I

THE
AIR TRAFFIC CONTROLLER
WORKFORCE PLAN
2 0 2 1 | 2 0 3 0
 This 2021 report is the FAA’s sixteenth
annual update to the controller
workforce plan. The FAA issued the first
comprehensive controller workforce
plan in December 2004. It provides
stafing ranges for all of the FAA’s air
trafic control facilities and actual
onboard controllers as of September
26, 2020. Section 221 of Public Law
108-176 (amended by Public Law 116-
260) requires the FAA Administrator
to transmit a report to the Senate
Committee on Commerce, Science
and Transportation and the House
of Representatives Committee on
Transportation and Infrastructure
that describes the overall air trafic
controller workforce plan.

2 . Air Traffc Controller Workforce Plan

Contents
4 EXECUTIVE SUMMARY 39 Controller Losses Due to Promotions and

8 CHAPTER 1 | INTRODUCTION
Other Transfers

8 Staffng to Traffc
40 Total Controller Losses

11 Meeting the Challenge

42 CHAPTER 5 | HIRING PLAN

12 CHAPTER 2 | FACILITIES & SERVICES

43 Controller Hiring Profle

12 Terminal and En Route Air Traffc Services

44 Trainee-to-Total-Controller Percentage

13 FAA Air Traffc Control Facilities

47 CHAPTER 6 | HIRING PROCESS

14 CHAPTER 3 | STAFFING REQUIREMENTS

47 Controller Hiring Sources

17 Staffng Ranges
47 Recruitment

21 Air Traffc Staffng Standards Overview

50 CHAPTER 7 | TRAINING

23 Tower Cab Overview

51 The Training Process

24 TRACON Overview
52 Designing and Delivering Effective Training

25 En Route Overview
52 Infrastructure Investments

26 Summary
52 Time to Certifcation

26 Air Traffc Controller Scheduling

53 Investing for the Future

27 Technological Advances
54 CHAPTER 8 | FUNDING STATUS

32 CHAPTER 4 | LOSSES
55 APPENDIX

32 Controller Loss Summary

55 Facility Staffng Ranges

33 Actual Controller Retirements

33 Cumulative Retirement Eligibility

34 Controller Workforce Age Distribution

35 Controller Retirement Eligibility

36 Controller Retirement Pattern

37 Controller Losses Due to Retirements

38 Controller Losses Due to Resignations,

Removals and Deaths

38 Developmental Attrition

38 Academy Attrition

2021-2030 .3
Executive Summary
Safety is the top priority of the Federal Aviation Administration (FAA) as it manages America’s National
Airspace System (NAS). The FAA’s mission is to provide the safest, most eficient aerospace system in the
world and encourage global aerospace excellence. The NAS is the common network of U.S. airspace—
air navigation facilities, equipment and services; airports or landing areas; aeronautical charts, information
and services; rules, regulations and procedures; technical information; and manpower and material.
Thanks to the expertise of people and the support of technology, tens of thousands of aircraft are guided
safely and expeditiously every day through the NAS to their destinations.

While safety is the top priority of the FAA as it manages the NAS, eficiency is also an important
priority for the FAA.

IMPACT OF CORONAVIRUS DISEASE 2019 (COVID-19)

The COVID-19 pandemic has had substantial impact on the aviation industry and the FAA. At the onset of the
pandemic, in order to protect employees and help ensure continuity of operations, certain activities were
eliminated or significantly reduced at our air trafic control facilities. On-the-job training of developmental
air trafic controllers was significantly reduced. This will result in delayed certification for most existing
developmental controllers. In order to help the training pipeline recover and due to a significant drop in air
trafic volume at most of our facilities, the FAA has decided to reduce the FY 2021 hiring target from 910 to
500. As always, the FAA will continue to assess the aviation industry and make future adjustments to plans
as warranted. This plan reflects impacts of the pandemic on controller hiring plans given current projections
of recovery.

WORKLOAD
An important part of managing the NAS involves actively aligning controller resources with demand.
The FAA “stafs to trafic,” matching the number of air trafic controllers at its facilities with trafic volume
and workload. The FAA’s stafing needs are dynamic due to the dynamic nature of the workload and
trafic volume.

TRAFFIC
For the purposes of this plan, air trafic includes aircraft that are controlled, separated and managed by air
trafic controllers. This includes commercial passenger and cargo aircraft, as well as general aviation and
military aircraft. Due to the COVID-19 pandemic, air trafic volume dropped precipitously beginning in late
March 2020. Trafic is slowly returning but isn’t expected to recover to 2019 levels for several years. The FAA
also incorporates location-specific trafic counts and forecasts in its stafing standards process to account
for air trafic volume projections at individual facilities.

4 . Air Traffc Controller Workforce Plan

Also, unmanned Aircraft Systems (UAS) are changing the way we see
the future of flight. Keeping pace with the technological advances
in this growing industry presents unique challenges and innovative
opportunities for the FAA and the aviation community. The FAA is taking
an incremental approach to safe UAS integration. The impact of UAS on
air trafic control will continue to evolve as the FAA pursues its vision for The FAA’s goal is
fully integrating unmanned systems into the NAS. to ensure that it
has the fexibility to
HEADCOUNT
At individual facilities, the current Actual on Board (AOB) number may match the number
exceed the facility’s target stafing range. This is because many facilities’ of controllers at
current AOB numbers (all controllers at the facility) include many each facility with
developmental controllers in training to ofset expected future attrition. traffc volume and
While the FAA strives to keep Certified Professional Controllers (CPCs)
and Certified Professional Controllers in Training (CPC-ITs) within the
workload. Staffng
range, individual facilities can be above the range due to advance hiring. to traffc is just
The FAA hires and stafs facilities so that trainees, once fully certified, one of the ways
are prepared to take over responsibilities when senior controllers leave. we manage
Current stafing levels and ranges can be seen in the Appendix of America’s NAS.
this plan.

RETIREMENTS
The long-anticipated wave of controller retirements peaked more than
a decade ago, in 2007, at 828 retirements. Over the past five years, the
FAA has averaged 501 controller retirements per year. Due to the shifting
demographics of the workforce, controller retirements are expected to
continue to decline for the next five years to a new average of 236 per
year through 2030. In the last five years, 2,506 controllers have retired.
Cumulative retirement eligibility has also fallen. More than 10,000
controllers were hired after the 1981 strike, and at the end of FY 2020
only 19 controllers remain from those who were hired before 1984. By the
end of FY 2021, fewer than 600 controllers will be eligible to retire, which
is the lowest number since the 2005 Controller Workforce Plan.

2021-2030 .5
 This clearly demonstrates that the controller retirement
wave that peaked more than a decade ago is over.

The FAA carefully tracks actual retirements and projects losses to

ensure its recruitment and training keep pace.

HIRING
Over the past five years, the FAA has hired over 7,200 new air trafic
controllers. In FY 2020, we exceeded our target with 920 controller
hires versus a plan of 910 in the midst of the COVID-19 pandemic.

FY 2020 hiring was significantly challenged by the COVID-19 pandemic.

Despite those challenges, the FAA continued to recruit and hire through
the use of a two-track announcement, utilizing virtual onboarding as
Over the past well as virtual training. This consisted of new hires beginning their
employment from their current residence and completing the Air
fve years,
Trafic Basics training virtually. After Basic training was completed, they
the FAA has reported to the FAA Academy in Oklahoma City for the next portion of
their training. This was the fifth consecutive year that FAA met it’s
hired over 7,200 hiring goal.
new air traffc The anticipated number of new controller hires in FY 2021 is 500.
controllers. This represents a significant reduction to the FY 2021 target of 910
stated in the FY 2020 Controller Workforce Plan. The decrease is driven
by ongoing impacts of the COVID-19 pandemic and our desire to not
overload facilities with new hires. This would be the lowest number
of new controller hires since 2013.

In FY 2016, Public Law 114-190 – the FAA Extension, Safety and Security
Act (FESSA) of 2016 – was enacted. The law established two hiring
tracks totaling three distinct hiring pools. It included pool- balancing
requirements. The National Defense Authorization Act of 2020 replaced
the balancing requirements with requirements to prioritize certain pools.
This will give the FAA better access to the best-qualified candidates.

During FY 2021, the FAA will continue to recruit and hire air trafic control
specialists to meet stafing requirements through the use of the two-
track announcement process.

6 . Air Traffc Controller Workforce Plan

TRAINING
In July 2019, the FAA implemented the National Training Initiative (NTI), providing minimum training hours
per week for all trainees. Since implementation of the NTI in 2019, the FAA made significant increases in the
certification of trainees to certified professional controllers (CPCs). NTI was temporarily paused as a result of
COVID-19 for several months and training was significantly impacted. As the FAA ramps back up and brings
new employees on board, training continues to be closely monitored at all facilities. We must carefully
manage the process to ensure that our trainees are hired into locations with need and progress in a timely
manner to become CPCs. NTI is critical to our continued eforts to build a stable trainee pipeline and develop
our workforce.

Ongoing hiring and training initiatives, as well as simulator use, are helping the FAA meet its goals.
While the FAA is managing today’s air trafic, we must also integrate new technologies into air trafic
operations. From state-of-the-art simulators to satellite technology, air trafic is evolving into a more
automated system. The FAA is working diligently to ensure well-trained controllers continue to uphold
the highest safety standards as we plan for the future.”

2021-2030 .7
Ch. 1 Introduction
STAFFING TO TRAFFIC
Air traffc controller workload and traffc volume are dynamic, and so are the FAA’s staffng needs. A primary
factor affecting controller workload is the demand created by air traffc, encompassing both commercial
and non-commercial activity. Commercial activity includes air carrier and commuter/air taxi traffc.
Non-commercial activity includes general aviation and military traffc.

Adequate numbers of controllers must be available to cover the peaks in traffc caused by weather and daily,
weekly or seasonal variations, so we continue to “staff to traffc.” Although the FAA generally staffs to traffc
counts, it is not a one-to-one relationship.

Safety rules and hours of operation require watch schedules that establish staffng during low-volume periods
or in facilities with low traffc counts. This practice gives us the fexibility throughout each day to match the
number of controllers at each facility with traffc volume and workload.

FIGURE 1.1 TRAFFIC TRENDS

Peak traffc Historical Forecasted
160
150
....... Jt.Jt..
..
~
t ...................................................................
.
-
TOTAL WORKFORCE

~/
OPERATIONS (M)*

140
130
., ., .
120
110
100
90
80
'98 '99 '00 '01 '02 '03 '04 '05 '06 '07 '08 '09 '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
FISCAL YEAR
*Total Workforce Operations = Tower + TRACON + Aircraft Handled by En Route Centers

Air traffc was severely impacted by the COVID-19 pandemic. In late March 2020, air traffc dropped
dramatically. It has begun a slow, steady recovery and the FAA projects it will take several years to
return to 2019 levels. Prior to COVID-19, air traffc had shown slow growth in each of the last 5 years.
However, system- wide, air traffc is down by 38.8 percent since peak year 2000 and the chart in
Figure 1.1 shows that air traffc volume is not forecasted to return to peak levels in the near term.

Figure 1.2 shows system-wide controller staffng and traffc, indexed from FY 2000 and projected through
FY 2030. Indexing is a widely used technique that compares the change over time of two or more data series
(in this case, total controller headcount, CPC plus CPC-IT and traffc). The data series are set equal to each
other (or indexed) at a particular point in time (in this case, FY 2000, a high mark for traffc) and measured
relative to that index point in each successive year. This way we know how much growth or decline has
occurred compared with the base value.

8 . Air Traffc Controller Workforce Plan

 FIGURE 1.2 SYSTEM-WIDE TRAFFIC AND TOTAL CONTROLLER TRENDS
Headcount Forecasted Headcount CPC + CPC-IT Forecasted CPC + CPC-IT Historical Traffc
Staffng continued to rise Forecasted Traffc
PEAK TRAFFIC YEAR 2000 = 100
110 while traffc dropped off Staffng still ahead of traffc

100

90
INDEX

80

70

60
'00 '01 '02 '03 '04 '05 '06 '07 '08 '09 '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
FISCAL YEAR

Staffng to traffc not only applies on a daily basis, but also means
that we staff to satisfy expected needs two to three years in advance.
We do this to ensure suffcient training time for new hires. Despite the
decline in air traffc shown in Figure 1.2, “staffng to traffc” requires us
to anticipate controller attrition so that we plan and hire new controllers
in advance of need. This is one reason that staffng remains ahead of
traffc. The gap between the blue line (Headcount) and the green line
(CPC and CPC-IT staffng) is the advance hire trainee pipeline and is
projected to close signifcantly by 2025. The headcount and CPC+CPC-
IT lines converge due to reduced retirements and other losses.

The FAA periodically validates its staffng models to check for

fundamental changes in the nature of the air traffc control job.
The FAA will update its staffng models when there are signifcant
changes in air traffc controller workload. Future workload shifts could
be driven by increased UAS activity and increases in commercial space
launch activity.

In December 2015, the FAA began registration of all UAS. Initially UAS
operated on a limited basis in the NAS and mainly supported public
operations, such as military and border security operations. In recent
years, UAS operations have signifcantly increased in number, technical
complexity and application, but they have not had much impact on
controller workload yet. The list of uses has rapidly expanded to
encompass a broad range of activities, including aerial photography,
surveying, communications and broadcast, as well as hobby
and recreation.

