40TH ANNUAL CONFERENCE, Geneva, Switzerland, 19-23 March 2001WP No. 163Continuation Training |
Introduction
On request of EGATS this item was put on the SC4 agenda.
The high proficiency of our profession necessitates the organisation of a well-designed continuation training program. The after-licensing-training, whether it is specific training or more general refreshing, is considered paramount.
Existing IFATCA policy and information on this topic already exists and needs re-organisation, updating and addition of new items.
Discussion
EDITOR’S NOTE: THE PREVIOUSLY EXISTING TEXT HAS BEEN COPIED BELOW.
New text is in italics and underlined. Comments are provided after the quoted text boxes when appropriate.
IFATCA Manual ‘IFATCA Policy on Training’ 2nd Edition February 1989 reads:
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6. Additional Training Requirements The quality and efficiency of training is dependent upon the skills and expertise of those involved at all stages i.e. selection, classroom and simulation instruction, examinations, on-the-job etc., and their close co-operation with one another. They should be aware of the objectives relevant to their involvement and that of their predecessors and successors. These tasks rightly belong to the controller but they are specialist tasks and therefore require the development of specialist skills. Those who accept the challenge of training should first and foremost want to do it then they should be given the opportunity to follow suitable training courses. An efficient training system ensures that after careful selection the successful candidates are given formal and informal training by expert staff at ATC college and an operational ATC unit in order to reach the required standard, demonstrating thorough knowledge and comprehension of Air Traffic Control, in the optimum training time. Three different types of Continuation Training are determined: Continuation Training is a generic term indicating a training phase following licensing and rating training. Continuation Training can include Refresher Training, Additional Training and Development Training. Refresher Training: organised on a regular basis and forming part of a competency scheme (towards rating validation); The process of further training in order to maintain current operational tasks requirements by refreshing knowledge and skills previously required. It will also apply to any training undertaken to maintain competency or re-train a controller prior to re-assessment of competency. Additional Training: organised when required, likely in conjunction with refresher training; The process of further training in order to meet or enhance operational tasks requirements by learning new or changed procedures, upgraded systems and operational and/or environmental aspects of concern. Development Training: which is not site specific and aims to prepare an ATCO for new and/or extra tasks not reflected in the licence. The process of further training where a licensed ATCO is prepared for ancillary tasks such as coaching, supervision, OJT instruction, etc. |
The inserted new text explains the different types of continuation training and is detailed further on.
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Familiarization flights It is important that the Air Traffic Controller be familiar with the environment in which he works. This includes having some knowledge and understanding of ATC from the airspace user’s point of view. Such familiarity can be achieved by gaining flying experience. “Licensed and trainee controllers should participate in familiarization flights each year.” “The Federation (IFATCA) recommends to all authorities responsible for the operation of Air Traffic Services:
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The entire text has been copied to the item ‘Additional Training’ (2.2.2.)
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2.1 Refresher Training Refresher training for the Air Traffic Controller means a re-acquaintance with previously learned facts, a reassessment of skills and an awareness of current specialist developments in aviation. Spectacular advances are being made in ATC in both technical equipment and the associated procedures which must be developed so as to incorporate the new technology. An Air Traffic Controller may perform his tasks satisfactorily for many years without ever being faced with an emergency situation and thus not be fully aware of the correct procedures to apply quickly, should such a situation develop. |
Refresher Courses has been numbered 2.1 and named Refresher Training.
The second paragraph has been copied to 2.1.2 Emergency Training.
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Controllers need also to be aware of the limited service that can be provided by a modern computer-generated synthetic radar display when such a system is degraded through technical failure. |
The above paragraph has been moved to 2.1.3. Special circumstances training.
