenses are worn when exercising the job. Refraction must not exceed +3 dioptres or –5 dioptres (ESE).
Refractive eye surgery (i.e. lazer treatment) may have been performed if it is at least 12 months ago and the refraction before the surgery was not more than –5 dioptres. The refractive surgery carried out may not have involved radial keratotomy.
Don’t worry too much about all this: when applying, a detailed form will be sent to you to be filled in by an ophthalmologist or other suitable qualified medical authority.
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When would I start training? |
We are now selecting students to start the course in November 2008 and March, July and November 2009. This is subject to change according to new operational needs. In any case, upon being made an offer of employment, you will be informed about future training slots and your availability discussed on an individual basis.
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Where does the training take place? |
The first phase of the training (15 weeks) - which consists of theoretical and simulation training - will take place at a selected Air Navigation Service Provider (still to be determined – including the Institute of Air Navigation Services in Luxembourg).
The second phase of the training for all students will take place at the Institute of Air Navigation Services in Luxembourg.
If successful at the examinations and continuous assessment, you will be transferred to the Maastricht Upper Area Control Centre to follow the so called "Unit Training".
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Where will I live during training? |
Students will need to find their own place to live depending on where they are sent for the 1st phase of the training. Nevertheless, information and assistance in finding accommodation will be made available. Accommodation might for instance become available by successful students terminating their training.
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How long does the training last? |
The phasing and duration of the separate parts of the training programme depend on many factors such as modifications in the training programme, the student’s rate of progress, the availability of training positions, etc. A minimum period of 2.5 years is generally required to complete the training and to obtain radar controller qualifications.
The training delivered is fully Regulation Compliant and leads to a student licence. The training content has been audited and approved by the Agency Safety Regulatory Oversight Unit. The syllabi follow the Common Core Content specification which is the accepted European standard and includes the following theoretical subjects: Introduction to the course, Aviation Law, Air Traffic Management, Meteorology, Navigation, Aircraft, Human Factors, Equipment and systems and professional Environment. Additional extensive practical training in air traffic control skills and procedures form the backbone of this professional training.
The theoretical training is immediately followed by extensive "Unit Training" at the Maastricht Upper Area Control Centre and leads to an Air Traffic Controller Licence.
The Unit Training is based on the theoretical training and is broken down into 3 phases: "Transition Training", "Pre-On-The-Job Training" and "On-The-Job Training".
During the "Transition Training" you will be taught the detailed airspace (e.g. structure, air routes, agreements with neighbour units, local procedures) for the sector group you will be trained for, the system and all the items you must know before starting the next phase of training. This training generally takes 7 weeks.
The "Pre-On-The-Job Training" is mainly simulator training. Based on your achieved knowledge you will start training on live air traffic control positions. The simulation training will grow in workload and complexity to prepare you for the "On-The-Job Training". The Pre-On-The-Job Training consists of two sub phases, concentrating on different aspects of the work as an air traffic controller. The complete Pre-On-The-Job Training lasts about 13 weeks.
During the last phase of the training, the "On-The-Job Training", you will be talking to “real” pilots. For about 1 to 1½ years you will work under supervision of a trainer, coaching and assessing you on different working positions.
During all phases of the Unit Training there are examinations and tests. Throughout the Pre- On-The-Job Training your competencies will be assessed.
The last steps to become an air traffic controller are several practical examinations to show your competence. Once you have passed you will be one of about 60 students out of the 100 who started the training for whom the Maastricht Upper Area Control Centre will become the place of work.
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What happens if I fail training? |
Training and the requirement to meet certain high standards are of course particularly important in air traffic control where safety is of paramount importance.
EUROCONTROL’s selection and training experts are constantly working to improve their methods in order to increase the level of success.
Unfortunately, the failure rate in air traffic control training generally is high and Maastricht is not exceptional in running at somewhere around the level of 40%.
It is important to understand that a student, whose results are unsatisfactory, at any stage of the training, may be dismissed. He/she does not have to reimburse any of the costs incurred.
This should nevertheless not stop you from applying. The job opportunity is real and very interesting. Other job and education opportunities will also carry a certain amount of difficulty and risk of failure in examinations or tests.
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Why do some students fail? |
We do not hide from applicants that air traffic control is not an easy occupation. However, the material rewards for success are good and the job is mentally stimulating, but you will need ability and determination to succeed.
Students are selected after a careful evaluation of their basic cognitive skills (English language, mental arithmetic, decision-making, logical reasoning, working memory, visual perception, attention, spatial orientation) and their ability to apply them under multitasked dynamic conditions (co-ordination, integration, stress management).
Nevertheless, at various stages of the training, some students fail to meet the standards particularly in the practical aspects of simulation and on-the-job training.
Air traffic control requires a mix of skills and a clear motivation to succeed during sometime difficult periods. Those who start training must be equipped for success since training is long and expensive.
Failures can happen due to several factors. Firstly, it is not possible to guarantee a 100% correct prediction of success.
In addition to questions of lack of ability or aptitude, maturity, homesickness, culture, weather, fear in live traffic conditions, etc. are not easy to predict but any of them can occur. But there again, life is full of challenges and difficulties, and being aware of this fact should not refrain you from applying.
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Last validation: 23/10/2008
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