In 2017, the FAA launched a prototype version of the Low Altitude

Authorization and Notifcation Capability (LAANC). It provides UAS
with access to controlled airspace near airports through near real-time
processing of authorization requests. LAANC is a collaboration in which
FAA supplies the source data and technical requirements, and industry
builds mobile applications for commercial drone operators to plan their
fights and access controlled airspace.

2021-2030 .9
Ch. 1 Introduction The Remote Identifcation of Unmanned Aircraft Final Rule is the next
incremental step towards further integration of Unmanned Aircraft
(UA) in the National Airspace System. In its most basic form, remote
identifcation can be described as a “digital license plate” for UA.
Remote ID is necessary to address aviation safety and security issues
regarding UA operations in the National Airspace System, and is an
essential building block toward safely allowing more complex
UA operations.

In December 2019, the FAA issued a notice of proposed rulemaking

regarding remote identifcation of unmanned aircraft systems. This new
regulation would continue the safe integration of drones into the nation’s
airspace by requiring them to be identifable remotely. In the 60-day
comment period following publication, the FAA received over 53,000
comments. We reviewed all of the comments and considered them
when writing the fnal rule, which was published in the Federal Register
on January 15, 2021.

As policy and technology updates allow widespread use of UAS for

commercial applications, the impact on the ATC workload will be
incorporated into our models and forecasts. Oversight of UAS is aided
by the FAA’s compliance program, which is designed to help identify and
correct potential hazards before they result in an incident or accident.

Commercial space launch activity is growing in the United States. There

continues to be strong investment in startup space ventures. The level
of activity from air traffc controllers to coordinate airspace closures to
support launch and re-entry will likely grow in areas of the country where
commercial space activity is concentrated. The FAA will continue to
monitor controller workload associated with commercial space activities
and adjust our models and forecasts accordingly.

10 . Air Traffc Controller Workforce Plan

MEETING THE CHALLENGE
The FAA’s hiring plan is designed to phase in new hires as needed
over time. To do so, the FAA plans its hiring vacancy announcement
strategy to provide a suffcient pipeline to meet the hiring need. The
hiring process is prolonged from announcement to onboarding, as it
includes various screening activities that can take time (e.g., medical,
security, aptitude). The primary goal of the FAA’s hiring pipeline strategy
is to ensure the pipeline of in-process candidates is suffcient to replace
controllers who retire or leave due to other sources of attrition.

Annual retirements are dropping and well below those experienced

in 2007, when the long-anticipated wave of retirements peaked.
Retirements are expected to fall for the next fve years and remain
at relatively low levels for the next decade.

Hiring, however, is just one challenge. Other challenges involve control-

ler placement, controller training and controller scheduling. It is import-
ant that newly hired and transferring controllers are properly placed in
the facilities where they are needed. Once they are placed, they need
to be effectively and effciently trained, and assigned to effcient
work schedules.
To address these challenges, the FAA: Systematically
• Revamped its placement process for ATC trainees, allowing replacing air traffc
increased fexibility for the FAA and improved effciency in both
hiring and initial training of air traffc controllers; controllers where
• Introduced a collaborative and centralized process to balance
the controller ranks by revamping the employee requests for we need them, as
reassignments, matching employee requests with the agency’s
needs and establishing a national release policy aimed at
well as ensuring
expediting requests into facilities with the greatest staffng needs; the knowledge
and
• Took advantage of legislation (Consolidated Appropriations Act, transfer required
2018. Public Law 115-141, Section 108) that allows the FAA to
target recruitment for the New York Terminal Radar Approach
to maintain a safe
Control (TRACON) Facility to address specifc recruiting NAS, is the focus
challenges to that facility.
of this plan.
Effective and effcient training, as well as properly placing new
and transferring controllers, are two important factors in the
FAA’s success.

2021-2030 . 11
Ch. 2 Facilities & Services
America’s NAS is a network of people, procedures and equipment.
Pilots, controllers, technicians, engineers, inspectors and supervisors
work together to make sure millions of passengers move through the
airspace safely every day.

As of October 1, 2020, more than 14,000 federal air traffc controllers

in airport traffc control towers, TRACONs and air route traffc control
centers guided pilots through the system. An additional 1,400 civilian
contract controllers and over 10,800 military controllers provide air
traffc services for the NAS.

These controllers provide air navigation services to aircraft in domestic

airspace, in addition to 24.6 million square miles of international oceanic
airspace delegated to the United States by the International Civil
Aviation Organization.

TERMINAL AND EN ROUTE AIR TRAFFIC SERVICES

Controller teams in airport towers and TRACONs watch over aircraft
traveling through Terminal airspace. Their main responsibility is to
organize the fow of aircraft into and out of airports. Relying on visual
observation, radar and satellite navigation, they closely monitor each
aircraft to ensure safe distances among all aircraft and to guide pilots
during takeoff and landing. In addition, controllers keep pilots informed
En Route about changes in weather conditions.

controllers use Once airborne, aircraft quickly depart the Terminal airspace surrounding

surveillance the airport. At this point, controllers in the radar approach control notify
En Route controllers, who take charge in the vast airspace between
methods to airports. There are 21 air route traffc control centers around the country.
maintain safe Each En Route center is assigned a block of airspace containing many
defned routes. Aircraft fy along these designated routes to reach
distances among their destinations.
aircraft. En Route controllers use surveillance methods to maintain a safe
distance between aircraft. En Route controllers also provide weather
advisory and traffc information to aircraft under their control. As aircraft
near their destinations, En Route controllers transition them to the
Terminal environment, where Terminal controllers guide them to a
safe landing.

12 . Air Traffc Controller Workforce Plan

FAA AIR TRAFFIC CONTROL FACILITIES
As of October 1, 2020, the FAA operated 313 air traffc control facilities. Table 2.1 lists the type and number
of these FAA facilities. More than one type of facility may be co-located in the same building.

TABLE 2.1 TYPES AND NUMBER OF FAA AIR TRAFFIC CONTROL FACILITIES

NUMBER
NAME OF DESCRIPTION
FACILITIES

An ATC tower that provides traffc advisories, spacing sequencing

and separation services to visual fight rules (VFR) and instrument
Tower 139 fight rules (IFR) aircraft operating in the vicinity of the airport, using a
combination of satellite, radar and visual observations.

An ATC facility that provides approach and departure services to

IFR and VFR aircraft arriving or departing an airport and to aircraft
transiting the terminal airspace using satellite, radar and/or
Approach Control* 25 non-radar separation.

*These facilities are also known as Terminal Radar Approach Control or TRACON

An ATC facility divided into two functional areas, tower and approach
and departure control, that provides services to IFR and VFR aircraft,
Tower and Approach including aircraft traffc advisories, spacing sequencing and separation
124
Control services to aircraft operating in the vicinity of the airport, arriving
or departing an airport, and transiting the terminal airspace using
satellite, radar and/or non-radar separation.

An ATC facility that provides approach control services for one or

more airports, as well as En Route ATC (center control) for a large area
Combined Control
4 of airspace. Some may provide tower services along with approach
Facility
control and en route services. Also includes Combined Center/Radar
Approach (CERAP) facilities.

An ATC facility that provides service to aircraft operating on IFR fight

Air Route Traffc plans within controlled airspace and principally during the En Route
Control Center 21 phase of fight. When equipment capabilities and controller workload
En Route permit, certain advisory/assistance services may be provided
to VFR aircraft.

313 Total Facilities

2021-2030 . 13
Ch. 3 Stafing Requirements
The FAA issued the frst comprehensive controller workforce plan in December 2004. “A Plan for the Future:
10-Year Strategy for the Air Traffc Control Workforce” detailed the resources needed to keep the controller
workforce suffciently staffed. This report is updated each year to refect changes in traffc forecasts,
retirements and other factors.

The COVID-19 pandemic has dramatically impacted the aviation industry and world. Air traffc controllers
perform critical work that requires them to be onsite in close quarters on jointly-used, high-touch equipment.
The operating environment provides challenges in some facilities for social distancing. At the onset of the
COVID-19 pandemic, the FAA took quick action to ensure the necessary air traffc controllers were available
to provide air traffc control services, while developing policies and procedures to limit the exposure of
COVID-19 in air traffc control facilities. The FAA assessed traffc levels to determine how we could make
initial adjustments to staffng while still ensuring fight safety and meeting demand. Flexible schedules
allowed facilities to staff to the traffc demand while providing sterile crews. We matched staffng to air traffc
and determined that, in most facilities, we could adjust the number of people working on shifts and divide
employees into fxed teams. By doing this, we would ensure that if a member of one team became ill, only
that team is concerned about infection. We would still have “sterile” teams that had not had contact with
the sick individual and could be brought in to cover for that team if necessary. As traffc demand increased,
facilities made adjustments to fexible schedules and returned to the basic watch schedule.

Staffng to traffc requires the FAA to consider many facility-specifc factors. They include traffc volumes
based on FAA forecasts and hours of operation, as well as individualized forecasts of controller retirements
and other non-retirement losses. In addition, staffng at each location can be affected by unique facility
requirements such as temporary airport runway construction, seasonal activity and the number of
controllers currently in training. Staffng numbers will vary as the requirements of the location dictate.

The FAA also tracks a number of indicators as part of its continuous staffng review. Some of these
indicators are overtime, average time on position per shift, leave usage and the number of trainees.
Time on position is defned as the amount of cumulative time controllers spend while “plugged in” to
their position controlling live traffc. When not on position, controllers are on periodic breaks, in training
or performing other assigned duties.

In FY 2020, the system average for overtime was 2.8 percent, a decrease from the FY 2019 level.
Cumulative average time on position per 8-hour shift was 3 hours and 59 minutes, down from 4
hours and 1 minutes, in 2019.

14 . Air Traffc Controller Workforce Plan

 FIGURE 3.1 PROJECTED CONTROLLER TRENDS

16,000
Staffng Range Headcount CPC + CPCIT
•
New Hires
• Losses (with Academy attrition)

14,242 14,042 14,226 14,232 14,245 14,309 14,371 14,434 14,501

13,760 13,892
14,000 Max

12,000 11,577 11,820 12,249 12,193 12,395 12,589 12,693 12,667 12,629 12,629
12,004
Min
HEADCOUNT

10,000

8000

6000

4000
1,053

1,020
1,020

1,020
982
500
920

919

952

984
864
888

783

857

889

917
870

800
792
836

786

770
2000

0 11111.
'20* '21
■ ■ ■
'22 '23 '24
·--·--·--·
'25 '26 '27 '28
■ ■
'29 '30
*Actual FISCAL YEAR

Figure 3.1 shows the expected end-of-year total headcount (blue line),
CPC & CPC-IT headcount (green line), and new hires and losses (blue
and gold bars) by year through FY 2030.

Figures for FY 2020 represent actual end-of-year headcount, losses and

hires. Losses include retirements, promotions and transfers, resignations,
removals, deaths, developmental attrition, and Academy attrition. The
FAA ended FY 2020 with 147 controllers above the 2020 headcount plan.
Because the FAA is targeting CPC + CPC- ITs headcount to be in the
middle of the staffng range, the annual headcount forecast should not
be viewed as a “target.” Rather, it is a byproduct of the number of CPC
+ CPC-ITs in the system, as well as the developmental pipeline hired in The FAA hires
advance of future needs.
and staffs
In general, the FAA strives to keep the number of CPCs and CPC-ITs
near the middle of the calculated staffng range. Figure 3.1 shows that
facilities so that
FY 2021 staffng values are within the calculated staffng range shown by trainees, once
the “min” and “max” dotted lines. However, a facility’s total staffng levels fully certifed,
are often above the defned staffng range because new controllers are
typically hired two to three years in advance of expected attrition to allow are prepared
for suffcient training time. The total expected end-of-year headcount to take over
number shown in Figure 3.1 refects this projected advanced hiring.
responsibilities
when senior
controllers retire.

2021-2030 . 15
 THE FAA
USES
MANY
METRICS
TO
MANAGE
ITS
FACILITIES

TIME ON PRODUCTIVE STAFFING

POSITION TIME RANGES

TRAINEES OVERTIME RETIREMENTS

FIELD SIMULATORS &

TRAFFIC
INPUT INSTRUCTORS
 Ch. 3 Stafing Requirements
STAFFING RANGES
Air traffc facilities staff open positions with a combination of certifed
controllers and developmentals, who are profcient, or checked out,
in specifc sectors or positions. Because traffc and other factors are
dynamic at these facilities, the FAA produces facility-level controller
staffng ranges. These ranges are calculated to ensure that there are
enough controllers to cover operating positions every day of the year.

Ensuring that we have enough controllers is not only important on a

daily basis but also means that we staff to satisfy expected needs two
to three years in advance. We do this to ensure suffcient training time
for new hires. The uptick caused by hiring two to three years ahead of
time is one reason that staffng remains well ahead of traffc.

