Scott Hadden, a career in ATC
Area Controller Swanwick Control Centre
The next time you go on holiday, you might compliment the cabin service, the on-time departure or the lack of delay on arrival at your destination. You may also remember how good the landing was but, I suspect that no-one on the passenger side of the cockpit door will spare a thought about who it is who has safely ‘controlled’ their aircraft as it has moved from one part of the world to the other.
The area controller’s role is to ensure the safe and efficient passage of your aircraft and although your captain may be responsible for you and your fellow passengers, the Area controller is responsible for several multiples of that number. Having been at the receiving end of many conversations with ‘area controllers’ during many years of Instrument Rating training and testing, I was particularly intrigued to meet and subsequently interview our next FTN Plane Speaking participant, Scott Hadden who, for a short while, was also my student.
Most IR students are nervous when speaking to the Airways’ Controllers for the first time. Not Scott, of course. Moreover, if he required an unusual routing, the confidence in his voice and the brevity and professional nature of his RT always ensured, the response from ATC was a positive one. I’ve often thought ‘how many incidents or accidents could have been avoided with better RT?’ So, I counted myself very lucky to have flown with Scott and to see how he viewed his job, a job which you will see was not his first choice.
When, Scott, did you first consider a career in aviation?
Since I was around 5 years old I had a definite draw towards aviation as my parents would attest to. I think it stemmed from my Dad working abroad when I was young that really got me into it. My Mum and I would travel to see him and back then cockpit visits were encouraged for youngsters. Over the years and many flights this would cement itself into a definite wish to be a professional pilot.
Did you study A levels or their equivalent?
It’s a little different in Scotland where there were O Levels and 'Highers' which are broadly equivalent to A levels. As I said, throughout primary and secondary education I was focussed on becoming a professional pilot so all my studies were geared to meeting the entry requirements. At that time (late 80's-Early 90's) I had my focus on the BA Cadet scheme and nothing else.....
Which one exam do you feel most relevant to being a good controller – maths, English, Physics?
Definitely English....if you can’t communicate properly then the rest is irrelevant. The ATCO training has a theory element which is roughly on par with PPL level knowledge so you are taught important aviation related elements anyway during the course.
Did you ever consider becoming a commercial pilot or joining the Air Force?
Yes. As I was about to leave secondary school British Airways closed the Cadet scheme for the first time EVER so my planned journey to the cockpit took a bit of a stumble. I then applied to RAF as a second option but my eyesight was below the standard.
What motivated you to become a controller?
It was the events on 9/11 which ultimately changed my career path. After seeing what happened to aviation after the Gulf War, I guessed things would take a similar turn after the 9/11 attacks. I was days away from signing a loan agreement with a bank to provide me with the funds to embark on ATPL training and I decided I'd be insane to start training on the basis that I would emerge from flying school with about 250hrs and a frozen ATPL in a job market that would be overrun with much more experienced pilots who had been laid off in the wake of 9/11.
After wanting to be a professional pilot for, at this point, over 10 years I then had to quickly decide on Plan B. My mind then went back to my PPL training and FRTOL exam in particular. The examiner happened to be an ATSA (air traffic assistant) at Edinburgh airport and wondered if I had considered a career in ATC as my RT was of a high standard (!!!). At the time it was a solid 'NO' as I was still set on becoming a pilot.
I then wrote a letter to NATS asking if there were any trainee controller positions available and the rest is history.
You work in radar at Swanwick. Would you not have preferred to work in the tower and actually see the aircraft you are controlling?
Initially yes. My 'dream position' would have been Tower/Approach Radar at Edinburgh as I had a huge connection with the place and it was just 30mins from home. Also, you get to smell the aroma of JET A1 at an airport which you don’t at Area units (usually...unless the back door was open at the old Prestwick centre which WAS right next to the airport!)
However, I love being an Area Radar controller and wouldn’t change it for anything.
What makes a good radar controller?
That’s a tough one!! I'd say the ability to look a couple of minutes into the future and see the upcoming interactions and plan ahead so they are less of a challenge which ultimately allows the aircraft to have far more efficient flight profiles.
Is there a lot of stress in your job?
I guess that’s a question with will have very individual answers. Personally I've never been stressed at work ...genuinely!! Others might answer that differently and there's definitely a perception that ATC is stressful. However, I can only answer for myself on that one.
