However, each Civil Aviation Authority (CAA) may determine the manner by which knowledge and skill required for licences or ratings are to be demonstrated. With some recognition of the military qualifications and skills, this initial training is where time and cost savings could be made.Įuropean training diagram – ATCO common Core ContentĢ.11. This process is to prepare the controller for live training at an ATC unit. This initial course can take anything from 6-9 months depending on which rating they acquire (rimes based on surveyed European and non-European associations). On successful completion of this course, they are issued a student licence. Civilian ATCOs start their training with an initial course which includes a basic course and then rating training. This is not to say the reason for a transfer is about remuneration, but more about the recognition for the work that military controllers provide during their service.Ģ.4. The remuneration and benefits can be vastly different. Military and civilian controllers can often work alongside each other during their careers and at times, control the same civil air traffic. Not having a licence endorsed by EASA or ICAO will require military air traffic controllers, on leaving the military, to convert their licence to either an ICAO or an EASA compliant licence before they can continue their career in civilian ATC.Ģ.3. Also, airports like Northolt are controlled by military ATCOs who will often provide services to civilian air traffic.Ģ.2. In the UK for example, military ATCOs hold “Certificates of Competency” which do not conform to ICAO or EASA standards. However, if a state chooses to, it can apply these standards to military ATCOs who provide services to the public (EU 2015/340 Article 3.1). They do however operate in accordance with state requirements and military orders. Military ATCO licences, when issued, do not have to comply with ICAO or EASA standards as these standards are for civilian air traffic control. To understand the reasons behind the current situation, this paper looks at the licensing regulations in the International Civil Aviation Organization (ICAO) and the European Aviation Safety Agency (EASA) and investigates what happens in states around the world.Ģ.1. Recognising military qualifications and skills could enable training times to be reduced or eliminated.ġ.4. Military ATCOs having to commence their training from the beginning, relearning topics and practices they have already covered before is time that could be saved. With training times of 2-3 years, there is a push from bodies (A4E – Airlines for Europe) within Europe to reduce the time it takes to train an ATCO. The ability to train ATCOs quickly could go some way to meeting this shortfall. The impact of these shortages within Europe and around the world can cause serious travel disruption, often in peak times ( ).ġ.3. To combat this, Air Navigation Service Providers (ANSPs) like NATS in the UK, are initiating recruitment drives ( ). A rising problem in civil aviation is the scarcity of air traffic controllers. Military ATCOs, looking to transfer into civilian ATC are often required to complete the full initial training course as an ab-initio.ġ.2. More often than not however this does not happen. When looking to enter civilian ATC, this previous experience could allow for reduced training times by removing topics that have already been taught. Military Air Traffic Control Officers (ATCOs) have to complete an initial training course with their military organisation. There are service men and women leaving the military who potentially have lots of experience in the air traffic control (ATC) profession. 1991 – Port of Spain (Trinidad & Tobago)ġ.1.INFORMATION ON PROFESSIONAL MATTERS (INFO).TECHNICAL AND PROFESSIONAL MANUAL (TPM). REMOTELY PILOTED AIRCRAFT SYSTEMS (RPAS).Military to Civilian Licence Conversion | Skip to main content
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