The FAA uses four inputs to calculate staffng ranges. Three are data
driven; the other is based on feld judgment. They are:

1. Staffng standards – output of mathematical models used to

relate controller workload to air traffc activity.
2. Service unit input – the number of controllers requested to staff
the facility, typically based on past position utilization and other
unique facility operational requirements. The service unit input is
provided by feld management.
3. Past productivity – the headcount required to match the
historical best productivity for the facility. Productivity is defned
as operations per controller. Facility productivity is calculated
using operations and controller data from the most recent
10-year period. If any annual point falls outside +/- 5 percent
of the historical average, it is eliminated from the analysis.
From the remaining data points, the highest productivity year is
then used.
4. Peer productivity – the headcount required to match peer group
productivity. Like facilities are grouped by type, level and part-
time or full-time status, and their corresponding productivity is
calculated. If the facility being considered is consistently above
or below the peer group, the peer group fgure is not used in the
overall average and analysis.

The average of this data is calculated, multiplied by +/- 10 percent and

then rounded to determine the high and low points in the staffng range.
Exceptional situations or outliers are removed from the averages (for
example, if a change in the type or level of a facility occurred over the
period of evaluation). By analyzing the remaining data points, staffng
ranges are generated for each facility. Given the drop in current traffc
levels due to the COVID-19 pandemic, we kept the staffng ranges at
2020 levels and will review again in future plans when traffc stabilizes.

2021-2030 . 17
FIGURE 3.2 CONTROLLER STAFFING

FACILITY STAFFING HIGH

CHARACTERISTICS/DRIVERS OF HIGH
STAFFING LEVELS
• Ineffcient scheduling
• Fewer losses than projected
• Less overtime
• Reduction in traffc volume
• Decrease in hours of operation
• Temporary airport construction
• Higher number of position-qualifed controllers
• Higher number of advance hire trainees

CHARACTERISTICS/DRIVERS OF LOW
STAFFING LEVELS
• Higher than expected attrition
• Greater use of overtime
• Increase in traffc volume
• Increase in hours of operation
• Temporary airport construction
• Lower number of position-qualifed controllers
• Lower number of advance hire trainees
LOW

Staffng ranges for controllers are published for each facility in the
appendix of this report. In many facilities, the current AOB number
may appropriately exceed the range. This is because many facilities’
current AOB numbers (all controllers at the facility) include larger
numbers of developmental controllers in training to offset expected
future attrition. Individual facilities can be above the range due to
advance hiring.

Facilities may also be above the range based upon facility-specifc

training and attrition forecasts.

In the longer term, the number of new hires and total controllers will
decline. This is because the surge of developmental controllers that
were hired to replace the long-expected retirement wave over the past
decade will have become CPCs. In the future, the vast majority of the
controllers will be CPCs and CPC-ITs, and more facilities will routinely
fall within the ranges.

18 . Air Traffc Controller Workforce Plan

FIGURE 3.3 EXAMPLE OF CONTROLLER TRAINING PROGRESSION

TRAINING
.••·► CPC
PROGRESSION
TO CERTIFIED
•• Radar Position 5
TRACON
•
PROFESSIONAL
····►
D3 Radar Position 4

CONTROLLER •• Radar Position 3 Radar Position 3

•
••
•• Radar Position 2 Radar Position 2

••····►
D2 Radar Position 1 Radar Position 1

Final Vector 2 Final Vector 2 Final Vector 2

••
•• Final Vector 1 Final Vector 1 Final Vector 1
••
•• Departure Data Departure Data Departure Data

•• Arrival Data Arrival Data Arrival Data

•
D1 Coordinator Coordinator Coordinator

Local Control Local Control Local Control Local Control

Ground Control Ground Control Ground Control Ground Control

Clearance Delivery Clearance Delivery Clearance Delivery Clearance Delivery TOWER

NOTE: All ATC facilities have individualized training progression to CPC based upon their type and level of complexity

Figure 3.3 depicts an example of a large Tower and Approach Control

facility. To be CPCs in these types of facilities, controllers must be
checked out on all positions in both the tower and the TRACON.

Trainees achieve “D1” status (and the corresponding increase in pay)

after being checked out on several positions. The levels of responsibility
(and pay) gradually increase as the trainees progress through training.
Once developmental controllers are checked out at the D1 level, they
can work several positions in the tower independently and without
training supervision (Clearance Delivery, Ground Control and Local
Control). Once checked out on the Runway Crossing Coordinator
position, developmental controllers would be tower-certifed and
able to work any position in the tower cab independently and without
supervision. They would still not be a “D2” however, as there are also
several positions in the TRACON to be checked out on (Arrival Data,
Departure Data, Final Vector 1 and Final Vector 2). A controller in Figure
3.3 must be certifed on all positions in the tower and TRACON to
become a CPC.

2021-2030 . 19
Ch. 3 Stafing Requirements

The levels of responsibility continue to increase as one progresses

toward CPC status, but trainees can and do control traffc much earlier
in the training process. Historically, the FAA has used these position-
qualifed controllers to staff operations and free up CPCs for more
complex positions, as well as to conduct training.

Having the majority of the workforce certifed as CPCs makes the job
of scheduling much easier at the facility. CPCs can cover all positions
in their assigned area, whereas position-qualifed developmentals
require the manager to track who is qualifed to work which
positions independently.

Trainees include
both developmental
controllers and
CPCs-ITs.
A CPC-IT is a
controller who
moves to another
area within a facility
or to a new facility
and must be trained
to the qualifcations
of that new
environment. CPC-
ITs are different from
developmentals in
that developmentals
have never been
fully checked out
and certifed as
CPCs anywhere.

20 . Air Traffc Controller Workforce Plan

FIGURE 3.4 AIR TRAFFIC CONTROL POSITION AND FACILITY OVERVIEW

PREFLIGHT + LANDING +
DEPARTURE EN ROUTE DESCENT APPROACH
TAKEOFF POST FLIGHT

AIRPORT TERMINAL TERMINAL RADAR AIRPORT

TRAFFIC RADAR AIR ROUTE TRAFFIC APPROACH TRAFFIC
CONTROL APPROACH CONTROL CENTER CONTROL CONTROL
TOWER CONTROL TOWER
Ground Controller Departure Controller Radar Controller Arrival Controller Local
Issues approval Assigns headings Ensures the safe separation and Assigns headings Controller
for push back from and altitudes to orderly fow of aircraft through En and altitudes to Issues landing
gate and issues departure aircraft. Route center airspace (includes arrival aircraft on fnal clearances,
taxi instructions Hands off aircraft oceanic airspace). approach course. maintains
and clearances. to the En Route prescribed
radar controller. Radar Associate separation
Local Controller Assists the radar controller between
Issues takeoff Flight Data-Radar arrivals,
clearances, Issues IFR fight Radar Associate provides arrival
maintains plan clearances (Flight Data) aircraft with
prescribed to aircraft at Supports the En Route radar latest weather/
separation satellite airports, controller by handling fight data. feld conditions.
between departure coordinates
aircraft, provides releases of satellite Ground Controller
departure aircraft departures. Issues taxi
with latest instructions to
weather/feld guide aircraft to
conditions. the gate.

Clearance Delivery
Issues IFR and
VFR fight plan
clearance.

Flight Data
Receives and
relays weather
information and
Notices to Airmen.

AIR TRAFFIC STAFFING STANDARDS OVERVIEW

The FAA has used air traffc staffng standards to help determine controller
staffng levels since the 1970s, and they are periodically updated to refect
changes in workload, equipment and procedures.

FAA facilities are currently identifed and managed as either Terminal facilities
where airport traffc control services are provided, including the immediate
airspace around an airport, or En Route facilities where high-altitude
separation services are provided using computer systems and surveillance
technologies. Terminal facilities are further designated as tower cabs or
TRACONs. These Terminal facilities may be co-located in the same building,
but because of differences in workload, their staffng requirements are
modeled separately. Figure 3.4 provides an overview of FAA facilities and
air traffc control positions.

2021-2030 . 21
Ch. 3 Stafing Requirements

The dynamic nature of air traffc controller workload coupled with traffc
volume and facility staffng needs are all taken into account during the
development of FAA staffng models and standards.

All FAA staffng models incorporate similar elements:

• Controller activity data is collected and processed,

commensurate with the type of work being performed
in the facilities.
• Models are developed that relate controller workload to air
traffc activity. These requirements are entered into a scheduling
algorithm.
• The modeled workload/traffc activity relationship is forecast for
the 90th percentile (or 37th busiest) day for future years for each
facility. Staffng based on the demands for the 90th percentile
day assures that there are adequate numbers of controllers to
meet traffc demands throughout the year.
• Allowances are applied for off-position activities such as
vacation, training and additional supporting activities that must
be accomplished off the control foor.

All staffng standard models go through similar development processes.

Some components of the model-development phase vary as a function
of the work being performed by the controllers. For example, a crew-
based approach was used to model tower staffng requirements
because the number and type of positions in a tower cab vary
considerably as traffc changes, compared with those of a single
sector in a TRACON or En Route center. All staffng models refect the
dynamic nature of staffng and traffc. Controller staffng requirements
can vary throughout the day and throughout the year.

22 . Air Traffc Controller Workforce Plan

FAACTOID
The U.S. has
5.3 Million Square Miles
of Domestic Airspace

TOWER CAB OVERVIEW

Air traffc controllers working in tower cabs manage traffc within a radius
of a few miles of the airport. They instruct pilots during taxiing, takeoff and
landing, and they grant clearance for aircraft to fy. Tower controllers ensure
that aircraft maintain minimum separation distances between landing and
departing aircraft, transfer control of aircraft to TRACON controllers when
the aircraft leave their airspace, and receive control of aircraft for fights
coming into their airspace.

• There are a variety of positions in the tower cab, such as Local

Control, Ground Control, Flight Data, and Coordinator. Depending on
the airport layout and/or size of the tower cabs (some airports have
more than one tower), there can be more than one of the same types
of position on duty.
• As traffc, workload and complexity increase, more or different
positions are opened; as traffc, workload and complexity decrease,
positions are closed or combined with other positions. In practice,
minimum staffng levels may be determined by hours of operation
and work rules.

Important factors that surfaced during the tower staffng model development
included the availability, accessibility and increased reliability of traffc data
and controller-on-position reporting systems. The FAA is now able to analyze
much larger quantities of tower data at a level of granularity previously
unattainable. Staffng data and traffc volumes are collected for every facility.

The workload portion of the tower cab staffng models were updated in
early 2008. The revised tower cab staffng models were developed using
regression analysis as the primary method for modeling the relationship
between staffng and workload drivers. The models relate observed,
on-position controllers to the type and amount of traffc they actually
handle. Regression analysis allows us to relate modeled controller staffng
requirements with traffc activity and then use this relationship to predict
future staffng requirements (standards) based on traffc projections. Plans
to update the workload portion of the tower staffng models in FY 2020 were
canceled due to traffc levels and facility visitor restrictions put in place as a
result of the COVID-19 pandemic.

2021-2030 . 23
 TRACON OVERVIEW
Air traffc controllers working in TRACONs typically manage traffc
within a 40-mile radius of the primary airport; however, this radius varies
by facility. They instruct departing and arriving fights, and they grant
clearance for aircraft to fy through the TRACON’s airspace. TRACON
controllers ensure that aircraft maintain minimum separation distances
between landing and departing aircraft, transfer control of aircraft
to tower or En Route center controllers when the aircraft leave their
airspace, and receive control of aircraft for fights coming into
their airspace.

• TRACON airspace is divided into sectors that often provide

services to multiple airports. Consolidated or large TRACONs
in major metropolitan areas provide service to several primary
airports. Their airspace is divided into areas of specialization,
each of which contains groups of sectors.
• Controllers are assigned to various positions such as Radar,
Final Vector and Departure Data to work traffc within each
sector. These positions may be combined or de-combined
based on changes in air traffc operations.
• As traffc, workload and complexity increase, the sectors may be
subdivided (de-combined) and additional positions opened, or
the sector sizes can be maintained with an additional controller
assigned to an assistant position within the same sector.
• Similarly, when traffc, workload and complexity decline, the
additional positions can be closed or the sectors recombined. In
practice, minimum staffng levels may be determined by hours
of operation and work rules.

Like the tower analysis, the FAA is able to analyze much larger quantities
of TRACON data at a level of granularity previously unattainable.
Important factors surfaced during the TRACON staffng model review,
including the availability, accessibility and increased reliability of traffc
data and controller-on-position reporting systems. Staffng data and
traffc volumes were collected for every facility.

24 . Air Traffc Controller Workforce Plan

 Ch. 3 Stafing Requirements

The TRACON staffng models were updated in early 2009. These

revised TRACON models were developed using regression analysis as
the primary method for modeling the relationship between staffng and
workload drivers. The models relate observed, on-position controllers to
the type and amount of traffc they actually handle. Regression allows
us to relate modeled controller staffng requirements with traffc activity
and then use this relationship to predict future staffng requirements
(standards) based on traffc projections. The FAA intends to update the
workload portion of the TRACON staffng models once revisions to the
tower standards are completed.

EN ROUTE OVERVIEW
Air traffc controllers assigned to En Route centers guide aircraft fying
outside of Terminal airspace. They also provide approach control
services to small airports around the country where no Terminal service
is provided. As aircraft fy across the country, pilots talk to controllers in
successive En Route centers.