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Refresher training courses, through discussions and simulator exercises, should permit controllers to review their knowledge and skills so as to identify areas of ambiguity and misunderstanding between written procedures and operational practice. Presentations by pilot representatives and aviation industry experts should also be included in the course. “As a means of maintaining a world-wide Air Traffic Control Service of the highest standards, controllers should participate in a refresher course (training and simulation designed to ensure a maintenance of knowledge and abilities with respect to all standards, procedures, equipment and technique currently in use).” “… the need for ATC refresher courses of 1 – 2 weeks duration at least every five years and that ICAO be notified of this policy together with the objectives of such courses.” (Lyon 1976) “The requirement is emphasised for Air Traffic Controllers to regularly attend training courses which should not have a bearing on the test of proficiency of the controller.” 2.1.1. Training before Competency Checks. [Existing text inserted (see later)] [Further text has been added as follows:] Topics to be covered will include changes in local procedures, letters of agreement, revised phraseology, updating on new aircraft performance, ability to adhere to standard practices, ability to handle an unusual situation. |
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Introduction of new Equipment and Procedures Technical development in aviation is making a big impact on the Air Traffic Control systems of the world. Change is inevitable and the controller has to adapt himself to meet the challenge of the systems and new procedures. Training must be given in order to equip the controller with the knowledge and understanding which he requires to help him adapt to his new environment. Suitable training will have to be given in due time so that when the new equipment and procedures are introduced operationally, all those concerned are familiar with and have confidence in the new system. Would a pilot convert to another type of aircraft without first undergoing extensive conversion training? One of the greatest changes which has taken place in ATC in recent years has been the introduction of automation in varying degrees. Basic knowledge of computers and automatic data processing as applied to ATC will be a requirement for all controllers. Such background knowledge will be useful in helping the controller to understand the extent to which automation will affect his working life and how he may have to develop new skills. Further training will be necessary to familiarise controllers with new equipment and operating procedures. It is essential that training on the system is carried out not only on an individual basis but also on a team basis. Often faults and misunderstandings do not become apparent until the whole system is put to the test. Training programmes will require careful planning as the new system will have to be integrated along with the old one and much training will probably have to take place during breaks and off- duty periods. As the automation of an Air Traffic Control system expands and further technological innovations are introduced the controllers will require more training in order to maintain confidence in the new system and the new skills which they undoubtedly will have to acquire. “Controllers required to operate in an automated Air Traffic Control system should receive relevant instruction in automatic data processing for ATC.” “Formal training should be established for all ATC personnel in the theoretical and practical procedures associated with the automated ATC system.” “The above training should be carefully integrated with the implementation of each stage of the automated ATC system.” |
This text has been reproduced under the heading 2.2.1. System Upgrade Training as part of the Additional Training.
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“ATC supervisors and managers (of ATC units about to implement automated ATC systems) should attend a course or seminar dealing with “The Management of Change”.” |
This text is found back under 2.3.2. Supervisor/Management as Development Training.
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2.1.2 Emergency Training An Air Traffic Controller may perform his task satisfactorily for many years without ever being faced with an emergency situation and thus be not fully aware of the correct procedures to apply quickly, should such a situation develop. It is recommended that emergency training is part of the rating validation process. (Geneva 2001) |
This item has been considered in fair detail in the EATCHIP Document ‘Controller Training in the Handling of Unusual Incidents’.
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Unusual situations 2.1.3. Special Circumstances Training One aspect of training which should not be neglected is that relating to emergency or unusual situations i.e. aircraft and ATC system malfunctions. Refresher training may make reference to this but it is felt that whilst such occurrences may be infrequent, when they do occur they do so without warning and often at a time that requires prompt and timely action by the controller if the situation is to remain safe. Controllers must know thoroughly the likely results of any system failure and the correct action to take to avoid a worsening of the situation. “Whatever the ATC environment, controllers should receive suitable, regular training on the published back-up procedures which would be put into operation in the event of a “system” failure .” |
The entire text has been copied in 2.1.3. Special Circumstances Training under the heading Refresher Training.
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Non-Radar procedures |
Title DELETED.