There's definitely pressure...especially in the Summer when there are peak traffic flows. In most other jobs you can have a bad day and your performance falls below par, however with ATC even your worst day has to be good enough to meet the minimum standard.
Would you recommend it to the young generation as a career to follow?
100% yes!! I genuinely LOVE my job and there hasn't been a single day since I started when I've not wanted to go to work. Actually, I'd say that I look FORWARD to going to work!! There aren't many jobs where people can say that!! For me, it is totally fulfilling.
Why?
From a Swanwick Centre perspective the environment is welcoming, the people are fantastic, the job is VERY satisfying and one that you can hang up at the door on the way out.
There are also opportunities to assist with project teams outside of the Operational environment providing expert knowledge from an ATC perspective. I have done this myself on a few occasions.
How important is the quality of a voice in a controller’s job?
Critical. If you mumble or have a heavy accent then it can be very difficult for pilots, especially non-native English speakers, to understand the instructions. Obviously this isn't a desirable outcome in aviation, especially when you are working a busy sector with very rapid RT. You need the pilots to understand you, FIRST time, and comply. Thankfully my speech has always been clear and I've definitely slowed my delivery over the years where it’s now my natural pace.
Would you recommend a young person to obtain a degree before becoming training to be a controller?
It’s not an entry requirement. It’s really up to the individual whether they feel having the 'Uni experience' will benefit them or not. I'd say the overriding quality for any young person wishing to embark on an ATC career is to have a level head and a good level of maturity in their outlook. An interest in aircraft and aviation is definitely a must.
Could you describe a typical day in the life of a controller?
Typically, you arrive 15 minutes before start of shift and use the electronic briefing system to check for any important information e.g. Changes to procedures; new routes; temporary instructions etc.
Then it’s into the Ops room to visit the Supervisory desk which has a detailed plan of staffing and tells you which sector you will be controlling (if you hold more than one sector validation). You will then take a handover from the incumbent controller where they will pass on details of not only the traffic situation but also the runways in use at the major airports, the QNH, weather and anything of particular interest. You will then typically control for 30-45 minutes and then handover to another controller and go on a break. Pagers are used so that, should you be on a break and the working controller needs assistance or the sector split, you can easily be called back to assist.
This 30/45 on, 30/45 off (depending on staffing, even breaks of 60 minutes are common) will carry on until shift end. Then it’s a case of putting your headset back in your locker and heading off for home.
How many weeks holiday can a controller expect?
28 days / year plus public holidays are standard which rises with seniority.
For a starting new controller, what salary should they expect and how much can a senior controller receive at the end of his career?
(from the NATS web page at 2023 rates) Basic salary is £19,842 (plus £7769 accommodation allowance). On completing the training and becoming a valid controller you will receive between £42,991 and 47,915.
There are various scales depending on unit but a 'top of the scale' ATCO at Swanwick will earn 'over £100k'*. Yes, it is well remunerated but very well skilled and carries significant responsibility.
Could you explain roughly what the program of training is to become a fully qualified radar controller?
An overview of the steps you need to follow to qualify is laid out as follows.
After successfully completing online and face-to-face assessments and meeting the entry requirements you would be invited to attend the college-based training. The length of this training varies depending upon a host of factors, including the specialism you take and how quickly you can complete the different phases. Most college-based training is completed within a year to eighteen months and includes a combination of practical and theory based sessions.
Once you have gained your Student Air Traffic Control licence, you will be posted to an operational unit where your hands-on training continues in a live environment until you validate and are issued your full Air Traffic Controller licence.
When should a controller expect to retire?
It is rare for a controller to continue in area control beyond the age of 60
How important is good eyesight/ hearing in your job?
Essential. Depending on age, we get annual/biannual Class 3 medicals where eyesight and hearing are tested amongst other things.
You are also an ATC instructor and examiner, I believe – what attributes do you think make a good instructor/examiner?
Yes, OJTI (instructor) and UCE (Examiner)
Definitely patience, understanding and the ability to recognise that just because the trainee doesn't do it YOUR way doesn't mean it’s wrong.
The Examiner’s role is a good deal easier as the candidate for a Validation Board (final test if you like) won’t be put forward unless the training team have confidence that they are to a sufficient standard to pass. That said, the Examiner is there to ensure that the required standard is met and, hopefully, dispense the good news after several radar sessions and the verbal testing of knowledge on the sector and procedures.