• En Route center airspace is divided into smaller, more

manageable blocks of airspace called areas and sectors.
• Areas are distinct and rarely change based on changes in traffc.
Within those areas, sectors may be combined or de-combined
based on changes in air traffc operations.
• Controllers are assigned to positions within the sectors (e.g.,
Radar, Radar Associate, Tracker). As traffc increases, sectors
can be decombined and additional positions opened, or the
sector sizes can be maintained but additional controllers added
to assistant positions within the sectors.
• Similarly, when traffc declines, the additional positions can be
closed or the sectors recombined. In practice, minimum staffng
levels may be determined by hours of operation and work rules.

The FAA’s Federally Funded Research and Development Center (FFRDC)

developed a model to generate data needed for the FAA’s En Route
staffng models. Like the tower and TRACON standards models, this
approach incorporated actual traffc and more facility-specifc data.

The modeling approach refects the dynamic nature of the traffc

characteristics in a sector. It estimates the number of controllers, in
teams of one to three people, necessary to work the traffc for that •
sector in 15-minute intervals. Differences in traffc characteristics in a
sector could require different numbers of controllers to handle the same •
•
•
• 2021-2030 . 25
•
Ch. 3 Stafing Requirements
volume of traffc. For example, at one time most traffc might be cruising
through a sector toward another location requiring minimal controller
intervention. At another time, traffc might be climbing and descending
through the same sector, a more complex scenario requiring more
controllers. The same modeling techniques were applied uniformly to
all sectors, providing results based on a common methodology across
the country.

During FY 2013 and FY 2014, the FFRDC collaborated with the FAA and
the National Air Traffc Controllers Association (NATCA) to conduct an
evaluation of the En Route on-position staffng model at the request of
the National Academy of Sciences to validate its core assumptions and
parameters via empirical data collection. The evaluation, completed in
the feld and in a controlled laboratory setting, established values for
model parameters, identifed additional controller tasks for coverage
by the model, and informed other enhancements to the model. In FY
2015, these updates were made and the on-position staffng model was
recalibrated. The evaluation results were shared with the FAA, NATCA
and the National Academy of Sciences. In FY 2016, the evaluation
results were incorporated into the on-position staffng model.

SUMMARY
The FAA’s staffng models incorporate output provided by the Tower,
TRACON and En Route workload models, which is run through a shift-
scheduling algorithm. Next, factors are applied to cover vacation time,
break time, training, etc. Lastly, traffc forecasts are applied to provide
the annual staffng standards that are incorporated into the staffng
ranges presented in this plan for each facility.

AIR TRAFFIC CONTROLLER SCHEDULING

Operating the NAS safely and effciently are key objectives of the
FAA. There is little doubt the FAA’s ATC professionals safely operate
the world’s largest airspace. The FAA facilities currently use a variety
of nonstandard scheduling methods that do not fully incorporate the
complex resource management requirements that exist in today’s
environment. This could result in ineffcient scheduling practices such

26 . Air Traffc Controller Workforce Plan

as sub-optimal shift start times and guidelines. Ineffcient scheduling
practices may lead to increased overtime costs and/or excess
staffng requirements.

Most large, professional, shift-based workforces utilize centralized

schedule policies and systems. They generally use software-based
scheduling programs to develop more effcient schedules. For
example, commercial air carriers such as Southwest and JetBlue use
commercially available software to schedule fight and ground crews.
Similar systems are also in use by air navigation service providers
worldwide, like Nav Canada and Airservices (Australia).
Air navigation
The FAA developed the Operational Planning and Scheduling tool
(OPAS) to support local schedule and annual leave negotiations.
service providers
Its capabilities incorporated a fully functioning planning tool, including “in other countries
day-to-day scheduling. System-wide implementation was negotiated as
part of the 2016 air traffc controller collective bargaining agreement. including Australia,
To date, OPAS has been implemented at the 34 largest facilities, Canada and
primarily to support local scheduling and leave planning negotiations.

The FAA will use OPAS in the near-term to analyze effciency

Germany have
of negotiated and actual schedules created by feld facilities. replaced their
Going forward the FAA will continue the pursuit of standardized,
software-based scheduling programs to aid in annual schedule
legacy scheduling
and leave planning and to assist schedulers in making day-to-day tools with
scheduling decisions.
sophisticated
TECHNOLOGICAL ADVANCES software capable
With most of the foundational technology supporting the Next of incorporating
Generation Air Transportation System (NextGen) now in the feld, the
FAA is shifting its focus from deployment to the operationalization of all constraints
new, modernized capabilities in the National Airspace System (NAS).
Although the COVID-19 pandemic has slowed some of our plans, these
while generating
capabilities are coming together to enable the transition to Trajectory effcient controller
Based Operations (TBO). TBO manages traffc with the knowledge of
where an aircraft will be at critical points during its fight.
schedules.”
TBO enables more strategic planning and execution of fights.
– National Academy
It provides controllers decision support tools through Time Based Flow of Sciences
Management (TBFM) to deconfict fows of traffc using time based
management. This will reduce controllers’ need for manual deconfiction
and vectoring of aircraft.

En Route Automation Modernization (ERAM), Automatic Dependent

Surveillance-Broadcast (ADS-B) and System Wide Information
Management (SWIM) have been fully implemented and are being
used by controllers and air traffc management. ERAM and SWIM
will continue to evolve with technology refreshes and enhancements.
Standard Terminal Automation Replacement System (STARS), Terminal

2021-2030 . 27
Ch. 3 Stafing Requirements

Flight Data Manager (TFDM) and Data Communications (Data Comm)

are in various stages of implementation. STARS will complete the
deployment of its baseline programs in 2021.

Two examples of advances for terminal controllers come from the Data
Comm and Terminal Automation Modernization and Replacement
(TAMR) programs. Data Comm’s departure clearance service was
delivered to the initial commitment of 55 airport towers 29 months
ahead of schedule and signifcantly under budget. The TAMR program
completed the installation of STARS at the 11 large TRACON facilities
ahead of schedule. In all, the FAA has deployed STARS to 99 percent
of all U.S. TRACONs.

Data Comm is a capability that uses digital text messages to supplement

voice communications in equipped aircraft. Data Comm services reduce
communication time between controllers and fight crews, increase
productivity, reduce gate and taxi-out times during adverse weather
events, reduce fuel consumption and engine emissions, and enhance
safety. Data Comm Tower Services provide support for departure
clearance instructions and are available at 62 air traffc control
towers nationwide.

En Route Data Comm Initial Services are available at Kansas City,

Indianapolis, and Washington Centers. Initial En Route Services include
messages such as rerouting and the transfer of communications from
one en route sector to the next. A follow-on baseline will deliver Full
En Route Services which will add additional capabilities, including the
ability to issue speeds.

More than 5,900 U.S. aircraft have been equipped with Data Comm
avionics. As of March 2020, there were over 60,000 weekly Data Comm
equipped tower operations occurring at the 62 towers, and over 10,000
weekly Data Comm equipped En Route operations at the three centers.

The Initial Services deployment schedule for the remaining 17 En Route

facilities is impacted by COVID-19 and is being replanned. Data Comm
also enables future NextGen services, including TBO TAMR upgrades
multiple legacy ATC systems to a single, state-of-the-art platform:
STARS. This platform, along with the ERAM system, form the FAA’s
foundational technology supporting NextGen. They enable ADS-B and
other NextGen capabilities, giving air traffc controllers a more complete
airspace picture that will be necessary for TBO.

STARS offers new features that make the system easier for controllers
to use than the aging systems it is replacing. Keyboard backlighting
is adjustable to improve visibility for easier data entry, while fat-panel

28 . Air Traffc Controller Workforce Plan

LED displays increase the traffc picture quality. Controllers can assign
a color to an aircraft to make it easier to follow. With a recall capability,
individual controllers can save and retrieve their preferred workstation
settings at the touch of a button.

Weather displays show six different levels of weather intensity to provide

better situational awareness for controllers as they work with pilots
to steer aircraft around hazardous weather. Using multiple radars and
ADS-B, STARS can track 3,000 aircraft in a 512x512 nautical mile area
to provide controllers with a clearer view of overall operations.

STARS also assists with terrain avoidance and confict alerts.

The Automatic Terminal Proximity Alert tool gives controllers
signifcant visual cues to enable maximum landing rates while
still maintaining safety margins. A minimum separation capability
enables controllers to select two aircraft and ensure the required
separation is maintained. A data block feature automatically lists
the number of aircraft in a formation — a function that previously
had to be performed manually.

ADS-B is bringing the precision of satellite-based positioning to track

aircraft and provide a new level of situational awareness. ADS-B Out,
which is mandatory for aircraft operating in most controlled U.S.
airspace, has been integrated into automation platforms at all En
Route air traffc control facilities and all terminal radar approach control
(TRACON) facilities. The FAA completed the nationwide deployment
of ADS-B ground stations in 2014, and ADS-B traffc and weather

2021-2030 . 29
Ch. 3 Stafing Requirements

broadcasts are available nationwide. As of December 2020, more than

135,000 aircraft have been equipped with properly installed ADS-B
avionics. As more aircraft are equipped, ADS-B increases safety and
effciency that will help meet the predicted increase in air traffc in the
coming years and create the opportunity for future operational benefts.

SWIM streamlines shared information for improved planning and

execution. Airlines and other users are able to access more effciently
the most current information affecting their areas than they were able to
using legacy systems, thereby improving decision-making. The SWIM
Visualization Tool (SVT) is in use at 17 air traffc control facilities across
the country and was enhanced to include traffc fow management data,
specifcally gate assignment information that airlines started to publish
into SWIM.

SVT deployment is supporting early implementation of TFDM. Another

component of TFDM early implementation is the prototype Advanced
Electronic Flight Strips (AEFS) system, which replaces traditional paper
fight strips and manual tracking of incoming and outgoing fights with
an electronic fight data display. The prototype AEFS was implemented
in the Phoenix, Charlotte and Cleveland towers to provide feedback and
lessons learned into the TFDM design and implementation. Phoenix is
set to receive production TFDM in 2021, the frst of 89 sites.

For other decision-support systems, the FAA will continue to develop

modeling and predicting capabilities for the Traffc Flow Management
System.

Increased productivity and effciency, and their ultimate impact on

the size and composition of the FAA’s workforce, depend on many
factors. The scope and precise impact of NextGen enhancements are
unknown as they are still under development. Final impacts are still to
be determined given the complex nature of the interaction of controllers
and their tools.

30 . Air Traffc Controller Workforce Plan

The relationship between pilots and air traffc controllers, as well as the relationship between controllers and
automated systems, is evolving. These changes are occurring gradually and require continued testing and
analysis to ensure the safety of the NAS. Implementing TBO in the NAS will require the integration of multiple
systems and training, and a culture change by controllers and pilots.

As these technological changes occur, the FAA will seek to understand the impact on controller workload and
will validate and update its staffng standard models as needed.

2021-2030 . 31
Ch. 4 Losses
In total, the FAA expects to lose nearly 1,000 controllers due to retirements, promotions and other losses this
fscal year. Other controller losses include transfers, resignations, removals, deaths, developmental attrition
and academy attrition.

The FAA hires and staffs facilities so that trainees, once fully certifed, are prepared to take over
responsibilities when senior controllers leave.

CONTROLLER LOSS SUMMARY

Table 4.1 shows the total estimated number of controllers that will be lost, by category, over the 10-year
period FY 2021 through FY 2030.

TABLE 4.1 CONTROLLER LOSS SUMMARY

PROMOTIONS
& TRANSFERS RETIREMENTS
2,492 2,359
ACADEMY
ATTRITION
2,001
TOTAL LOSSES
(2021-2030)

8,595
RESIGNATIONS,
REMOVALS &
DEATHS
917
DEVELOPMENTAL
ATTRITION
826

32 . Air Traffc Controller Workforce Plan

 FIGURE 4.1A ACTUAL CONTROLLER RETIREMENTS
Retirement high-water mark
NUMBER OF CONTROLLERS
800
••
Actual Controller Retirements
Forecasted Controller Retirements
600

400

111111111
200

0
'05 '06 '07 '08 '09 '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
FISCAL YEAR

ACTUAL CONTROLLER RETIREMENTS

FY 2007 was correctly projected to be a peak year for retirements of controllers hired in the early 1980s.
The long-anticipated retirement wave has passed. Annual retirements decreased for a few years then increased
during FY 2010 to FY 2015, but still below the 2007 peak, and are declining through FY 2025. In the last fve
years, 2,506 controllers have retired, and we expect an additional 1,175 controllers will retire in the next fve
years. FY 2020 retirements were lower than projected and future retirements are expected to fall and remain
at relatively low levels over the next decade.

CUMULATIVE RETIREMENT ELIGIBILITY

The fgure below shows historical and forecasted controller retirement eligibility from FY 2005 to FY 2030.
Each bar shows the net number of controllers in the entire controller workforce eligible to retire for each year
shown. Because controllers can spend more than one year as eligible before they retire, the same individual
controllers may be counted in multiple years. The forecast shows a signifcant decline in the net number of
controllers eligible to retire from the peak in FY 2012 to FY 2025. At the end of FY 2020, only 19 controllers
remain from those who were hired before 1984. At the end of FY 2020, fewer than 1,000 controllers were
eligible to retire, which is the lowest number since the frst Controller Workforce Plan in 2005.
This clearly demonstrates that the controller retirement wave is over.