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It should be noted that many Air Traffic Control units who work with sophisticated and advanced automated radar systems do revert to non-radar methods of controlling aircraft when transferring flights from unit to unit. W hilst working aircraft within his own area of responsibility the controller may rely entirely on radar separation procedures but because of letters of agreement he will use other methods of separation when transferring aircraft to an adjacent unit. It is necessary that the controller in this situation be as familiar with non-radar as with radar procedures for the separation of aircraft. “Where any form of non-radar separation is in operational practice all controllers should receive training in procedural methods of controlling aircraft.” |
The entire text has been copied in 2.1.3. Special Circumstances Training under the heading Refresher Training.
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[Insert new paragraph:]
2.1.4. Procedures in ATC 2.2 Additional Training [new title] 2.2.1 System Upgrade Training [text copied from above] 2.2.2 Flight Experience [text copied from above] 2.2.3 ACAS/TCAS/GNSS The use of ACAS in the form of TCAS has been implemented worldwide by airlines. In the USA, Europe, Australia it is mandatory for most public transport aircraft and it will become mandatory possibly elsewhere as well. In most countries there is a lack of suitable ATC training as far the use of TCAS is concerned. Therefore controllers are not familiar with TCAS dynamics, and particularly with reference to manoeuvres performed by pilots as a result of resolution advisories. (RA) Existing IFATCA policy emphasises that “the primary means of collision avoidance within a controlled airspace environment must continue to be the air traffic control system”. Therefore controllers should be fully aware of their functions and responsibilities connected with the use of TCAS. Pilots, also, should be more conscious of all possible outcomes caused by aircraft not complying with as ATC clearance when following a TCAS advisory. In most countries ACAS information is almost non-existent. This is not as adequate situation as far as the controller’s functions and responsibilities are concerned. Controllers should be provided with guidelines, familiarisation and training programme en the use of ACAS. This programme should cover the following subjects: a) Official Definition of ACAS (TCAS) b) Technical Description and Cockpit Displays c) Pilot Responsibilities and Reactions to Traffic Advisories and Resolution Advisories d) Controller Reactions and Legal Responsibilities e) Phraseologies used in TCAS Communications f) Experience of Simulated ACAS (TCAS) events either in a Simulator or by Video presentation. Air Traffic Controllers require training in the technical and operational aspects of ACAS (TCAS) in order to fulfil their duties and responsibilities. Controller training packages should contain, at a minimum, the elements described above Other areas as GNSS, RVSM or other ‘new’ areas should be dealt with as well. 2.2.4 Environmental Aspects Team Resource Management, Human Factors in ATC, Critical Incident Stress Management and other related ATC items are to be included in a total package of additional training. Presentations by pilot representatives and aviation industry experts should also be included in the course. Items of interest could be aircraft performance, new type of aircraft, cockpit policies. 2.3 Development Training 2.3.1. OJTI/Check Examiner The OJT coach has a very responsible task to fulfil. It is rarely the case that the “best” controller makes a good coach. Also, many operational controllers obtain much satisfaction from using their skills in controlling aircraft and may be unwilling to become instructors. They do not wish to accept the additional responsibility of training whilst at the same time being more remote from the traffic situation. The OJT coach must be experienced in ATC and be able to get on well with people. Above all he must be highly motivated towards teaching and enjoy the job. Many coaches are unaware of the number and variety of training techniques so that consequently their own techniques are very restricted. In contrast to simulation training OJT is difficult to plan and develop systematically. Safety always has priority. The objective of OJT is to train a student for operational status and unless some thought is given to matching the traffic load to the student’s present ability, little or no benefit will be obtained. There are techniques to be learnt so that the coach and student can obtain the maximum benefit from training sessions. The interpersonal relationship between coach and student is very important in creating an optimum atmosphere for learning. It is recommended that all OJT coaches attend a suitable course of training in order to increase their awareness of the techniques available in OJT and of the application of such techniques. (Copenhagen 1978) This training should be organised as part of the OJTI-rating requirements. 2.3.1 Supervisor/Management [text copied from below] 2.3.2 Supervisory and Management Courses [Numbered 2.3.2. Supervisor/Management under Development Training] Whenever controllers are promoted to operational or non-operational posts they should receive suitable training to enable them to carry out these new tasks effectively. Senior career posts in Air Traffic Control are often very restricted and the nature of the job with its inherent stresses means that controllers are very frequently forced to retire from the job at an earlier age than is customary in other professions. Administrations are not always able to absorb all the ex-controllers in supervisory, management or other non-operational posts. Therefore, assistance should be given, at an early stage, to provide second career opportunities for Air Traffic Controllers. “Prior to appointment to a supervisory or management position, controllers should be provided with suitable supervisory and management courses which meet the requirements of the new position.” |
The text has been reproduced under 2.3.2. Supervisor/Management under the Development Training.
