ATCO + Pilot - How is it done?
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ATCO + Pilot - How is it done?
I know of at least two people who are ATCOs at busy units and pilots on corporate jets. Interested in the possibility myself, but wonder how it's possible to juggle the two?
The ATCO role surely requires you to be available for your allocated shifts (which can't be easy to change at short notice?), and the corporate pilot role requires you to be at the beck' and call of your employer. So how is it done?
Are these people part-time ATCOs and part-time pilots?
The ATCO role surely requires you to be available for your allocated shifts (which can't be easy to change at short notice?), and the corporate pilot role requires you to be at the beck' and call of your employer. So how is it done?
Are these people part-time ATCOs and part-time pilots?
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Full time ATCO, part time Corporate - I just do it when available. You know when your shifts are weeks in advance, you work around that. Also you have to remember which job pays the bills.
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<<which can't be easy to change at short notice>>
But the shift pattern I worked in NATS was a regular 6 on, 4 off for 25+ years so could be forecast as far ahead as was necessary, not that I am a pilot!
A number of my working colleagues worked as commercial pilots, flying on their days off and even before or after work on the same day. I sometimes wondered how much family life they had, if at all!
But the shift pattern I worked in NATS was a regular 6 on, 4 off for 25+ years so could be forecast as far ahead as was necessary, not that I am a pilot!
A number of my working colleagues worked as commercial pilots, flying on their days off and even before or after work on the same day. I sometimes wondered how much family life they had, if at all!
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First thing, you need 14 ATPL exams passed. Unforunately our friends at Aviation House don't give you ANY credit WHATSOEVER for having read through stacks of manuals, passed all ATC 'groundschool'/ theoretical training and not to mention the experience you probably have.
(you even have to pass the Comms exams- IFR and VFR comms. Waste of time but it gets them their £55 per subject).
Don't underestimate the ATPLs. If you put in 3 hours a day, 5 days a week, you'll get them done in about a year I should think (distance learning). If you are serious about distance learning ('DL'), I recommend GTS at Bournemouth- their manuals are BRILLIANT- and the instructors there are first class. Other people I know are very happy with Bristol Groundschool as well. There are some DL courses I would attach a large bargepole to and avoid like the plague. PM me for info.
(FYI, I have just come through ATPL full time groundschool and completed the IR. I am an ex Eurocontrol trainee).
(you even have to pass the Comms exams- IFR and VFR comms. Waste of time but it gets them their £55 per subject).
Don't underestimate the ATPLs. If you put in 3 hours a day, 5 days a week, you'll get them done in about a year I should think (distance learning). If you are serious about distance learning ('DL'), I recommend GTS at Bournemouth- their manuals are BRILLIANT- and the instructors there are first class. Other people I know are very happy with Bristol Groundschool as well. There are some DL courses I would attach a large bargepole to and avoid like the plague. PM me for info.
(FYI, I have just come through ATPL full time groundschool and completed the IR. I am an ex Eurocontrol trainee).
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If you work for NATS then you will have to declare your secondary employment. Some years ago the rules were changed to ensure that ATCOs did not work in areas where their job as an ATCO could be compromised. That was specifically aimed at those who were doing ATC type jobs on days off or leave. Having made enquiries at the time the management view was that the ban should include any CAA licensed activity.
Don't know what the latest interpretation is but obviously those who were already flying were not stopped. Might be worth a quick check with your local manager
Don't know what the latest interpretation is but obviously those who were already flying were not stopped. Might be worth a quick check with your local manager
Solution- most corporate aircraft in Europe are 'N' registered, therefore not CAA licensed activity, private operation, Non of NATS business! Get yourself FAA CPL/IR and go fly.........
More than just an ATCO
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Maybe no objection in law, but I wouldn't like to try and defend it after an accident or incident.
What was the old saying, "Jack of all trades, master of none"?
Lon More, here before Pontius was a Pilot or Mortus a Rigger
What was the old saying, "Jack of all trades, master of none"?
Lon More, here before Pontius was a Pilot or Mortus a Rigger
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It's relatively easy to combine "part time" professional flying with an ATCO career in NATS.
Our shift patterns and annual leave are "set in stone" and we can therefore give reliable availability to a prospective flying company in chunks of 2 or 3 (or more) days. These companies can use us to provide rostered days off for their full time pilots as well as normal "known in advance" trips.
The issue of secondary employment is of course a valid one, but all NATS pilots that I know have had no problem with authorisation. There is no connection between flight duty periods and SCRATCOH (this has been established officially with SRG) but it is generally agreed that no flying/ATCO duties will be seperated by less than 10 hours.
It should go without saying that these days, a pilot who is well versed in ATC procedures/slot times/phraseology etc is a positive asset to any flying company.
It should also go without saying that an ATCO who is well versed and current in modern IFR aircraft operations can be a great asset to his unit and NATS in general..........I know I am !!!!!???? JOKE GUYS!!
Our shift patterns and annual leave are "set in stone" and we can therefore give reliable availability to a prospective flying company in chunks of 2 or 3 (or more) days. These companies can use us to provide rostered days off for their full time pilots as well as normal "known in advance" trips.
The issue of secondary employment is of course a valid one, but all NATS pilots that I know have had no problem with authorisation. There is no connection between flight duty periods and SCRATCOH (this has been established officially with SRG) but it is generally agreed that no flying/ATCO duties will be seperated by less than 10 hours.
It should go without saying that these days, a pilot who is well versed in ATC procedures/slot times/phraseology etc is a positive asset to any flying company.
It should also go without saying that an ATCO who is well versed and current in modern IFR aircraft operations can be a great asset to his unit and NATS in general..........I know I am !!!!!???? JOKE GUYS!!