FIGURE 4.1B CUMULATIVE RETIREMENT ELIGIBILITY

Cumulative Eligibility high-water mark

3000 ••Actual Cumulative Eligibility

Forecasted Cumulative Eligibility
NUMBER OF CONTROLLERS

2000

1000

0 11111111111
'05 '06 '07 '08 '09 '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
FISCAL YEAR

2021-2030 . 33
 FIGURE 4.2 CONTROLLER WORKFORCE AGE DISTRIBUTION AS OF SEPTEMBER 26, 2020

1800
•• As of 2020
As of 2006

1600

1400
NUMBER OF CONTROLLERS

1200

1000

800

600

400

l_ll_l_l.
__- -
200

0
I_ - -- --
<24 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56-57 58-59 60-61 >61

AGE DISTRIBUTION

CONTROLLER WORKFORCE AGE DISTRIBUTION

The FAA hired a substantial number of controllers in the years
immediately following the 1981 strike. This concentrated hiring wave
meant a large portion of the controller workforce would reach retirement
age in roughly the same time period. In September 2006, the blue
shaded age distribution peak on the right side of Figure 4.2 was almost
1,900 controllers. Today, the magnitude of that remaining peak is down
to 317 controllers because the majority of the controllers hired shortly
after the 1981 strike have already retired and been replaced. As Figure
4.2 shows, the current FAA controller workforce is substantially younger
on average than it was in 2006. This was driven by relatively high levels The FAA’s hiring
of hiring within the last several years.
plan is designed
The FAA’s hiring plan is designed to phase in new hires as needed.
Figure 4.2 shows that the majority of the FAA controller workforce has to phase in new
been hired in the last 10-15 years and are ages 24-37. There are a
relative small number of controllers approaching mandatory retirement hires as needed.
at age 56 over the next few years.

34 . Air Traffc Controller Workforce Plan

 FIGURE 4.3 RETIREMENT ELIGIBILITY

3000
2012 eligibility high-water mark
• As of 2020
As of 2006

2500
2,011
NUMBER OF CONTROLLERS

2000 *407 of the 764 controllers eligible for retirement will reach
mandatory retirement age within the next 3 years
1,227

1500

953
947

933
879

818
812
764*

794
1000

658
515

455
446

403
500

284
240
208
191

170
132

114
0
Currently +1 Year +2 Year +3 Year +4 Year +5 Year +6 Year +7 Year +8 Year +9 Year +10 Year
Eligible
NTH FISCAL YEAR OF ELIGIBILITY

CONTROLLER RETIREMENT ELIGIBILITY

In addition to normal civil service retirement criteria, controllers can become eligible under special retirement
criteria for air traffc controllers (age 50 with 20 years of “good time” service or any age with 25 years of “good
time” service). “Good time” is defned as service in a covered position in Public Law 92-297. Under Public Law
92-297, air traffc controllers are usually required to retire at age 56.

After computing eligibility dates using all criteria, the FAA assigns the earliest of the dates as the eligibility date.
Eligibility dates are then aggregated into classes based on the fscal year in which eligibility occurs.

Figure 4.3 shows the number of controllers who are currently retirement-eligible as of September 26, 2020
and those projected to become retirement-eligible each fscal year for the next 10 fscal years. FAA projections
show that an additional 579 controllers will become eligible to retire in FY 2021. The number of retirement-
eligible controllers has been in decline in recent years from the peak and should continue to decline for the
next few years. Figure 4.3 also clearly shows that the current number of retirement-eligible controllers is
substantially below the level in 2006 and below 2012 high-water mark. It further shows, based on the profle
of the current controller workforce, that the number of additional controllers becoming retirement-eligible in
each of the next few years is substantially below those incremental values from 2006.

Due to advance hiring, we have suffcient new hires in place to replace controllers currently eligible to retire
when they do retire. The FAA strives to minimize retirement, hiring and training spikes through the process of
examining trends and proactively planning years in advance of expected activity.

2021-2030 . 35
 Ch. 4 Losses

CONTROLLER RETIREMENT PATTERN

History shows that not all controllers retire when they frst become
eligible. Recent data shows that 20 percent of controllers who frst
became eligible actually retired that year.

The FAA has observed that many controllers delay retirement until
they get closer to the mandatory retirement age of 56. Because most
controllers are retirement-eligible at the age of 50, they typically reach
mandatory retirement age in their seventh year of eligibility.

These trends are seen in Figure 4.4 below, which shows fewer
controllers are retiring earlier in their eligibility and are waiting until
closer to their mandatory retirement age.

Despite the increased likelihood of delayed retirement, the majority

of controllers still leave the controller workforce prior to reaching the
mandatory age.

FIGURE 4.4 PERCENT OF CONTROLLERS RETIRING IN THE NTH FISCAL YEAR OF THEIR ELIGIBILITY

22%
20%
20%
18%
18%
16%
16%
ANNUAL PERCENTAGE

14%

12%

10% 9%
8% 8%
8%

6% 5% 5% 5%

4% 3%
2%
2%

0%
1st 2nd 3rd 4th 5th 6th 7th

Nth FISCAL YEAR OF ELIGIBILITY

8th 9th 10th 11th -
1%

12+

36 . Air Traffc Controller Workforce Plan

 FY 2007
was the
high-water
mark for
controller CONTROLLER LOSSES DUE TO RETIREMENTS
For the current plan, the FAA incorporated FY 2018 through FY 2020
retirements. retirement data into the retirement histogram used for future retirements.
Annual As in prior years, the FAA projected future retirements by analyzing both
retirements the eligibility criteria of the workforce (Figure 4.3) and the pattern of

are expected retirement based on eligibility (Figure 4.4).

to continue For each eligibility class (the fscal year the controller frst becomes
eligible to retire), the FAA applied the histogram percentage in
to decline Figure 4.3 to the retirement pattern in Figure 4.4 to estimate in
for the next Figure 4.5 the retirements for each class by year.

several years.

......................................
FIGURE 4.5 RETIREMENT PROJECTION

800
r..........
.
2007 actual retirement high-water mark
700

600
NUMBER OF CONTROLLERS

500

400 364
317
300 271 280
261
244
217
192 207
187 183
200

100

0
'20 * '21 '22 '23 '24 '25 '26 '27 '28 '29 '30

*Actual FISCAL YEAR

2021-2030 . 37
 Ch. 4 Losses

CONTROLLER LOSSES DUE TO RESIGNATIONS, REMOVALS AND DEATHS

Estimated controller losses due to resignations, removals (excluding developmental attrition) and deaths are
based on historical rates and shown in Table 4.2.

TABLE 4.2 CONTROLLER LOSSES DUE TO RESIGNATIONS, REMOVALS AND DEATHS

Fiscal Year 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
(actual)
Number of Controllers 94 90 90 91 91 91 92 92 93 93 94

DEVELOPMENTAL ATTRITION
Estimated losses of trainees who terminate from the FAA while still in developmental status are shown in
Table 4.3. Hiring from FY 2013 to FY 2015 was lower than projected, which caused the need for increased
hiring from FY 2016 through FY 2018. Correspondingly, this plan incorporates an increased number of
developmental failures through 2021 as hires from those years progress through their training program.

TABLE 4.3 DEVELOPMENTAL ATTRITION

Fiscal Year 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
(actual)
Number of Controllers 84 118 71 83 87 92 76 69 72 77 81

ACADEMY ATTRITION
Estimates of losses from new hires that are not successful in the FAA Academy training program are
based on both historical rates and projections, and are shown in Table 4.4. The FAA will continue to
monitor academy failure rates moving forward for the impact of these changes and adjust future
projections accordingly.

TABLE 4.4 ACADEMY ATTRITION

Fiscal Year 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
(actual)
Number of Controllers 98 178 184 216 228 188 177 197 204 207 222

NOTE: Due to training delays caused by the COVID-19 pandemic in 2020, some of the academy and developmental failures that would
have occurred in 2020 are now projected to occur in 2021.

38 . Air Traffc Controller Workforce Plan

 Ch. 4 Losses

CONTROLLER LOSSES DUE TO PROMOTIONS

AND OTHER TRANSFERS
This section presents FAA estimates of controller losses due to internal transfers to other positions
(staff support specialists, traffc management coordinators, etc.) and controller losses due to promotions
to operations supervisor (OS) or other air traffc management/supervisory positions.

Over the past fve years, we’ve observed an average of 186 net promotions each year from CPC to
supervisory positions. The majority of these promotions replace retiring supervisors. As a category,
Other/Transfers/Promotions was abnormally high in 2020. Our future projection is more in line with
historical norms. We expect total net transfers and promotions to decrease for several years and then
level off in future years as seen in Figure 4.6.

FIGURE 4.6 CONTROLLER LOSSES DUE TO PROMOTIONS AND OTHER TRANSFERS

413

•• Other Transfers
Promotions
360

320
279
272
280 263
251
NUMBER OF CONTROLLERS

170 243 244 240

232 233 235
240 243

200

136 127 122

160 111 108
117 109 112
143 145 141 114 114
140 132
120 126 126 132
118 119
80

40

0
'20* '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
*Actual FISCAL YEAR

2021-2030 . 39
 FIGURE 4.7 TOTAL CONTROLLER LOSSES

2000 •• Academy Training Attrition

Promotions and Transfers

1,848
•• Developmental Losses
Resignation, Removal, and Death
1800
• Retirement

1,573
1,532
1600

1,374
1,342

1,330
1400
1,302

1,245
1,132
NUMBER OF CONTROLLERS

1200
1,102
1,072

1,053
1000 982

917
888

889
870

857
836

800
786
770
800

600

400

200

0 '09* '10* '11* '12* '13* '14* '15* '16* '17* '18* '19* '20* '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
*Actual FISCAL YEAR

TOTAL CONTROLLER LOSSES

The FAA projects a total loss of 8,595 controllers over the next 10 years. Should losses outpace projections
for FY 2021, the FAA will hire additional controllers as needed to ensure suffcient controllers are available in
the future to handle the anticipated workload.

40 . Air Traffc Controller Workforce Plan

+-

2021-2030 . 41
Ch. 5 Hiring Plan
The FAA safely operates and maintains the NAS because of the
combined expertise of its people, the support of technology and the
application of standardized procedures. Every day tens of thousands
of aircraft are guided safely and expeditiously through the NAS to their
destinations.

Deploying a well-trained and well-staffed air traffc control workforce

plays an essential role in fulflling this responsibility. The FAA’s current
hiring plan has been designed to phase in new hires as needed. To staff
the right number of people in the right places at the right time, the FAA
develops annual hiring plans that are responsive to changes in traffc
and in the controller workforce.

The FAA hires new developmental controllers in advance of it’s staffng

needs in order to have ample time to train them to offset future attrition,
including retirements, promotions, etc. Proper execution of the hiring
plan, while fexibly adapting to the dynamic nature of traffc and attrition,
is critical to the plan’s success. If the new developmentals are not
placed correctly or if CPCs are not transferred from other facilities,
shortages could occur at individual facilities that may affect schedules,
increase overtime usage or require the use of more developmentals
on position.

Staffng is and will continue to be monitored at all facilities throughout

the year. The FAA will continue to modify the hiring plan at the facility
level should adjustments become necessary due to changes in traffc
volume, retirements or other attrition.
•
The FAA continues to be able to attract large numbers of qualifed
controller candidates. Through a revised two-track controller hiring
•
process, and management of staffng distribution, the FAA will attract •
and recruit a suffcient number of applicants to achieve this
•
hiring plan.
•
•

•
•
•
•
42 . Air Traffc Controller Workforce Plan • •
 Ch. 5 Hiring Plan

CONTROLLER HIRING PROFILE

The controller hiring profle is shown in Figure 5.1. The FAA hired 920
controllers compared with the plan of 910 controllers in FY 2020.
Although we met our hiring goal in FY 2020, we are experiencing the
continued impact of the COVID-19 pandemic. We reduced our hiring for
FY 2021 and are planning steady-state hiring of about 1,000 controllers
for several years beginning in FY 2022. The number of controllers
projected to be hired through FY 2030 is 8,854.

FIGURE 5.1 CONTROLLER HIRING PROFILE

2000

•• Planned Hires
Estimated Losses

1600

1200
1,053

1,020

1,020

1,020
HEADCOUNT

982

984
952
920

917
919
888

889
870

864

857
836

792

800
783
786

770

800
500

400

0
'20* '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
*Actual FISCAL YEAR

2021-2030 . 43
 FIGURE 5.2 TRAINEE-TO-TOTAL-CONTROLLER PERCENTAGE

35% ····················································1·······················
..................................
.
35% Threshold

30%
..... TERMINAL ..... EN ROUTE
TRAINEE/TOTAL CONTROLLER (PERCENTAGE)

24.6%
25% 23.8%
23.2% 22.9% 22.7%
22.2% 22.8%
21.1% 21.1% 21.0% 21.7%
23.2%
20% 20.2% 20.2% 19.9%
19.3% 19.1%
18.4% 18.0% 18.6%
17.9%
16.7%
15%

10%

5%

0%
'20* '21 '22 '23 '24 '25 '26 '27 '28 '29 '30
*Actual
FISCAL YEAR
NOTE: The forecast assumes future CPC-IT levels are consistent with FY 2020 levels.

