Administration

Federal Aviation

A Plan For The Future

2007-2016

The Federal Aviation Administration’s 10-Year

Strategy for the Air Traffic Control Workforce

March 2007
A Plan For The Future

2007-2016

The Federal Aviation Administration’s 10-Year

Strategy for the Air Traffic Control Workforce

March 2007
Contents

Executive Summary 

Chapter 1: Introduction 

Chapter 2: Air Traffi c Control Facilities and Services

Chapter 3: Air Traffi c Controller Staffi ng Requirement 

Chapter 4: Air Traffi c Controller Losses 

Chapter 5: Air Traffi c Controller Hiring Plan 

Chapter 6: Air Traffi c Controller Hiring Process 

Chapter 7: Air Traffi c Controller Training 

Chapter 8: Air Traffi c Controller Workforce Funding Status 

Appendix A: FY 2007 Staffi ng Ranges by Facility

Appendix B: Projected Controller Losses 

 By Facility: FY 2007 – FY 2010 

2 

4

8

12

18

24

28

34

40

42

51
A Plan For The Future

2

Executive Summary

Air traffi c controllers are an integral part of the National Airspace 

System (NAS). The work they do, every day of the year, is essential 

to the mission of the Federal Aviation Administration – providing the 

safest, most effi cient aerospace system in the world.

The FAA employs more than 14,000 air traffi c controllers. They work 

in air traffi c facilities of all sizes, safely guiding about 50,000 aircraft 

through the system each day. These employees provide air navigation 

services to aircraft in the U.S. domestic airspace, and in the 24.6 

million square miles of international oceanic airspace delegated to 

the United States by the International Civil Aviation Organization. 

Over the next decade, approximately 72 percent of this workforce will 

become eligible to retire. In order to meet the challenges of this wave of 

retirements and the increasing demand for air travel, the FAA will hire 

and train more than 15,000 new air traffi c controllers over the next 10 

years. The plan for fi scal year 2007 includes hiring more than 1,300 new 

controllers from the thousands of qualifi ed applicants waiting to be hired.

Thanks to a centralized hiring process and improved training, the 

FAA is confi dent that the new controller hires will be able to meet the 

needs of the future. 

Accomplishments

In FY 2006, the FAA met several key milestones in the staffi ng plan.

Hiring

• We hired 1,116 new controllers – increasing the total number of 

controllers on board to 14,618.

• We began reaching out to former military personnel through the 

military separation centers to ensure our veteran population is 

aware of air traffi c control opportunities, and hired 404 veterans 

into controller positions.

• We held a job fair in Kansas City, Mo., to recruit controllers for 

local positions. 
FAA Air Traffi c Control Workforce Plan 2007-2016

3

• We established a senior coordinator position in the Air Traffi c 

Organization with accountability to fully integrate all required hiring 

and training efforts to achieve our goals.

• We streamlined the steps in our security clearance process for new 

hires, reducing the time it takes by 45 days.

Training

• We increased the FAA Academy training capacity to train a total 

of 2,248 students a year thanks to new tower cab simulators and 

expanded classroom capacity. 

• We completed a national on-the-job training data tracking system 

to identify where improvements in the training process could be 

implemented.

Finally, the FAA has made signifi cant progress in refi ning controller 

staffi ng requirements and in effectively staffi ng facilities across the 

NAS by utilizing improved scheduling practices, new automated tools 

and better management of leave. In our last update we introduced the 

concept of controller staffi ng ranges. In this report we have established 

staffi ng ranges for every FAA air traffi c control facility. These ranges are 

published in Appendix A and will be updated annually.

The Department of Transportation’s Offi ce of the Inspector General 

audits the FAA’s controller workforce plan. The Feb. 9, 2007, report, 

FAA Continues to Make Progress in Implementing its Controller 

Workforce Plan, but Further Efforts are Needed in Several Key Areas, 

confi rms that the FAA is indeed making progress implementing a 

comprehensive staffi ng plan. The inspector general found that the 

“FAA has made signifi cant improvements by centralizing its hiring 

process and has made progress in reducing the time and costs to 

train new controllers, primarily through greater use of simulator 

training at the FAA Training Academy and implementation of a new 

national database to track on the job training statistics.”

The FAA understands how critical it is to have an adequately staffed 

air traffi c controller workforce. Staffi ng is, and will continue to be, 

monitored at all facilities. We will continue to take action at the facility 

level should adjustments become necessary due to changes in traffi c 

volume, unanticipated retirements or other attrition.
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Chapter 1: Introduction

Air traffi c controller workload and traffi c volume are dynamic. So are 

staffi ng needs. The FAA’s goal is to staff to traffi c. This requires that 

we have the fl exibility to match the number of controllers at various 

facilities with traffi c volume and workload. For many years, this was 

not the case.

Staffi ng levels negotiated with the National Air Traffi c Controllers 

Association bargaining unit from 1999 to 2003 did not adequately 

refl ect traffi c demand, complexity, or the most effi cient utilization of 

both human and fi scal resources. As a result of these negotiations, 

the FAA agreed to maintain a minimum staffi ng level of 15,000 full 

time equivalents, or FTEs, for FY 1999 through FY 2001, and to 

increase the level by 2 percent per year in FY 2002 and FY 2003. 

The agency committed to maintain the required minimum levels 

by hiring as many controllers as necessary to offset retirements 

and other attrition out of the controller workforce. The minimum 

levels would govern regardless of changes in the number of aircraft 

operations handled by FAA controllers, preventing the agency from 

adjusting staffi ng should requirements fall below the agreed upon 

minimums, and from incorporating productivity improvements from 

new technology or streamlined procedures.

