Helena Hughes is an Air Traffic Controller.
However, as you will learn from this interview, that statement represents merely the tip of a very deep career iceberg. Having known Helena’s father some years before, I was delighted to realise that Helena was in fact the daughter of David Hughes, a very respected flight instructor in the late 70s and 80s and someone who would be very proud of his daughter’s achievements both in Air Traffic Control as well as in General Aviation.
To look at Helena’s academic qualifications, one might think she had had her eyes on a career in high level education or as a historian, and the only common denominator with many pilots I’ve met is an interest in Geography, in which she did an A level.
Helena combines a number of roles from instructing in light aircraft to examining future ATC controllers. Her career should be an inspiration to anyone looking at this career
When did your interest in aviation begin?
It may be genetic! I grew up surrounded by planes and pilots. My father was an instructor and flew business jets; he had an immense enthusiasm for aviation which was clearly contagious. Throughout my early childhood he was CFI at RFC Bourn in Cambridgeshire, and I spent most of my free days “helping” out around the flying school.
Was your family an influence in your choice of career?
Definitely, my family were an influence, although there was never any pressure, just support and guidance for which I will always be grateful.
Take us back to when you were choosing your A levels, University and degree course. Did these choices help your role today and if so, how?
Oh dear, not at all! I chose A levels that interested me rather than having a particular career path in mind. I did English Literature, Geography and Biology, which on reflection seem quite random! Similarly, at university I read Russian Studies which involved literature, history and language. I had always found the country’s history fascinating, plus it was the time of glasnost and perestroika – it was all very topical.
Can you describe your career to date after finishing your degree?
After leaving university, I travelled to the USA with my father who was undertaking a Citation course with Flight Safety in Wichita; I carried on to Fort Worth to complete a PPL. Whilst I was in Texas my mother saw an advert in the local paper for an ATC Assistant/Trainee Controller at Luton, and I sent in an application. To be honest, at that stage I hadn’t considered ATC, but as soon as I arrived, it really felt like I was a square peg in a square hole; it all just made sense to me. At the time Luton ATC was run in-house and sponsored their own training scheme. Shortly after, I started work as an assistant. When several of the existing controllers left to move to East Midlands. I was sent on a course to gain an ATC Licence and Aerodrome Rating, validating in 1990.
In 2000, Luton moved the ATC contract to NATS, with the radar function moving into Terminal Control at West Drayton. Initially I stayed at the Tower; in 2002 I requested a posting and got Thames Radar/Heathrow Special which at the time was housed in the old Tower at Heathrow but was due to move into Terminal Control (TC). Within TC I cross-trained onto Luton; I think having “previous” made it a nice, quick validation to get!
Could you describe your role today?
I am an Approach Controller within TC Swanwick, valid on Luton Radar, Thames Radar and Heathrow Special. I am involved in controller training as an OJTI (on the job training instructor) and evaluator. I am also a Unit Competency Assessor and Examiner, the former related to the continuing competence of valid controllers, the latter dealing with undertaking validation boards which qualify a controller to work a particular sector. My other role is as a Refresher Training Assessor; this is related to a controller’s annual training in unusual circumstances and includes theoretical and simulation elements.
I have also been a flying instructor for many years, teaching PPL and the associated ratings, night and IMC, and I used to hold a multi/IR.
I am a member of the FRTOL Senior Examiner Panel, having been a FRTOL examiner myself for over 30 years. The procedures for obtaining a FRTOL and the conduct of the practical examination were given a much-needed overhaul in 2022. In this role I am involved in the training of new FRTOL examiners as well as conducting examiner assessments for both new and existing FRTOL examiners.
Over the years I have done various pieces of work for Pooley’s: writing various books for them and assisting in the editing of some of the APM volumes.
Pilots often believe that controllers are frustrated pilots. How would you answer that in your case?
Not really, I have been able to instruct and keep flying in that capacity. ATC has been great fun and has provided a slightly more predictable lifestyle which has suited me very well.
May a controller continue working as long as they can pass a medical?
Yes, although most chose to retire at 55, there are many who carry on into their 60s usually with reduced hours or dropping a sector. Working antisocial hours definitely becomes harder as you get older.
The ATC medical is a Class 3; does that mean it is less stringent than a pilot’s medical?
Class 3 medicals are almost identical to Class 1. There are a few more optional items that an AME might ask for in relation to a Class 1, and the ATCO medical can involve workplace specific checks. However, while you are free of any questionable health issues there is no major difference.
Do young controllers make the better controllers in terms of operating the new equipment?
Younger controllers certainly adapt to and accept changes in the equipment more quickly. A large part of that might be the need for more established controllers to additionally un-learn the old way of doing something and re-train old muscle memories. Prior to any major changes, everyone has to undergo and pass a course of training, usually involving simulations employing the new equipment.