TRAINEE-TO-TOTAL-CONTROLLER PERCENTAGE
The hiring plan allows the FAA to maintain an appropriate number of
trainees (developmental and CPC-IT) in the workforce. The percentage
shown is calculated as the sum of CPC-ITs plus developmentals divided
by all controllers. While the FAA strives to keep the trainee percentage
below 35 percent for both Terminal and En Route controllers, it is not the
only metric used by the FAA to measure trainee progress.

Figure 5.2 shows the projected trainee-to-total-controller percentages

for En Route and Terminal by year through 2030. The trainee ratio for
En Route is generally below Terminal because there tends to be more
transfer activity from lower level to higher level Terminal facilities,
increasing the number of CPC-ITs. The En Route trainee ratio falls
through 2023 due to reduced hiring focus in En Route in 2019-2020.

Note the trainee percentage for both En Route and Terminal is still
well below 35 percent.

44 . Air Traffc Controller Workforce Plan

 FIGURE 5.3 HISTORICAL TRAINEE PERCENTAGE
Controller Strike
55% t
Trainee ••
percentages
50% were routinely
above 28%
10 years before
the strike
..
45%
.. Strike Replacement of
post strike hires
... period
recovery
TRAINEE/TOTAL CONTROLLER (PERCENTAGE)

40%
.. 35% threshold
35% .......................
.,..........
....................................................
t.........
30% No Data

25%

20%

15%

10%

5% ..
•
.
0% ·•
•
'70 '75 '80 '85 '90 '95 '00 '05 '10 '15 '20 '22

FISCAL YEAR

Before the 1981 strike, the FAA experienced trainee percentages ranging
from 23 percent to 44 percent. Following the strike, through the end of
the hiring wave in 1992, the trainee percentage ranged from 24 percent
to 52 percent. When the post-strike hires became fully certifed by the
end of the decade, the trainee percentage declined.

As the new controllers hired en masse in the early 1980s achieved full
certifcation, the subsequent need for new hires dropped signifcantly
from 1993 to 2006. This caused trainee percentages to reach unusually
low levels. The FAA’s current hiring plans return trainee percentages to
their historical averages.

By phasing in new hires as needed, the FAA will level out the signifcant
training spikes and troughs experienced over the last 40 years. Figure
5.3 shows historical trainee percentages from 1969 to the present.

2021-2030 . 45
The FAA uses metrics (e.g., 35 percent trainee to total controllers)
to manage the fow of trainees while accomplishing daily operations.

Facilities meter training to coincide with a number of dynamic

factors, including technology upgrades, new runway construction
and recurrent profciency training for existing CPCs. Facility training
is enabled by many factors. Examples include the use of contract
instructors, access to simulators, scheduled overtime, and the
seasonality and complexity of operations.

In itself, the actual number of trainees does not indicate the

progress of each individual in the training program or the additional
utility they provide that can help to supplement other on-the-job
training instruction and support operations. A key facility measure
of training performance is the measurement of trainee completion
time against the goals. The goal ranges from one-and-a-half years
at our lower-level Terminal facilities to three years at our En
Route facilities.

The FAA is striving to meet these goals by improving training

and scheduling processes through increased use of simulators
and better tracking of controller training using the FAA’s national
training database.

The FAA will continue to closely monitor facilities to make sure

trainees are progressing through each stage of training while also
maintaining the safe and effcient operation of the NAS.

46 . Air Traffc Controller Workforce Plan

Ch. 6 Hiring Process
CONTROLLER HIRING SOURCES
The FAA has two primary categories of controller hiring sources.

• No prior air traffc control specialist (ATCS) experience: These

individuals are not required to have prior air traffc control
experience and may apply for vacancies announced by the FAA.
• Prior ATCS experience: These individuals have at least 52 weeks
of certifed air traffc control experience and may apply for
vacancies announced by the FAA.

RECRUITMENT
The FAA continues to attract and recruit high-quality applicants into the
controller workforce to meet staffng requirements.

In FY 2014, the FAA instituted an interim change to the air traffc

control hiring process. The changes allowed the FAA to more effciently
compare applicants across previous hiring sources to select those
candidates most likely to succeed as air traffc control specialists.
The new approach included: (1) single vacancy announcement for
Collegiate Training Initiative (CTI) and certain veterans and general
public applicants; (2) a single set of minimum qualifcations/eligibility
requirements; (3) a multi-hurdle selection process with increased
effciency; and (4) elimination of the Centralized Selection Panel
process and interview.

2021-2030 . 47
In January 2015, the FAA modifed the interim changes by establishing a two-track
announcement process for hiring air traffc control specialists. The frst track targeted
candidates without operational air traffc control experience.

The second track included an announcement targeting applicants who have at least 52 weeks
of certifed air traffc control experience in either civilian or military air traffc control facilities.
In December 2015, the FAA launched an extended announcement for applicants with
previous experience.

In FY 2016, Public Law 114-190 – FAA Extension, Safety and Security Act (FESSA) of 2016–
was enacted. The law established two hiring tracks totaling three distinct hiring pools. They
are: Track 1 - CTI and Veterans, Track 1 - General Public and Track 2 - Previous Experience.

It included pool balancing requirements. Public Law 116-92, the National Defense Authori-
zation Act of 2020 (NDAA) replaced the track one pool balancing requirements (Pool 1- CTI
graduates/preference eligible veterans & Pool 2- general public applicants) with a prerequisite
to prioritize pool one applicants, giving preferential consideration by qualifcation category
(Best Qualifed, Well Qualifed, and Qualifed), which is determined by their Air Traffc Skills
Assessment result. This will give the FAA better access to the most qualifed applicants.

More than 8,300 applicants responded to the January 2020 vacancy announcement.
Additionally, the 10 percent variance requirement was eliminated per NDAA.

Once applicants are notifed of selection and have accepted the offer, they will then be
required to attain medical and security clearances. All applicants that applied to the January
2020 announcement have been notifed of their current status. All of those that were selected
have either been brought on board or are in the clearance process. Upon successful
completion of clearances, the applicants will then be scheduled for FAA Air Traffc Academy
training as FAA needs are identifed. In FY 2021, the FAA will continue to recruit and hire
air traffc control specialists to meet staffng requirements through the use of the two-track
announcement process.

The FAA continues

to attract and
recruit high-quality
applicants into
the controller
workforce to
meet staffng
requirements.

48 . Air Traffc Controller Workforce Plan

2021-2030 . 49
Ch. 7 Training

...
The FAA is still dealing with the impacts from the COVID-19 pandemic
on its controller training program. The FAA develops the national
training curriculum and learning tools that increase the knowledge of

f
its technical workforce who serve the world’s largest, most effcient,
and safest National Airspace System – today and for the future.

The cohort of air traffc professionals we hired in FY 2020 are essential

in our transition to the Next Generation Air Transportation System.
Our controllers are increasingly using real-time information to direct
aircraft more effciently while reducing delays. Capabilities such as
Performance Based Navigation and Data Communications increase
controller productivity while reducing communication errors. They must
also, in coming years, effectively incorporate new entrants such as
unmanned aircraft systems (UAS) and commercial space into
routine operations.

We are meeting the challenge of training both new and experienced

controllers by streamlining the training process, refreshing course
content, and modernizing our technologies used for learning.
The training program, directed by FAA Order 3120.4, Air Traffc
Technical Training, is reviewed annually to ensure its technical
accuracy. We regularly review performance metrics and work with
research centers to identify areas for improvement and innovation
to the training program. 388 newly
IMPACTS FROM THE COVID-19 PANDEMIC hired air traffc
To address the impact of the pandemic on the throughput of classes,
the FAA has evaluated and converted several high demand courses. controllers
The initial FAA Academy course, Air Traffc Basics, was converted to
a 100% virtual format using a combination of web-based lessons and
used FAA
instructor-facilitated individual and class activities. Other qualifcation
courses for new hires have been partially converted to virtual.
provided iPads
A contingency plan for controllers in the feld in certifcation training, in F Y 2020
to take their
both initial and CPC, was implemented to mitigate skill decay; trainees
are using the mobile learning platform tools to engage in online
training activities.

Several instructor-led, specialized courses are being evaluated as

initial Academy
potential candidates for converting to a virtual format or by using
a traveling instructor crew at remote locations. This response has
course from
reduced risks of exposure to COVID-19 to FAA Academy students
and controllers in the feld.
home.

50 . Air Traffc Controller Workforce Plan

THE TRAINING PROCESS
New hires with no previous air traffc control experience begin
their federal career training at the FAA Academy, where they learn
foundational aviation knowledge through classroom lectures, team
exercises and computer-based instruction, and practice basic air traffc
control skills using low-, medium- and high-fdelity simulation devices.

The academy lays the foundation for employee development by

teaching common, fundamental air traffc control principles and
procedures that are used at facilities throughout the country. After
successfully completing training at the FAA Academy, developmental
controllers are assigned to a feld location, where they enter additional,
site-specifc qualifcation training and hone their technical abilities in the
operational environment. This phase of training begins in the classroom,
where students learn facility-specifc equipment, rules and procedures.
After students master initial learning objectives, the instruction
transitions to simulators where learners can apply their knowledge and
improve their skills in a hands-on, repetitive and safe environment.

Finally, employees enter the on-the-job training phase working the

control position, where their performance is carefully monitored by
certifed professional controllers who help trainees develop their
techniques in a progressively more diffcult live-traffc environment.

New hires with previous air traffc experience are selected directly for
a feld facility and usually begin their federal service in an accelerated
training program customized for their prior aviation experience.They are
able to bypass certain phases of training, but they are required to meet
the same certifcation standards for each control position as new hires
with no previous experience.

The goal of all new employees is to become a certifed professional

controller, which is when they are fnally considered to be at the full-
performance level.Once developmental controllers are certifed on
control positions, they often work independently in those positions
under the direction of a supervisor to gain experience and to
supplement staffng.

All controllers are assigned periodic profciency training and participate

in both mandatory and optional supplemental training. One of the most
successful uses of optional supplemental training is the Flight Deck
Training (FDT) program.The program provides controllers real- time
experience of air traffc control from the fight crew’s perspective by
observing fight operations from the fight deck in most of the nation’s
air carriers.Their observations enhance their awareness of effects
of air traffc control instructions. An integrated, automated process
for requesting, executing and reporting the controller’s fight deck
experience make this supplemental training informative and benefcial.

2021-2030 . 51
 Ch.7 Training
The FAA’s recurrent training program is administered every six months as a combination of classroom and
computer-based instruction for all operational personnel. It delivers evidence-based topics derived from a
number of data sources. As contrasted with annually required refresher training on static topics, recurrent
training delivers timely and relevant training based on safety trends and lessons learned from our analysis.
Collaboratively developed and delivered to the controller and supervisory workforce, recurrent training
ensures that the operational workforce is aware and prepared to mitigate the day to day risks associated
with controlling traffc in the NAS.

DESIGNING AND DELIVERING EFFECTIVE TRAINING

Experienced instructors, certifed professional controllers and contractors provide both classroom and
simulation training at the FAA Academy and at many feld locations. The FAA ensures everyone who
instructs developmental controllers – whether they are federal employees or contractors – has the
background and skills needed to train new employees.

The FAA utilizes a process for the design, development, delivery and maintenance of its certifcation
and specialized air traffc training courses. The Air Traffc Basics, Enroute and Terminal certifcation
training courses are designed to train a younger, diverse and technologically savvy workforce. Advanced
technology, modern learning theory, human factors concepts, and professionalism skills are incorporated
into our courses. Managers and supervisors receive training on new training approaches. Throughout each
phase of the controllers’ career, training is available to ensure they have the right skills at the right time.