What makes a bad controller?
Impatience, frustration and not being a team player. Thankfully, people displaying these qualities are a rare find certainly at Swanwick.
How often are controller’s tested?
Until recently it used to be that an annual practical check was conducted on every controller. A programme of continuous assessment has been rolled out which checks competence on an on-going basis but an Assessor can still do a practical check at their discretion.
Is a controller’s licence valid for life?
The licence is valid upon having a valid medical and the required sector endorsements. The latter is subject to continued competence assessments so as long as you are competent and fit enough to hold a medical then your licence is valid.
Do you take your job home with you?
Never. That’s definitely a major positive for a lot of people.
I've never been one to do that anyway in previous roles so it’s wasted on me!!
Does a controller need a good sense of humour?
Not really but it certainly helps!! There are a few grumpy folks around but they still do a good job.
What changes have you seen in your career?
Quite a few and I've probably forgotten a lot!! The biggest change I've seen was the introduction of Mode S downlink where the controller can see a whole range of data on an individual flight e.g. IAS, HDG, Mode C level, MCP Selected level, rate of climb/descent, barometric pressure setting.
There has also been the introduction of AMAN (Arrivals manager), TBS (Time based spacing on final approach for Heathrow and Gatwick), VSL (Vertical stack list - which uses Mode S to give a depiction of aircraft in a hold allowing the controller to see when a level has been vacated....previous to this the controller had to ask pilots to "report leaving FL X", "report reaching FL Y"...very laborious!!
Exactly what can a controller see on his radar screen?
At Swanwick we have a composite radar picture which takes feeds from multiple radar heads and blends them into one. This is useful if a particular radar head becomes U/S....the controller will not see any difference in picture as the other radars in the composite will provide the data.
On the screen itself the background is black with an overlayed blue 'video map' providing an indication of airspace boundaries and changes in airspace levels.
How many times have you had to respond to a mayday call or a pan?
I honestly can't recall....they're more frequent than most people realise. Generally they are for medical issues on board where the crews typically ask for nothing more than to keep high speed and continue to destination if they are inbound to London TMA. We train in the simulator for less common events such as engine/hydraulic/system issues so that, should they occur in a live environment, there is little or no 'startle factor' and we can get on with assisting the crews as they require. At the end of the day, ATC are there to facilitate what the crews want to do whether that be a diversion or whatever the Captain deems necessary.
What makes this such a good job? You clearly enjoy it?
Personally, I enjoy the challenge...it’s like one big, dynamic and evolving 3D puzzle which needs to be solved and I challenge myself to get it done in the most efficient way possible. The challenge, in itself, is also very addictive which I think most ATCO's would attest to.
The other aspect is the people. We are watch based and it’s like having a whole group of friends that you see every working day. We look out for each other at work, socialise together and some really good friendships have been made.
Do you have any ambitions left in your job?
For me, no. I've reached the stage where I'm an instructor as well as an examiner and I'm more than content with that. I've also been involved in many NATS projects and represented UK ATC in international collaborations on future ATC systems.
The next rung on the ladder would involve me becoming a Group Supervisor but in all honesty, and this is a widely held view amongst Operational staff, the day-to-day- job as an ATCO is where most people wish to remain as it's what they signed up for in the first place!!
You also fly privately and recently qualified with an Instrument Rating. What motivated you to train for the IRT?
I've always felt that being an 'Instrument Pilot' is where I wanted to be in terms of flying. I spent a lot of time flying VFR in Scotland after I obtained my PPL but it soon became clear that the British weather was going to be a major factor in whether flights were conducted or not. I got my IR(R) rating a while back and loved the extra utility that an instrument qualification provided. I used it like a mini-IR (within the scope of its privileges) and it was hugely beneficial in both marginal and fully IMC conditions.
However my ambition was to do some serious touring in my aircraft and only an IR would meet my requirements as, unfortunately, the IR(R) is not recognised outside the UK FIR. I then decided to embark on the CB-IR route which would allow me to credit previous experience gained with the IR(R).
Do you fly much privately?
