NATS
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NATS
Hi everyone. Is there anyone out there who has attended 1st stage interviews for student air traffic controller positions with NATS. I unfortunately didnt make it through last time round and have applied again this year. Any advice or help would be much appreciated.
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Thanks Cleared2land 27left! I had made it through the apptitude tests no problem, but didnt go so well in the next stage interviews. If I recall correctly, the first interview consisted of certain scenarios (ie, an aircraft with an engine failure is parked at the end of the runway threshold, can another aircraft take off? 2 Aircraft flying head on, what action would you take?). I was then asked a set of questions in relation to navigation/meteorolgy etc and then finally some personality questions. The technical questions didnt seem a problem. It was just the next interview which puzzled me?!?! The interviewer asks you a series of 50 questions or so, to which you must answer 'yes' or 'no'. Questions like 'What would you do if.....?' How do you answer these type of questions with yes or no? Please help.
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Tricky one that. People have tried being honest, and people have tried putting down what they think the CAA want to hear. Best I can reccommend is to read as much as possible about the job and the folk who do it, and to talk to as many ATCOs and visit as many units as you can. A visit to CATC is always worthwhile, and talk to SERCo as well. Luck!
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Once more unto the breach, Dear Friends...
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Once more unto the breach, Dear Friends...
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Hi Captain75, i have my interview coming up shortly and i would appreciate some help.. could you email me at:
[email protected]
thanks.
[email protected]
thanks.
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Did you recieve the list of books to read up on??
Read at least one of them
Question if a/c at end of runway is broken can another take off? Yes, taxi other a/c upto where broken a/c is and subject to wind go for it. Any other questions please ask.
I hated the YES/NO interview.
What did you think of the computer tests??
Read at least one of them
Question if a/c at end of runway is broken can another take off? Yes, taxi other a/c upto where broken a/c is and subject to wind go for it. Any other questions please ask.
I hated the YES/NO interview.
What did you think of the computer tests??
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Where the hell do you work 27 left???
If an aircraft has engine problems on the runway... Question one is do you require assistance...question 2 is are you able to taxi clear...question 3 is what do I do with my stream of landers..only then would you possibly think about lining an intermediate aircraft up.
If an aircraft has engine problems on the runway... Question one is do you require assistance...question 2 is are you able to taxi clear...question 3 is what do I do with my stream of landers..only then would you possibly think about lining an intermediate aircraft up.
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Having been through this mill some time ago, and having talked to my interviewers some time later, my impressions are that you are not expected to be an expert on ATC or on NATS. What they do like is if you have read and remembered any literature they have sent you. They also are pleased if you have already arranged a visit, off your own back, to an airport or centre. Subscribe to flight magazine, and tell them; it all shows motivation, interest and initiative.
As for the yes/no questions later on. They are all part of a personality questionnaire - Would you rather spend money on street lighting or the arts? etc. There are no right/wrong answers, just be honest, they're just trying to find out if you're a psycho.
Questions about stricken aircraft on runways aren't expected to be answered exactly or even correctly, but they want to see if you have some appreciation of the problems involved and can hold a coherent conversation about it.
Don't worry if you get things 'wrong'. I was sure I'd failed an interview because I said an aircraft flying at 480 knots flew at 5 miles a minute. I still passsed and have never ever had to sit back and do this mental arithmatic.
Good luck, we need lots more controllers
As for the yes/no questions later on. They are all part of a personality questionnaire - Would you rather spend money on street lighting or the arts? etc. There are no right/wrong answers, just be honest, they're just trying to find out if you're a psycho.
Questions about stricken aircraft on runways aren't expected to be answered exactly or even correctly, but they want to see if you have some appreciation of the problems involved and can hold a coherent conversation about it.
Don't worry if you get things 'wrong'. I was sure I'd failed an interview because I said an aircraft flying at 480 knots flew at 5 miles a minute. I still passsed and have never ever had to sit back and do this mental arithmatic.
