I support NATS controllers too; it's their HR people who are to blame for the shortage.
When I came up for retirement,(at the NATS 'standard' age of 60) I offered to stay on part time (20 hrs gross per week) as I knew my unit would be 'temporarily ' short of certificated controllers until more could be trained, (they wouldn't post my 'replacement' in until I actually left and it would take at least 6 months to train them up!) but the terms offered to me by HR were unacceptable, plus they told the pension people not to pay my pension as I was 'not retiring', something they had absolutely no right to do. 10 years on now and I understand my old unit is still short of staff.
I know of another retiree (not from my unit) who was treated a similar way and another from my old unit who was made 'an offer he couldn't refuse' to take early retirement at 55,

I think this proves my point, somewhat.

There are many factors at work here, before we consider the influence on NATS' costs that the airlines have as part of the RPx consultations.

...and while we're at it:

Exactly. HR carry out the decisions in terms of allowing (or not) VR, allowing (or not) part time working. Do you really think it's HR taking those decisions in the first place?

Do let me 'start you', Southman, on 'how the CAA have caused so many problems for airports with their years of poor decisions on allowing ATCOs from overseas'.

SERCO closed Bailbrook because they assumed they would be the only bidder for NATS when the Labour government ('Our sky is not for sale') decided to sell it and as NATS already had an excellent college, so why have two?

Completely untrue. But worth saying just to stir things, eh?

SCRATCOH is not a legal regulation - this came as news to me recently.

Perhaps but it is mentioned in the CAP493: Section 8 chapter 1

Controllers, as well as unit managers, have a responsibility to ensure that they conform to the Scheme for the Regulation of Air Traffic Controllers’ Hours (SRATCOH) (CAP 670 Part D Section 2). It is particularly important that controllers who provide air traffic control services at more than one unit keep sufficient account of their periods of duty as only they will be in a position to establish that they have not breached SRATCOH.

But the ANO is not a legal document either. If you want the real law you have to view the statutory instruments as well.

But if SRATCOH is optional then what other parts of the CAP670 are? As well as internal company documents which do say that CAP670 is to be followed.

FFS try doing something illegal then

The Air Navigation Order 2016

So the restriction ends at midnight, having been in force for 12 months?

Farnborough North sector was closed due staffing the other weekend meaning pilots wishing to transit the Stansted TMZ had to try to call Essex Radar if they didn't have the necessary transponder.

Like 30W I am a pilot who flies out of various London are airports, depending on where my boss wants me (corporate jet) in the last few days myself and a colleague heard of a scheme to allow non-valid controllers to vector on sectors close to their airspace due to staff shortages. I doubt this can be accurate, but it worries me sick. Is there something the pilots should know? Is our safety about to be compromised due to the p££s poor planning of NATS HR and the parsimony of the large carriers who own a chunk of NATS? I'm used to controllers giving me bad news, usually with a smile and a delay, If you don't want to be seen on here feel free to PM me.

VH

ATCO's are licenced to provide services in specific areas. If an area has a zero flow rate applied due to no controller being available during a specified time then no aircraft are permitted to fly through that area, even under the control of another controller who does the adjoining airspace unless there are procedures allowing such.

Good God. What is happening to the UK ATC Service?

reference the post from nimmer. I believe and have heard substantial rumours that there is also a similar procedure in force in Northern Ireland and this has been the case for some time. Allegedly controllers from Belfast International (NATS) routinely vector inbounds to the ILS at Belfast City (NATS Solutions) during short staffing at Belfast City with the blessing from both Prospect and SARG. Allegedly there is no formal training undertaken or assessed for said routine practise. Not quite sure what would happen in the event of an incident where a controller is vectoring an aircraft to an airfield where they don't hold a validation but thats one for the grey wig brigade I suppose!