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“Career development courses should be provided on a programmed basis to prepare controllers for non-operational Air Traffic Control management positions.” “Controllers should also be provided the opportunity to take courses which will prepare them for employment on other duties in the government service and, if requested by the controllers, for employment outside the government service.” |
This part has been considered as ‘Second Career’ and resorts under Development Training.
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Proficiency Checking |
This has been re-titled as 2.1.1. Training before Competency Checks.
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Methods of checking the proficiency of the controller are desirable. The sophistication of modern equipment, the complexity of air traffic and airspace structure and the volume of air traffic demand that the Air Traffic Controller exercise his skills to the highest standards at all times if safety is to be preserved. From the training point of view when a system of proficiency checking is to be set up and then implemented, all the staff concerned need to be educated on the purpose of the system, its aims and how it will be administered. Specialist checkers will have to be selected and trained so as to reach a common standard of assisting and reporting. Specific training or refresher courses plus adequate training facilities may have to be established whenever there is doubt about the ability of controllers to perform their tasks to the required standard. If controllers do not come up to the necessary standard then they must be given the chance to receive the re-training they need. “Before a proficiency checking system is implemented adequate training facilities should exist to enable further training to take place where necessary.” [Further text has been added as follows:] Topics to be covered will include changes in local procedures, letters of agreement, revised phraseology, updating on new aircraft performance, ability to adhere to standard practices, ability to handle an unusual situation. |
The text has been copied under 2.1.1. Training before Competency Checks and belongs under the ‘Refresher Training’ umbrella.
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2.3.1 Second Career [existing text copied] 2.3.2 Others Before controllers take up any other tasks as may be in the field of airspace management, safety management, safety regulation, competency checker, any specialist task or a general management function, proper training should be provided. |
Conclusions
It has been observed that training does not end with the checkout. Refresher training courses should be available on regular basis and familiarisation flights undertaken annually. A change in duties or the introduction of new equipment and new procedures necessitates further training.
This WP has tried to structure the training elements after licensing. Continuation Training consists of Refresher Training, Additional Training and Development Training.
The body text of this WP could replace the IFATCA Policy on training: 6. Additional training requirements (43A1+).
Recommendations
It is recommended:
- to delete ‘IFATCA Policy on training: 6. Additional training requirements’ (43A1+) ;
- to replace the deleted text by:
6. Continuation Training Requirements
The quality and efficiency of training is dependent upon the skills and expertise of those in- volved at all stages i.e. selection, classroom and simulation instruction, examinations, on-the-job etc., and their close co-operation with one another. They should be aware of the objectives relevant to their involvement and that of their predecessors and successors. These tasks rightly belong to the controller but they are specialist tasks and therefore require the development of specialist skills. Those who accept the challenge of training should first and foremost want to do it then they should be given the opportunity to follow suitable training courses. An efficient training system ensures that after careful selection the successful candidates are given formal and informal training by expert staff at ATC college and an operational ATC unit in order to reach the required standard, demonstrating thorough knowledge and comprehension of Air Traffic Control, in the optimum training time.