How has your job changed over the years?
The level of automation and degree of oversight have both increased. The introduction of electronic strips has enabled electronic coordination to replace some telephone calls, which is much more time efficient. Although I do miss throwing handwritten strips at the next sector! Procedures have become more rigorous, and compliance is monitored more closely, which in terms of safety is a good thing.
There is talk of pilots being replaced by fully automated cockpits; is there a possibility the same could happen to controllers?
There is the joke about the cockpit of the future being a pilot and a dog. The pilot is there to feed the dog, and the dog makes sure the pilot doesn’t touch anything! I think that AI will definitely be employed in the future of ATC, and I can see potential for AI helping to manage traffic flow and conflict prediction. I can also see greater use of data link, reducing the potential for communication errors, but I don’t think it will completely replace human voice communication for a long time.
Is there a controller type? Do you feel that same type would make a good pilot?
I am not sure there is a particular “type”. There are similarities between controllers and pilots, all need to be calm, detail-oriented, analytical and decisive, as well as being able to operate in high-pressure environments. On both sides the work is very procedure driven and organized, so compatibility with such an environment is also necessary. Teamwork is possibly more important in ATC, in that the immediate team involves more people. ATC is also more of a problem-solving task.
These days, controllers are trained as tower controllers or radar controllers. Did you regret having to choose between working in the tower or working in a radar room?
In some ways, yes. It was nice to exercise the different disciplines and it gave people a good appreciation of the challenges each side of the equation faces. All controllers are encouraged to visit their respective Radar or Tower units regularly to gain an understanding of the task.
You completed a second degree, and not in a mainstream subject. What made you decide to do a second degree?
I was unwell for a year and not able to work or fly. I unexpectedly had time to pursue other interests, and I also realised that I needed something to keep my brain active and challenged. I have always had an interest in astronomy and started out just taking a distance learning module. Of course, I ended up doing the whole degree course. Knowing something of meteorology from flying and ATC, my dissertation was about exoplanetary atmospheres – some of the principles are the same, but the elements, pressures and temperatures involved lead to some wild met phenomena being predicted!
How important is it for a radar controller to have flying experience?
Certainly, for an Approach Controller where there is a great deal of interaction with GA, understanding the pilot’s workload and requirements is very useful. I would argue the same for a visual Tower, but maybe less so for Area Controllers where the vast majority of traffic is IFR inside controlled airspace. Commercial pilots are sometimes invited to attend our annual refresher training days, and their input and insight is very helpful in assisting us to understand their requirements.
How do you feel about the closure of control towers and their replacement with remote towers at Swanwick?
The technology is amazing. The visual displays have features that actually improve on looking out a real window. For example, it is possible to project an overlay of the aircraft data block (squawk and level information) which moves with the target, far easier than trying to spot a small grey dot in the distance!
Is your role stressful? Do you take your job home with you?
It can be stressful, but we are trained to manage the sector defensively. Unusual circumstances can lead to a spike in stress levels, but the organization is such that support and help is available.
Not taking work home is one of the main advantages of the job unless you want to be involved in projects, you can leave work at the door and do not have to take it home with you.
What is the hardest aspect of being a radar controller? The stress/ monotony? loneliness?
None of the above. We are trained to manage stressful situations and having the team around you helps to share the load. Support is available if an event has been overwhelming and there are trained diffusers on watch from whom immediate help is available. There are a lot of people in TC, so loneliness is not a factor, plus the task is very absorbing so you don’t really notice you are on your own. I suppose extended quiet periods can be a little tiresome, but it is a case of “be careful what you wish for”!
What has been the most satisfying moment in your career?
I would say my first validation at Luton Tower, I had probably worked harder for that than anything else, so it was very pleasing.
How important is a good voice in ATC?
I would say it is important that your voice is clear and unhurried. It is interesting teaching new ATCOs to use their voice appropriately, for example sounding urgent and authoritative if something is urgent or when rectifying a readback error, emphasizing the correct information.
Is correct telephony considered essential in ATC and is it monitored closely?
Yes, absolutely. Controllers are continuously monitored throughout the year, and prior to any revalidation of an endorsement, the examiner will take a random sample of the controller’s work including both RT and telephone coordination. This involves listening to a recording of the controller working, assessing their phraseology and RT technique (speed and pace of delivery) and ensuring coordination is also standard. Occasionally it is necessary to deviate from standard, for example if a pilot is simply not understanding an instruction, re-phrasing may help. If any non-standard phraseology has been used, it is important that no ambiguity has been introduced.
Have you had any worrying moments in your controlling career?
Of course. Emergencies bring a new dimension and different issues. The key thing is to get information about the event disseminated quickly; there is a lot of help available in the background which gains the controller, dealing with an emergency, some extra capacity.