INFRASTRUCTURE INVESTMENTS
The FAA continues to expand accessibility of the high-fdelity Tower Simulator System (TSS), a training
device that has provided an interactive, realistic environment for controller training. There are 59 simulators
installed at 42 locations, and these systems support training for 251 airports using a “hub and spoke”
arrangement where employees at remote facilities travel to central locations to use the simulator. The FAA
started the upgrade of these systems to improve the scenario generation capabilities, screen resolution,
software responsiveness, and access to the system. The upgrade to all 59 systems was completed in •
•
August 2019. •
Forty mobile systems were deployed to the feld by September 2020 to support multiple locations.
•
•
These systems complement the original procurement and provide us with a capability of installing a •
smaller-sized simulator at locations where it would have been cost-prohibitive for the full-sized system. •
•
During the COVID-19 pandemic, the TSS Program was able to successfully test a pilot program for remote •
training operations on the mobile TSS systems. This capability will be developed further and plans to fully • •
deploy in 2021. •
•
TIME TO CERTIFICATION
•
•
The FAA continues to meet its overall goals for time to certifcation and number of controllers certifed. •
Implementation of foundational NextGen platforms, such as ERAM and TAMR, and new training
•
requirements are factors that affect overall time to CPC. Depending on the type of facility, facility level
•
•
(complexity) and the number of candidates to certify, controllers are expected to complete certifcation •
in one-and-a-half years to three years.
•
•
Over 64 percent of those who began training in FY 2012 through FY 2016 successfully completed training •
•
at their frst facility or a subsequent facility. •
•
•
52 . Air Traffc Controller Workforce Plan •
•
•
 TABLE 7.1 YEARS TO CERTIFY (FIRST ASSIGNED FACILITY ONLY)

•
Actual Years (did not meet goal)
•
Actual Years (met goal) .....
FAA Goal

1.5
TERMINAL
4-6

2.0
TERMINAL
7-9

2.5
TERMINAL
10-12
••
•♦ 3.0
• EN ROUTE
••
• ♦
'12 '13 '14 '15 '16
FISCAL YEAR
• ♦

• Completion means that employees achieved CPC status. The remaining members of the hiring classes
• (36 percent) have been removed from the FAA, resigned or are still in training. Developmental controllers
• who fail to certify at a facility may be removed from service or reassigned to a less complex facility in
•
• accordance with FAA policies and directives.
•
♦
• Table 7.1 shows the FAA’s training targets and average training completion time by facility type for those
♦ who began training in FY 2012 through FY 2016. Only those who achieved CPC status at their frst facility
• assignment are included in the average training completion times displayed because incorporation of
training times at additional facilities can skew the average. Training data for hiring classes after FY 2016
are not reported here because greater than 10 percent of the students are still in active phases of training,
resulting in continuously changing metrics as those students certify or fail. Because of the pandemic,
fewer controllers were certifed in FY 2020. The 2017 hiring class has not yet met the threshold to be
shown in Table 7.1 because of COVID. Approximately 20 percent of the FY 2017 hiring class is still actively
in training and may not meet the training target times shown above.

INVESTING FOR THE FUTURE

As the FAA transitions to NextGen, the key to providing safe, reliable and effcient air traffc services
remains the same: highly skilled, trained and certifed professionals. The FAA must maintain curricula
to keep pace with the evolving NAS, modernize how it trains employees, incorporate new techniques
and technologies for learning, and improve data collection and sharing. Training professionals are part
of an FAA team that evaluates how NextGen will change the air traffc work environment and what
competencies will be required for the future workforce. The FAA is incorporating what it learns from this
evolving and ongoing process into training programs as new systems are implemented. Outcomes-based
training aligns NextGen functionality with job tasks so the FAA can make predictions on how training
programs will need to change as NextGen evolves.

2021-2030 . 53
 Ch. 8 Funding Status
In addition to direct training costs, the FAA will incur salary and other costs for
developmental controllers before they certify. The average compensation cost
of a developmental controller in FY 2021 is projected to be $131,559 including
salary and benefts.

Figure 8.1 depicts expected annual compensation costs of developmentals, as

well as the expected number of developmentals by year through 2030. As training
takes one-and-a-half to three years, the chart depicts a rolling total of hires and
costs from the current and previous years.

FIGURE 8.1 ESTIMATED COST OF DEVELOPMENTALS BEFORE CERTIFICATION

-+- Developmental Salary, Premiums and Benefts

$300M

$270M
$282.8
•
Average Developmental Headcount

$247.2

$240M
$242.3 $233.8
$209.5 $214.0
$227.3 $223.5

AVERAGE DEVELOPMENTAL HEADCOUNT

$210M $219.2 3000
$209.3
SALARY, PREMIUMS & BENEFITS

$206.9
2,665
$180M

$150M
1,879 2000
1,698 1,723 1,722 1,672
$120M 1,603 1,620 1,621
1,517 1,539

$90M

1000
$60M

$30M

$0M 0
'20* '21 '22 '23 '24 '25 '26 '27 '28 '29 '30

*Actual FISCAL YEAR

54 . Air Traffc Controller Workforce Plan

Appendix FACILITY STAFFING RANGES
The Appendix below presents controller staffng ranges, by facility,
for En Route and Terminal air traffc control facilities. Additional detail
on how the staffng ranges are calculated is provided in Chapter 3.
Given the drop in current traffc levels due to the COVID-19 pandemic,
we kept the staffng ranges at 2020 levels and will review again in future
plans when traffc stabilizes.

In general, the FAA strives to keep the number of CPCs and CPC-ITs
near the middle of the range. While most of the work is accomplished by
CPCs, work is also being performed in facilities by CPC-IT and position-
qualifed developmental controllers who are profcient, or checked out,
in specifc sectors or positions and handle work independently.

Accordingly, facilities can safely operate even with CPC staffng levels
below the defned staffng range.

Conversely, a facility’s total staffng levels are often above the defned
staffng range because new controllers are typically hired two to three
years in advance of expected attrition to allow for suffcient training time.
The total expected end-of-year staffng number shown in Figure 3.1
refects this projected advanced hiring.

Enroute Actual on board as of 09/26/20 Staffng range

-ID

ZAB
ZAN
ZAU
FACILITY NAME

Albuquerque ARTCC
Anchorage ARTCC
Chicago ARTCC
-- CPC

142
80
266
CPC-IT

2
7
14
DEVELOPMENTAL

71
30
76
---
TOTAL

215
117
356
LOW

180
83
277
HIGH

220
102
338
ZBW Boston ARTCC 166 12 38 216 178 218
ZDC Washington ARTCC 239 18 74 331 258 315
ZDV Denver ARTCC 218 13 25 256 231 282
ZFW Fort Worth ARTCC 240 14 59 313 245 300
ZHU Houston ARTCC 246 12 47 305 233 285
ZID Indianapolis ARTCC 226 21 62 309 266 326
ZJX Jacksonville ARTCC 208 8 33 249 235 287
ZKC Kansas City ARTCC 191 13 50 254 208 255
ZLA Los Angeles ARTCC 189 17 52 258 231 282
ZLC Salt Lake City ARTCC 124 5 17 146 154 189
ZMA Miami ARTCC 219 12 46 277 214 262
ZME Memphis ARTCC 193 8 83 284 235 288
ZMP Minneapolis ARTCC 223 8 54 285 216 264
ZNY New York ARTCC 215 12 83 310 235 287

2021-2030 . 55
Enroute Actual on board as of 09/26/20 Staffng range

ID FACILITY NAME CPC CPC-IT DEVELOPMENTAL TOTAL LOW HIGH

ZOA Oakland ARTCC 148 7 91 246 193 236

ZOB Cleveland ARTCC 246 19 57 322 277 338
ZSE Seattle ARTCC 136 9 34 179 142 173
ZSU San Juan ARTCC 35 0 31 66 47 57
ZTL Atlanta ARTCC 266 49 57 372 308 376
ZUA Guam ARTCC 12 4 4 20 14 17
Enroute Total 4,228 284 1,174 5,686 4,660 5,697

Note: Facility numbers do not include new hires at the FAA Academy

Terminal Actual on board as of 09/26/20 Staffng range

ID

A11
A80
A90
FACILITY NAME

Anchorage TRACON
Atlanta TRACON
Boston TRACON
-- CPC

18
80
65
CPC-IT

2
20
12
DEVELOPMENTAL

3
1
0
---TOTAL

23
101
77
LOW

21
92
70
HIGH

25
113
86
ABE Allentown Tower 26 2 4 32 23 28
ABI Abilene Tower 15 0 9 24 14 18
ABQ Albuquerque Tower 15 8 12 35 26 31
ACK Nantucket Tower 9 0 2 11 9 10
ACT Waco Tower 17 5 2 24 16 20
ACY Atlantic City Tower 22 2 5 29 18 23
ADS Addison Tower 8 3 0 11 11 14
ADW Andrews Tower 11 1 3 15 10 12
AFW Alliance Tower 13 1 1 15 15 18
AGC Allegheny Tower 12 1 3 16 12 15
AGS Augusta Tower 9 0 8 17 13 16
ALB Albany Tower 23 0 11 34 19 23
ALO Waterloo Tower 7 0 8 15 10 12
AMA Amarillo Tower 19 0 6 25 14 17
ANC Anchorage Tower 19 3 2 24 22 26
APA Centennial Tower 18 2 3 23 20 25
APC Napa Tower 7 0 5 12 7 8
ARB Ann Arbor Tower 8 1 1 10 8 10
ARR Aurora Tower 11 0 1 12 9 11
ASE Aspen Tower 8 0 6 14 11 13
ATL Atlanta Tower 40 4 0 44 47 58
AUS Austin Tower 33 9 0 42 38 46
AVL Asheville Tower 14 2 1 17 15 18

56 . Air Traffc Controller Workforce Plan

Terminal Actual on board as of 09/26/20 Staffng range

ID

AVP
AZO
BDL
FACILITY NAME

Wilkes-Barre Tower
Kalamazoo Tower
Bradley Tower
CPC

15
42
14
- CPC-IT

0
10
0
DEVELOPMENTAL

6
9
3
TOTAL

21
61
17
--
LOW

16
49
12
HIGH

20
59
15
BED Hanscom Tower 12 0 4 16 12 14
BFI Boeing Tower 13 4 4 21 17 21
BFL Bakersfeld Tower 18 0 6 24 17 21
BGM Binghamton Tower 12 0 3 15 11 14
BGR Bangor Tower 15 0 10 25 18 22
BHM Birmingham Tower 20 2 10 32 24 29
BIL Billings Tower 17 0 7 24 17 21
BIS Bismarck Tower 8 0 7 15 10 12
BJC Broomfeld Tower 10 0 1 11 12 15
BNA Nashville Tower 28 7 3 38 39 48
BOI Boise Tower 25 3 2 30 29 35
BOS Boston Tower 26 10 1 37 31 38
BPT Beaumont Tower 10 1 1 12 9 11
BTR Baton Rouge Tower 17 2 7 26 15 18
BTV Burlington Tower 18 1 8 27 16 19
BUF Buffalo Tower 27 2 9 38 25 31
BUR Burbank Tower 15 1 6 22 16 20
BWI Baltimore Tower 19 4 1 24 21 26
C90 Chicago TRACON 73 19 2 94 90 110
CAE Columbia Tower 17 2 6 25 19 24
CAK Akron-Canton Tower 14 0 6 20 14 17
CCR Concord Tower 9 0 4 13 9 11
CDW Caldwell Tower 11 0 0 11 10 12
CHA Chatanooga Tower 15 2 3 20 16 20
CHS Charleston Tower 19 3 3 25 22 27
CID Cedar Rapids Tower 14 0 4 18 14 17
CKB Clarksburg Tower 11 1 5 17 13 16
CLE Cleveland Tower 42 19 2 63 37 46
CLT Charlotte Tower 75 15 1 91 80 98
CMA Camarillo Tower 11 0 2 13 9 11
CMH Columbus Tower 33 7 1 41 39 48
CMI Champaign Tower 12 1 6 19 14 17
CNO Chino Tower 8 4 1 13 11 13
COS Colorado Springs Tower 18 7 0 25 23 29
CPR Casper Tower 8 0 6 14 11 13

2021-2030 . 57
Terminal Actual on board as of 09/26/20 Staffng range

ID

CPS
CRP
CRQ
FACILITY NAME

Downtown Tower
Corpus Christi Tower
Palomar Tower
CPC

10
28
11
- CPC-IT

1
5
0
DEVELOPMENTAL

0
7
1
TOTAL

11
40
12
--
LOW

9
29
10
HIGH

11
35
12
CRW Charleston Tower 16 3 5 24 16 20
CSG Columbus Tower 7 0 1 8 7 8
CVG Cincinnati Tower 33 13 1 47 40 48
D01 Denver TRACON 71 8 1 80 76 92
D10 Dallas - Ft Worth TRACON 70 24 1 95 87 106
D21 Detroit TRACON 36 23 0 59 49 59
DAB Daytona Beach Tower 46 13 3 62 50 61
DAL Dallas Love Tower 21 3 1 25 21 26
DAY Dayton Tower 12 2 3 17 11 14
DCA Washington National Tower 19 9 0 28 25 31
DEN Denver Tower 28 8 2 38 38 47
DFW DFW Tower 45 11 0 56 53 65
DLH Duluth Tower 17 0 7 24 17 21
DPA Dupage Tower 15 1 1 17 14 17
DSM Des Moines Tower 18 2 6 26 18 21
DTW Detroit Tower 27 6 0 33 29 35
DVT Deer Valley Tower 17 3 0 20 18 22
DWH Hooks Tower 11 2 1 14 10 12
ELM Elmira Tower 10 0 6 16 9 11
ELP El Paso Tower 18 2 9 29 19 24
EMT El Monte Tower 8 1 1 10 9 11
ERI Erie Tower 9 0 2 11 9 11
EUG Eugene Tower 18 4 1 23 18 22
EVV Evansville Tower 14 0 5 19 13 15
EWR Newark Tower 22 16 0 38 33 40
F11 Central Florida TRACON 36 10 2 48 52 64
FAI Fairbanks Tower 17 0 8 25 17 21
FAR Fargo Tower 17 1 2 20 17 21
FAT Fresno Tower 19 2 10 31 21 26
FAY Fayetteville Tower 12 0 12 24 18 22
FCM Flying Cloud Tower 12 0 2 14 10 12
FFZ Falcon Tower 11 0 2 13 13 16
FLL Fort Lauderdale Tower 20 6 0 26 25 31
FLO Florence Tower 10 1 4 15 10 12
FNT Flint Tower 10 0 1 11 8 10