Three different types of Continuation Training are determined:
Continuation Training is a generic term indicating a training phase following licensing and rating training. Continuation Training can include Refresher Training, Additional Training and Development Training.
- Refresher Training: organised on a regular basis and forming part of a competency scheme (towards rating validation);
The process of further training in order to maintain current operational tasks requirements by refreshing knowledge and skills previously required. It will also apply to any training undertaken to maintain competency or re-train a controller prior to re-assessment of competency.- Additional Training: organised when required, likely in conjunction with refresher training;
The process of further training in order to meet or enhance operational tasks requirements by learning new or changed procedures, upgraded systems and operational and/or environmental aspects of concern.- Development Training: which is not site specific and aims to prepare an ATCO for new and/or extra tasks not reflected in the licence.
The process of further training where a licensed ATCO is prepared for ancillary tasks such as coaching, supervision, OJT instruction, etc.
Refresher Training
Refresher training for the Air Traffic Controller means a re-acquaintance with previously learned facts, a re-assessment of skills and an awareness of current specialist developments in aviation. Spectacular advances are being made in ATC in both technical equipment and the associated procedures, which must be developed so as to incorporate the new technology.
Refresher training courses, through discussions and simulator exercises, should permit controllers to review their knowledge and skills so as to identify areas of ambiguity and misunderstanding between written procedures and operational practice.
“As a means of maintaining a world-wide Air Traffic Control Service of the highest standards, controllers should participate in a refresher course (training and simulation designed to ensure a maintenance of knowledge and abilities with respect to all standards, procedures, equipment and technique currently in use).” (Dublin 1972)
“It is recommended that IFATCA policy indicate the need for ATC refresher courses of 1-2 weeks duration at least every five years and that ICAO be notified of this policy together with the objectives of such courses.” (Lyon 1976)
“The requirement is emphasised for Air Traffic Controllers to regularly attend training courses which should not have a bearing on the test of proficiency of the controller.”
Training before Competency Checks
Methods of checking the proficiency of the controller are desirable. The sophistication of modern equipment, the complexity of air traffic and airspace structure and the volume of air traffic demand that the Air Traffic Controller exercise his skills to the highest standards at all times if safety is to be preserved.
From the training point of view when a system of proficiency checking is to be set up and then implemented, all the staff concerned need to be educated on the purpose of the system, its aims and how it will be administered.
Specialist checkers will have to be selected and trained so as to reach a common standard of assisting and reporting. Specific training or refresher courses plus adequate facilities may have to be established whenever there is doubt about the ability of controllers to perform their tasks to the required standard. If controllers do not come up to the necessary standard then they must be given the chance to receive the re-training they need.
“Before a proficiency checking system is implemented adequate training facilities should exist to enable further training to take place where necessary.”
Topics to be covered will include changes in local procedures, letters of agreement, revised phraseology, updating on new aircraft performance, ability to adhere to standard practices, ability to handle an unusual situation.
Emergency Training
An Air Traffic Controller may perform his task satisfactorily for many years without ever being faced with an emergency situation and thus be not fully aware of the correct procedures to apply quickly, should such a situation develop.
“It is recommended that emergency training is part of the refresher training.” (Geneva 2001)
Special Circumstances Training
One aspect of training that should not be neglected is that relating to unusual situations i.e. ATC System malfunctions. It is felt that whilst such occurrences may be infrequent, when they do occur they do so without warning and often at a time that requires prompt and timely action by the controller if the situation is to remain safe. Controllers must know thoroughly the likely results of any system failure and the correct action to take to avoid a worsening of the situation.
“Whatever the ATC environment, controllers should receive suitable, regular training on the published back-up procedures which would be put into operation in the event of a “system” failure.”
Controllers need also to be aware of the limited service that can be provided by a modern computer-generated synthetic radar display when such a system is degraded through technical failure.