Good luck, we need lots more controllers
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I now work with one of the people who interviewed me and they say that all you need to show in the interview is that you can think quickly calmly and if needs be come up with some bullsh@t at times. The computer tests may no longer be used. They were on the second stage of interviews.
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Thanks cleared2land 27left (Youve got to come up with a nick name!) Was I right in answering the personality questionaire with yes/no answers. For example "How would you describe your personaltiy?", how do I answer that with a yes or no answer. Am I to elaborate on my answers. Also, I was asked general navigation and meteorology questions to which I didnt really know the answers, should I make up some b****it or be honest? Any more advice would be much appreciated. A question I was asked "How do you think the privatisation of NATS will affect you and others? What are your view on the privatisation?
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Rubber glove and more........
...Well, an initial Class One is very in depth. They test your heart, ears, eyesight (more thoroughly than anything!) lungs, blood pressure, wee wee etc.
If you have it done at the 'Beehive' in Gatwick it is all a bit of a merry-go-round. Lots of people semi-naked (apart from the regulation CAA white robe!) wandering around from test to test with a nurse.
Ahhh....... can't wait for my renewal
IG
...Well, an initial Class One is very in depth. They test your heart, ears, eyesight (more thoroughly than anything!) lungs, blood pressure, wee wee etc.
If you have it done at the 'Beehive' in Gatwick it is all a bit of a merry-go-round. Lots of people semi-naked (apart from the regulation CAA white robe!) wandering around from test to test with a nurse.
Ahhh....... can't wait for my renewal
IG
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Captain75 - the class1 is no big deal, as long as you're reasonably healthy and keep the fag consumption down you should be OK !
Blood pressure is an issue at the moment at my unit and the job doesn't help to keep it down ! So don't drink too much alcohol the day before your medical as it will push your BP up for the next day !!
INS
Blood pressure is an issue at the moment at my unit and the job doesn't help to keep it down ! So don't drink too much alcohol the day before your medical as it will push your BP up for the next day !!
INS
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Thanks identnospeed. I dont think it would be much different to the CAA class 1 licence I obtained for my PPL - shouldnt have any problems. I would however, appreciate if you have any suggestions on the the interview in terms of the technical side of things. I remember the first question they asked me was to identify what type of aircraft 2 models were. Are these trivial type of questions expected to be answered correctly, or are they just trying to see if you will buls***t your way through? The other type of question I need improving is 2 aircraft flying head on at a specific altitude with respective speeds at a certain distance, how long will it take till they collide. Is there a rule of thumb when working these out. Any help would be much appreciated.
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Captain75 - the reason for the ID of 2 different models of aircraft would show (a) that you have an interest in aviation, which is not essential but certainly desirable, and presumably (b) that, in a tower environment you can ID an aircraft without reference to the flight progress strip, and therefore be more "slick" on a busy frequency !
If you get posted to a radar only unit they all look the same !!! so visual IDs are not important. What is important is relating aircraft type to its performance (eg. a learjet 60 climbs better than 747-400).
Re: 2 a/c converging head on at a specific ground speed, say 480 knots and 420 knots respectively = 900 knot closure. divide 900 by 60 = 15 n.miles per min. Just divide distance between a/c by this figure to get mins to impact. ....most would suggest some fairly savage heading or level adjustment if your answer is less than 2 mins !!!!!!
IMHO a correct answer that takes 15 secs is better than an incorrect one that takes 10.
cheers
INS
If you get posted to a radar only unit they all look the same !!! so visual IDs are not important. What is important is relating aircraft type to its performance (eg. a learjet 60 climbs better than 747-400).
Re: 2 a/c converging head on at a specific ground speed, say 480 knots and 420 knots respectively = 900 knot closure. divide 900 by 60 = 15 n.miles per min. Just divide distance between a/c by this figure to get mins to impact. ....most would suggest some fairly savage heading or level adjustment if your answer is less than 2 mins !!!!!!
IMHO a correct answer that takes 15 secs is better than an incorrect one that takes 10.
cheers
INS