58 . Air Traffc Controller Workforce Plan

Terminal Actual on board as of 09/26/20 Staffing range

ID FACILITY NAME CPC CPC-IT DEVELOPMENTAL TOTAL LOW HIGH

FPR St Lucie Tower 11 1 0 12 11 13

FRG Farmingdale Tower 11 3 2 16 12 14
FSD Sioux Falls Tower 14 0 3 17 15 18
FSM Fort Smith Tower 26 0 9 35 23 28
FTW Meacham Tower 16 3 1 20 16 19
FWA Fort Wayne Tower 18 0 9 27 18 22
FXE Fort Lauderdale Executive Tower 11 1 5 17 14 17
GCN Grand Canyon Tower 9 0 2 11 7 9
GEG Spokane Tower 25 3 3 31 23 29
GFK Grand Forks Tower 22 0 0 22 18 21
GGG Longview Tower 18 0 6 24 15 18
GPT Gulfport Tower 14 0 5 19 13 16
GRB Green Bay Tower 18 1 1 20 17 20
GRR Grand Rapids Tower 12 0 2 14 10 12
GSO Greensboro Tower 23 2 2 27 22 27
GSP Greer Tower 20 3 4 27 18 23
GTF Great Falls Tower 12 0 5 17 12 15
HCF Honolulu Control Facility 71 18 4 93 77 94
HEF Manassas Tower 6 3 4 13 9 11
HIO Hillsboro Tower 13 1 4 18 12 15
HLN Helena Tower 7 1 2 10 9 11
HOU Hobby Tower 19 2 1 22 18 22
HPN Westchester Tower 12 0 7 19 11 14
HSV Huntsville Tower 14 1 6 21 15 18
HTS Huntington Tower 17 0 4 21 15 19
HUF Terre Haute /Hulman Tower 14 1 4 19 15 19
HWD Hayward Tower 9 2 1 12 9 11
I90 Houston TRACON 79 16 0 95 85 103
IAD Dulles Tower 29 4 1 34 26 32
IAH Houston Intercontinental Tower 28 4 0 32 32 39
ICT Wichita Tower 23 5 7 35 26 31
ILG Wilmington Tower 11 1 0 12 9 11
ILM Wilmington Tower 16 2 5 23 16 20
IND Indianapolis Tower 30 11 7 48 38 47
ISP Islip Tower 14 4 4 22 13 16
ITO Hilo Tower 11 1 2 14 11 13
JAN Jackson Tower 14 0 6 20 13 16
JAX Jacksonville Tower 34 10 13 57 40 49

2021-2030 . 59
Terminal Actual on board as of 09/26/20 Staffng range

ID FACILITY NAME CPC CPC-IT DEVELOPMENTAL TOTAL LOW HIGH

JCF Joshua Control Facility 18 2 5 25 21 25

JFK Kennedy Tower 27 10 0 37 31 37
JNU Juneau Tower 10 0 3 13 11 14
L30 Las Vegas TRACON 32 7 0 39 41 50
LAF Lafayette Tower 9 0 2 11 8 10
LAN Lansing Tower 12 0 2 14 11 13
LAS Las Vegas Tower 28 6 0 34 37 45
LAX Los Angeles Tower 41 15 0 56 43 53
LBB Lubbock Tower 14 0 3 17 16 20
LCH Lake Charles Tower 13 0 8 21 12 15
LEX Lexington Tower 18 1 9 28 21 25
LFT Lafayette Tower 16 1 6 23 15 18
LGA La Guardia Tower 26 11 0 37 30 37
LGB Long Beach Tower 19 3 0 22 19 23
LIT Little Rock Tower 23 1 6 30 22 26
LNK Lincoln Tower 11 0 6 17 9 11
LOU Bowman Tower 10 0 2 12 9 12
LVK Livermore Tower 9 0 2 11 10 12
M03 Memphis TRACON 20 1 4 25 27 33
M98 Minneapolis TRACON 45 13 2 60 49 60
MAF Midland Tower 9 0 14 23 16 20
MBS Saginaw Tower 12 0 0 12 8 10
MCI Kansas City Tower 33 4 0 37 30 37
MCO Orlando Tower 22 0 0 22 26 32
MDT Harrisburg Tower 20 0 12 32 22 26
MDW Midway Tower 18 2 1 21 20 24
MEM Memphis Tower 24 1 1 26 22 26
MFD Mansfeld Tower 10 0 0 10 9 11
MGM Montgomery Tower 13 3 6 22 17 21
MHT Manchester Tower 15 0 1 16 12 14
MIA Miami Tower 65 31 0 96 85 104
MIC Crystal Tower 11 0 2 13 9 11
MKC Downtown Tower 11 1 2 14 12 14
MKE Milwaukee Tower 31 9 2 42 34 41
MKG Muskegon Tower 8 0 2 10 8 10
MLI Quad City Tower 16 1 5 22 13 16
MLU Monroe Tower 10 0 5 15 11 13
MMU Morristown Tower 10 0 2 12 9 11

60 . Air Traffc Controller Workforce Plan

Terminal Actual on board as of 09/26/20 Staffng range

ID

MOB
MRI
MRY
FACILITY NAME

Mobile Tower
Merrill Tower
Monterey Tower
CPC

21
11
6
- CPC-IT

2
1
1
DEVELOPMENTAL

0
0
2
TOTAL

23
12
9
--
LOW

18
11
7
HIGH

21
13
9
MSN Madison Tower 18 1 3 22 18 21
MSP Minneapolis Tower 30 5 0 35 30 37
MSY New Orleans Tower 27 6 3 36 32 40
MWH Grant County Tower 11 1 6 18 12 15
MYF Montgomery Tower 11 2 2 15 12 15
MYR Myrtle Beach Tower 18 3 3 24 20 25
N90 New York TRACON 125 28 80 233 173 211
NCT Northern California TRACON 119 37 2 158 156 191
NEW Lakefront Tower 9 0 4 13 8 10
OAK Oakland Tower 16 6 0 22 21 26
OGG Maui Tower 12 0 2 14 11 14
OKC Oklahoma City Tower 19 6 9 34 26 32
OMA Eppley Tower 12 0 4 16 12 15
ONT Ontario Tower 12 1 5 18 14 17
ORD Chicago O'Hare Tower 50 19 1 70 63 76
ORF Norfolk Tower 24 2 5 31 26 31
ORL Orlando Executive Tower 11 1 0 12 10 12
P31 Pensacola TRACON 32 4 1 37 29 36
P50 Phoenix TRACON 50 9 4 63 56 68
P80 Portland TRACON 23 4 0 27 26 32
PAE Paine Tower 11 1 1 13 10 12
PAO Palo Alto Tower 8 0 3 11 8 10
PBI Palm Beach Tower 37 21 5 63 44 54
PCT Potomac TRACON 140 28 0 168 144 176
PDK DeKalb - Peachtree Tower 12 2 3 17 13 16
PDX Portland Tower 25 2 1 28 23 28
PHF Patrick Henry Tower 9 1 3 13 8 9
PHL Philadelphia Tower 57 16 2 75 71 86
PHX Phoenix Tower 25 4 0 29 29 36
PIA Peoria Tower 14 2 8 24 16 20
PIE St Petersburg Tower 9 1 3 13 10 12
PIT Pittsburgh Tower 28 17 2 47 35 42
PNE Northeast Philadelphia Tower 9 1 3 13 9 11
PNS Pensacola Tower 11 0 0 11 10 12
POC Brackett Tower 9 2 2 13 9 10

2021-2030 . 61
Terminal Actual on board as of 09/26/20 Staffing range

ID FACILITY NAME CPC CPC-IT DEVELOPMENTAL TOTAL LOW HIGH

POU Poughkeepsie Tower 9 3 2 14 8 9

PRC Prescott Tower 10 3 4 17 11 14
PSC Pasco Tower 15 1 5 21 16 19
PSP Palm Springs Tower 10 0 1 11 9 11
PTK Pontiac Tower 8 2 2 12 10 13
PUB Pueblo Tower 11 0 2 13 13 16
PVD Providence Tower 22 4 8 34 24 29
PWK Chicago Executive Tower 10 1 0 11 9 11
PWM Portland Tower 17 0 8 25 18 22
R90 Omaha TRACON 18 2 1 21 19 23
RDG Reading Tower 12 1 6 19 12 15
RDU Raleigh-Durham Tower 37 8 2 47 41 50
RFD Rockford Tower 17 1 6 24 19 23
RHV Reid-Hillview Tower 10 0 3 13 11 13
RIC Richmond Tower 13 0 4 17 13 15
RNO Reno Tower 13 0 2 15 13 15
ROA Roanoke Tower 20 1 3 24 18 23
ROC Rochester Tower 17 1 9 27 20 25
ROW Roswell Tower 10 0 7 17 11 14
RST Rochester Tower 10 1 3 14 12 15
RSW Fort Myers Tower 26 6 1 33 26 32
RVS Riverside Tower 14 0 5 19 12 15
S46 Seattle TRACON 35 6 4 45 49 60
S56 Salt Lake City TRACON 33 2 15 50 40 48
SAN San Diego Tower 22 3 0 25 22 27
SAT San Antonio Tower 37 4 4 45 37 45
SAV Savannah Tower 15 6 4 25 20 25
SBA Santa Barbara Tower 22 0 6 28 23 28
SBN South Bend Tower 18 0 13 31 18 23
SCK Stockton Tower 11 0 1 12 8 10
SCT Southern California TRACON 183 28 0 211 203 249
SDF Standiford Tower 38 5 3 46 38 47
SDL Scottsdale Tower 9 2 0 11 11 14
SEA Seattle Tower 25 3 0 28 29 36
SEE Gillespie Tower 11 2 5 18 13 16
SFB Sanford Tower 17 1 1 19 17 20
SFO San Francisco Tower 19 10 0 29 30 37
SGF Springfield Tower 23 1 3 27 25 30

62 . Air Traffic Controller Workforce Plan

Terminal Actual on board as of 09/26/20 Staffng range

ID

SHV
SJC
SJU
FACILITY NAME

Shreveport Tower
San Jose Tower
San Juan Tower
CPC

15
13
16
- CPC-IT

0
1
0
DEVELOPMENTAL

12
2
0
TOTAL

27
16
16
-- LOW

18
14
15
HIGH

22
17
18
SLC Salt Lake City Tower 24 6 0 30 27 33
SMF Sacramento Tower 13 1 5 19 14 17
SMO Santa Monica Tower 11 1 5 17 10 12
SNA John Wayne Tower 15 6 2 23 20 25
SPI Springfeld Tower 11 0 2 13 9 12
SRQ Sarasota Tower 11 0 2 13 12 14
STL St Louis Tower 16 4 1 21 18 21
STP St Paul Tower 7 3 2 12 8 10
STS Sonoma Tower 7 0 3 10 8 9
STT St Thomas Tower 10 0 2 12 8 10
SUS Spirit Tower 9 1 1 11 10 12
SUX Sioux Gateway Tower 11 1 5 17 11 13
SYR Syracuse Tower 15 0 9 24 17 21
T75 St Louis TRACON 21 2 6 29 26 31
TEB Teterboro Tower 15 4 1 20 21 26
TLH Tallahassee Tower 14 1 3 18 15 19
TMB Tamiami Tower 17 0 1 18 15 18
TOA Torrance Tower 8 2 1 11 8 10
TOL Toledo Tower 19 2 6 27 17 21
TPA Tampa Tower 41 9 5 55 54 65
TRI Tri-Cities Tower 13 1 9 23 14 17
TUL Tulsa Tower 22 5 5 32 25 30
TUS Tucson Tower 10 2 5 17 12 15
TVC Traverse City Tower 8 0 2 10 8 10
TWF Twin Falls Tower 8 1 2 11 7 9
TYS Knoxville Tower 19 4 14 37 24 29
U90 Tucson TRACON 14 2 5 21 16 20
VGT North Las Vegas Tower 11 0 0 11 11 13
VNY Van Nuys Tower 18 4 2 24 17 21
VRB Vero Beach Tower 12 0 0 12 11 14
Y90 Yankee TRACON 15 3 10 28 19 23
YIP Willow Run Tower 11 1 5 17 10 12
YNG Youngstown Tower 13 1 8 22 16 19
Terminal Total 6,040 1,025 1,079 8,114 6,636 8,104

Note: Facility numbers do not include new hires at the FAA Academy

2021-2030 . 63
 FAA Totals Actual on board as of 09/26/20 Staffng range

En Route total
Terminal total
Facility total
CPC

4,228
6,040
10,268
- CPC-IT

284
1,025
1,309
DEVELOPMENTAL

1,174
1,079
2,253
TOTAL

5,686
8,144
13,830
--
LOW

4,660
6,636
11,296
HIGH

5,697
8,104
13,801
FAA Academy Students 412
Total Controller Headcount 14,242

64 . Air Traffc Controller Workforce Plan

 l!tllinfor'1bl

U.S.Department
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Administration Produced by FAA Communications • 2020-AFN-010