It should be noted that many Air Traffic Control units who work with sophisticated and advanced automated radar systems do revert to non-radar methods of controlling aircraft when transferring flights from unit to unit. Whilst working aircraft within his own area of responsibility the controller may rely entirely on radar separation procedures but because of letters of agreement he will use other methods of separation when transferring aircraft to an adjacent unit. It is necessary that the controller in this situation be as familiar with non-radar as with radar procedures for the separation of aircraft.
“Where any form of non-radar separation is in operational practice all controllers should receive training in procedural methods of controlling aircraft.”
Procedures in ATC
Topics to be covered will include changes in local procedures, letters of agreement, revised phraseology, updating on new aircraft performance, ability to adhere to standard practices, ability to handle an unusual situation.
Additional Training
System Upgrade Training
Technical development in aviation is making a big impact on the Air Traffic Control systems of the world. Change is inevitable and the controller has to adapt himself to meet the challenge of the systems and new procedures. Training must be given in order to equip the controller with the knowledge and understanding that he requires to help him adapt to his new environment.
Suitable training will have to be given in due time so that when the new equipment and procedures are introduced operationally, all those concerned are familiar with and have confidence in the new system.
One of the greatest changes that have taken place in ATC in recent years has been the introduction of automation in varying degrees. Basic knowledge of computers and automatic data processing as applied to ATC will be a requirement for all controllers. Such background knowledge will be useful in helping the controller to understand the extent to which automation will affect his working life and how he may have to develop new skills. Further training will be necessary to familiarise controllers with new equipment and operating procedures. It is essential that training on the system be carried out not only on an individual basis but also on a team basis. Often faults and misunderstandings do not become apparent until the whole system is put to the test.
Training programmes will require careful planning as the new system will have to be integrated along with the old one and much training will probably have to take place during breaks and off- duty periods. As the automation of an Air Traffic Control system expands and further technological innovations are introduced the controllers will require more training in order to maintain confidence in the new system and the new skills that will undoubtedly will have to acquire.
“Controllers required to operate in an automated Air Traffic Control system should receive relevant instruction in automatic data processing for ATC.”
“Formal training should be established for all ATC personnel in the theoretical and practical procedures associated with the automated ATC system.”
“The above training should be carefully integrated with the implementation of each stage of the automated ATC system.”
Flight Experience
It is important that the Air Traffic Controller be familiar with the environment in which he works. This includes having some knowledge and understanding of ATC from the airspace user’s point of view. Such familiarity can be achieved by gaining flying experience.
“Licensed and trainee controllers should participate in familiarisation flights each year.”
“The Federation (IFATCA) recommends to all authorities responsible for the operation of Air Traffic Services:
1) To provide for familiarisation flights in the cockpits of aircraft for Air Traffic Controllers, with combined facilities to visit adjacent and distant Air Traffic Control units.
2) Licensed and trainee controllers should participate in familiarisation flights each year. Therefore, it is strongly recommended that at least two such flights annually be granted to individual air traffic controllers, and that one of these flights is a long distance one.
3)
a) To encourage air traffic controllers with flying experience to maintain their proficiency by offering special facilities, and
b) To encourage air traffic controllers without flying experience to gain such experience by providing facilities for pilot-training to the level of the Private Pilot Licence, and
4) To exploit the use of linktrainers for the familiarisation of air traffic controllers with specific in-flight problems.
ACAS/TCAS; GNSS
The use of ACAS in the form of TCAS has been implemented worldwide by airlines. In the USA it is mandatory for most public transport aircraft and it will become mandatory in Europe, Australia and possibly elsewhere by the year 2000. In most countries there is a lack of suitable ATC training as far the use of TCAS is concerned. Therefore controllers are not familiar with TCAS dynamics, and particularly with reference to manoeuvres performed by pilots as a result of resolution advisories. (RA)
Existing IFATCA policy emphasises that “the primary means of collision avoidance within a controlled airspace environment must continue to be the air traffic control system”. Therefore controllers should be fully aware of their functions and responsibilities connected with the use of TCAS. Pilots, also, should be more conscious of all possible outcomes caused by aircraft not complying with as ATC clearance when following a TCAS advisory.