Apart from controlling, I know you have taken on training and testing roles in Air Traffic. Could you describe those additional roles and why you enjoy doing them?
Similar to flight training, training new ATCOs is very rewarding. Helping someone to qualify into one of the best jobs that anyone can have and is a pleasure. In terms of examining, it is a great feeling to sign someone’s Licence for the first time, and know they have a great career ahead of them. The validation board is the culmination of a lot of work, time and dedication from the new ATCO, and the validation day can be stressful.
You are also a qualified Commercial Pilot and a flight instructor. Do you feel your ATC experience is advantageous and if so, how?
I think having an understanding both sides has the potential to make you more empathetic and possibly more forgiving! There is also the potential to quickly identify anything that seems questionable, for example if a controller phrases something differently it raises immediate questions.
In aviation terms, what would you want your epitaph to read?
Wow, that is a question! I have always liked Spike Milligan’s “Told you I was ill” … let me think about that!
Is there a glass ceiling in Air Traffic Control or is it very much equal opportunity for all sexes, transgender etc.
ATC is very much an equal opportunity job; anyone is encouraged to pursue a role they are interested in. The percentage of female controllers in the UK is around 30% which is higher than the European and world-wide figures (~22%). My personal opinion is that the issues center around awareness; outside of aviation many people do not know about the job and what it involves. Additionally, it is often classed as a STEM job (Science, Technology, Engineering and Maths), and whilst there are certainly technical aspects, I would characterize the actual work as more problem solving – in essence you have a goal to achieve to defined limits within a set of specific rules.
What aspect of the job do controllers dislike the most? The unsocial hours?
I would say yes, the anti-social hours. Shift work does not suit everyone, and night duties are not most people’s favourite. You also have to be prepared to miss the odd Christmas Day or family event. To put a positive spin on this – you do always have a built-in excuse if you don’t want to do something!
If you were 18 again, would you still choose the same career?
Yes, I would. I can honestly say that I have never had the feeling that work is a chore and feel very fortunate. The work has been interesting and fulfilling, plus I have worked with a fantastic bunch of people.
If you had been unable to become a controller or pilot, what might you have done?
I had places offered at university to study Law, before I went off-piste with my Russian Studies! I really don’t think I would have made a good lawyer. I really can’t recall what direction, 20-year-old me would want to take but I think I might have enjoyed something to do with wildlife or forestry.
AI, mobile phones, the Internet has and is changing people. Are you seeing any differences in the new controllers coming into the industry?
New controllers seem to find the automation easy to learn and use. The important thing as instructors is to ensure they understand why the electronics do what they do rather than just accepting. The training section at NATS a working hard to change the way classes or learning packages are delivered, taking a much more multi-media approach to reflect the preferred learning style of the trainees.
Could you please describe a typical day?
I aim to arrive at work around 15 minutes before the shift is due to start, which allows time to read through the latest notices and instructions that may have come into effect since I last worked.
Our monthly roster includes the sector you will be working on any particular day but can be subject to last-minute changes should the staffing situation have changed.
Therefore, a check of the daily sheet on the Group Supervisor desk is a good idea to confirm which sector I will be working that day.
I will then go to the assigned sector and take a handover from the out-going controller. This is a comprehensive and formal list regarding the current state of the sector covering items such as the pressure and minimum stack level, runways in use and spacing requirements from the tower, any non-standard flights or events that are expected and, of course, the traffic currently being worked and already coordinated into the sector.
Depending on the sector configuration, you would be expected to work for 45 minutes to an hour before a break. The hours we work are regulated by law, there are maximum times before you required to have a break of at least 30 minutes, these are 2 hours or, if the traffic has been particularly intense, 90 minutes. We try to operate well within these limits, so that there are always people rested and available should the sector become busy and there is a need to split.
The shift pattern itself is also legally regulated with minimum rest periods between duties set forth. There are various compliant patterns but at Swanwick we work two mornings, two afternoons and two nights followed by a “sleep day” and three days off.
Helena is hoping to expand her flying qualifications to include multi-engine instruction and to gradually reduce her roles in ATC. The experience and knowledge which Helena brings to the role of Flight Instructor is impressive and her determination, thirst for new skills, qualifications and knowledge, will make her a valuable asset to any flying school.
Outside of aviation, controlling or flying Helena enjoys exercising her two labradors which she maintains is a great way to relax. She enjoys walking and swimming and is an intermittently enthusiastic gardener. She has a greenhouse at home and a couple of vegetable plots she hopes to make more productive this year.
Plane Speaking is extremely grateful for Helena’s participation in this series of interviews and wishes her every success for the future.
If you are interested in a career in Air Traffic Control you should contact ….