I average around 30-40hrs a year in my Turbo Arrow III but I'd do way more if I could. I really enjoy expanding my flying envelope and this year I managed to fly to Roskilde in Denmark as part of a bigger European tour. This flight took me through the London TMA at FL150, over London and out over the North Sea. It was the longest leg I'd flown in distance (over 614nm), the longest time airborne (3h 35m) and the highest (FL150).
My ultimate aim is to fly to both Morocco and Egypt and having an IR will be hugely beneficial in making this happen
Is being a pilot valuable to a controller?
It’s definitely not essential but I do feel that having an appreciation of GA certainly has helped me. On one of the sectors that I control there are a lot of IR training flights as well as IR Exam flights and, to them, I tend to speak a little bit slower when I'm issuing clearances as you can hear the nervousness of some of the pilots. I try and keep things as calm as possible from a ground perspective so they can get on with applying maximum focus in the air. I've been in their shoes myself so appreciate what they're going through.
Could a controller who had never flown be as good as one who does?
Definitely, it's not a prerequisite....although, as I've said previously, having an appreciation certainly helps.
What medical does a controller require for the job? Is it less stringent than a pilot’s.
UK ATCO's require a Class 3 medical which forms part of their licence. I believe it is similar to a Class 2 pilot’s medical.
How has your job changed over the years?
New systems and technology have definitely changed how I work over the years. I'd say that the introduction of Mode S, and its subsequent benefits, was probably the biggest positive change that I've seen in my career....The change from paper to electronic strips in Terminal Control was another.
However, the ATC function itself, and the way we do things, has remained pretty much the same. It's all about getting flights safely through your sector with the least amount of disturbance and delay.
If there was one thing you would do as a pilot to make an ATC controller’s job easier what would it be?
Listen to the RT!! Don’t become too distracted by other things that your attention to the RT wanders. In a terminal environment we need pilots to respond and react to instructions promptly and it’s not helpful when you have to repeat yourself multiple times as the PNF isn’t listening.
Clearly, if there is an issue with the aircraft then the Aviate, Navigate, Communicate axiom comes into play. However, if ATC know there is an issue early on then we can start to take measures to facilitate the crew’s needs.
How often do you see infringements?
Very rarely on Area sectors. I know that the airport/approach functions see these a lot more but I don’t know how frequently these occur.
Have you ever reached saturation or become impossibly overloaded controlling aircraft?
No. There are a whole host of ways in which workload is managed to specifically avoid an overload scenario. Sectors can be split to reduce individual workload as well as tactical traffic management, where forms of flow management can be employed short-term to reduce the amount of flights entering the sector.
Have you ever made a serious mistake controlling?
Controllers, like pilots, are human and are not infallible...Our training is exceptional as is our continued competency schemes to ensure safe standards are met. However, there are occasions where controllers have to issue avoiding action to ensure or regain standard separation (3nm or 5nm depending on unit). This might not necessarily be due to controller error e.g. pilot has a level bust, pilot takes up an incorrect heading but there are times when controllers DO make errors.
Safety nets are in place both in ATC systems and in the cockpit (ACAS systems) to ensure that actual collisions are avoided should both pilot or controller errors happen. These are VERY rare events.
Some days are good, some are bad – what makes for a good day, controlling?
Again, you'll probably get many differing answers to this depending on who you ask.....
For me, I enjoy it most when there is heavier traffic and/or when there is weather about. It adds an extra dimension to the puzzle and makes it all the more rewarding when you have solved a challenging scenario.
Do you ever feel, in hindsight, you should have pursued the career of a pilot?
No. I can honestly say that, as a career, ATC has given me everything I could have wished for. Work/life balance is very good and the salary is excellent....I sometimes bump into friends who have gone into the commercial flying world and I have to say that by the end of our lifestyle comparison, THEY are usually the ones wishing they had MY job!!
Besides, I DO fly... I have a great aircraft, an IR and lots of time off to take advantage of both. I don’t think things could really have been much improved if I'd gone down the Commercial pilot route in the first place.
Having had this and previous conversations with Scott, his keen approach to his role in ATC is infectious. If his approach to his role is typical of the rest of the controllers to be found at Swanwick, I believe we are in very safe and interested hands. For myself, when returning from an airways flight to Europe, I always look forward to the calm and clear response from my first contact with UK ATC.
Thank-you Scott for being FTN’s Plane Speaking guest this month.