In most countries ACAS information is almost non-existent. This is not as adequate situation as far as the controller’s functions and responsibilities are concerned. Controllers should be provided with guidelines, familiarisation and training programme en the use of ACAS. This programme should cover the following subjects:
(a) Official Definition of ACAS (TCAS)
(b) Technical Description and Cockpit Displays
(c) Pilot Responsibilities and Reactions to Traffic Advisories and Resolution Advisories
(d) Controller Reactions and Legal Responsibilities
(e) Phraseologies used in TCAS Communications
(f) Experience of Simulated ACAS (TCAS) events either in a Simulator or by Video presentation.
Air Traffic Controllers require training in the technical and operational aspects of ACAS (TCAS) in order to fulfil their duties and responsibilities. Controller training packages should contain, at a minimum, the elements described above.
Other areas as GNSS, RVSM or other ‘new’ areas should be dealt with as well.
Environmental Aspects
Team Resource Management, Human Factors in ATC, Critical Incident Stress Management and other related ATC items are to be included in a total package of additional training. Presentations by pilot representatives and aviation industry experts should also be included in the course. Items of interest could be aircraft performance, new type of aircraft, cockpit policies, …
Development Training
OJTI/check Examiner
The OJT coach has a very responsible task to fulfil. It is rarely the case that the “best” controller makes a good coach. Also, many operational controllers obtain much satisfaction from using their skills in controlling aircraft and may be unwilling to become instructors. They do not wish to accept the additional responsibility of training whilst at the same time being more remote from the traffic situation. The OJT coach must be experienced in ATC and be able to get on well with people. Above all he must be highly motivated towards teaching and enjoy the job. Many coaches are unaware of the number and variety of training techniques so that consequently their own techniques are very restricted.
In contrast to simulation training OJT is difficult to plan and develop systematically. Safety always has priority. The objective of OJT is to train a student for operational status and unless some thought is given to matching the traffic load to the student’s present ability, little or no benefit will be obtained. There are techniques to be learnt so that the coach and student can obtain the maximum benefit from training sessions. The interpersonal relationship between coach and student is very important in creating an optimum atmosphere for learning.
“It is recommended that all OJT coaches attend a suitable course of training in order to increase their awareness of the techniques available in OJT and of the application of such techniques.”
This training should be organised as part of the OJTI-rating requirements.
Supervisor/Management
Whenever controllers are promoted to operational or non-operational posts they should receive suitable training to enable them to carry out these new tasks effectively.
Senior career posts in Air Traffic Control are often very restricted and the nature of the job with its inherent stresses means that controllers are very frequently forced to retire from the job at an earlier age than is customary in other professions. Administrations are not always able to absorb all the ex-controllers in supervisory, management or other non-operational posts. Therefore, assistance should be given, at an early stage, to provide second career opportunities for Air Traffic Controllers.
“Prior to appointment to a supervisory or management position, controllers should be provided with suitable supervisory and management courses which meet the requirements of the new position.”
“ATC supervisors and managers (of ATC units about to implement automated ATC systems) should attend a course or seminar dealing with “The Management of Change”.”
Second Career
“Career development courses should be provided on a programmed basis to prepare controllers for non-operational Air Traffic Control management positions.”
“Controllers should also be provided the opportunity to take courses which will prepare them for employment on other duties in the government service and, if requested by the controllers, for employment outside the government service.”
Others
Before controllers take up any other tasks as may be in the field of airspace management, safety management, safety regulation, competency checker, any specialist task or a general management function, proper training should be provided.
To insert on page 4351, new paragraph 5.2.6 :
It is recommended that emergency training is part of the refresher training.
Last Update: September 28, 2020