Between 2000 and 2003, we experienced a 9 percent drop in air 

traffi c volume, but saw a 4 percent increase in air traffi c controller 

headcount, as shown in the table below. The contractual commitment 

to minimum staffi ng levels required us to increase staffi ng even as the 

number of FAA-handled operations plummeted. As a result, we were 

unable to address the dramatic fall off in traffi c following the Sept. 

11, 2001, terrorist attacks. While the agency continued to hire, our 
FAA Air Traffi c Control Workforce Plan 2007-2016

5

customers in the aviation industry were laying off tens of thousands 

of employees and drastically scaling back operations. 

A perfect example of this occurred at St. Louis Airport, a former hub 

airport for Trans World Airlines. After TWA went bankrupt, traffi c 

dropped off dramatically, reducing total controller workload in the 

area. The FAA, however, was contractually bound to a negotiated 

number of controllers at the facility and hence had too many 

controllers and not enough work. At the same time, Independence Air 

traffi c was dramatically increasing at Dulles Airport, but we couldn’t 

realign staffi ng to handle that increase – again because of the 

negotiated staffi ng agreements. 

The infl exibility of negotiated staffi ng at the national and at the facility 

level was clearly a problem as the FAA tried to provide service to a 

changing aviation industry. As the agency saw controller productivity 

fall, we determined to run the NAS more effi ciently. 

Our new contract provides the fl exibility. Under the 2006 controller 

contract, the FAA is able to staff according to workload and traffi c, so 

the divergence in staffi ng levels and traffi c is unlikely to happen again. 

The FAA is now staffi ng our facilities based on traffi c with workload 

Systemwide Traffic and Total Headcount Trends

Indexed from 1999 When Staffing Was Negotiated

85

90

95

100

105

110

1999 2000 2001 2002 2003 2004 2005 2006 2007e

Index 1999 = 100

Staffing is still ahead of traffic

Headcount

Traffic

Staffing continued to rise while traffic dropped off
A Plan For The Future

6

driven by the number of positions that need to be staffed due to 

actual and forecasted traffi c demands. 

The concept of staffi ng to traffi c requires the FAA to incorporate 

many individual facility characteristics. They include facility-specifi c 

traffi c volumes based on FAA forecasts and hours of operation, as 

well as individualized forecasts of controller retirements and other 

attrition losses. 

Proper staffi ng levels also depend on the effi cient scheduling of 

employees, so we track the use of overtime and leave as we review 

staffi ng levels to make sure that controllers are not overworked. In 

FY 2006, the system average for overtime was 1.1 percent, a slight 

decrease from the FY 2005 level of 1.6 percent.

This staffi ng plan takes all of those factors into account. The 

plan is updated annually; we will continue to monitor progress in 

implementing the plan, and take action at the facility level should 

adjustments become necessary due to changes in air traffi c volume, 

anticipated retirements or other reasons.
FAA Air Traffi c Control Workforce Plan 2007-2016

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A Plan For The Future

8

Chapter 2: 

Air Traffi c Control 

Facilities and Services

There are about 7,000 aircraft aloft over the United States at any 

one time, some fl ying at nearly supersonic speed. It is up to the men 

and women of the FAA to keep them safely separated and on effi cient 

fl ight paths. With vigilant eyes and a vast array of radar, satellites, 

computers and other systems, we monitor and guide air traffi c around 

the clock.

More than 14,000 federal air traffi c controllers in airport towers, 

terminal radar control facilities, and air route traffi c control centers 

guide pilots through the system. It is estimated that an additional 

1,450 civilian contract controllers and more than 9,000 military 

controllers also provide air traffi c services. These employees provide 

air navigation services to aircraft in the U.S. domestic airspace, and in 

24.6 million square miles of international oceanic airspace delegated 

to the United States by the International Civil Aviation Organization. 

Leaders at every level work to ensure these safety services are 

provided in a safe, effi cient and cost-effective manner.

2.1 FAA Air Traffi c Control Facilities

As of February 2007, the FAA operated 314 air traffi c control facilities 

and the Air Traffi c Control System Command Center in the United 

States. Table 2.1 lists the type and number of these FAA facilities.

More than one type of facility may be collocated in the same building(s). 

Each type of facility has several classifi cation levels that are based 

on numerous factors including traffi c volume, complexity and 
FAA Air Traffi c Control Workforce Plan 2007-2016

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Type 12346789-Name

Tower Without 

Radar

Terminal Radar 

Approach Control 

(TRACON)

Combination Radar 

Approach Control 

and Tower with 

Radar

Combination NonRadar Approach 

Control and Tower 

without Radar

Combined Control 

Facility

Tower with Radar

Air Route Traffi c 

Control Center 

(ARTCC)

Combined TRACON 

Facility

Air Traffi c Control 

System Command 

Center

Number 1

22

138 24

122

2141

Description

An airport traffi c control terminal that provides service 

using direct observation primarily to aircraft operating 

under visual fl ight rules. These terminals are located 

at airports where the principal user category is low 

performance aircraft.

An air traffi c control terminal that provides radarcontrol service to aircraft arriving or departing the 

primary airport and adjacent airports, and to aircraft 

transiting the terminal’s airspace.

An air traffi c control terminal that provides radar 

control services to aircraft arriving or departing the 

primary airport and adjacent airports, and to aircraft 

transiting the terminal’s airspace. This terminal is 

divided into two functional areas: radar approach 

control positions and tower positions. These two 

areas are located within the same facility, or in close 

proximity to one another, and controllers rotate 

between both areas.

An air traffi c control terminal that provides air traffi c 

control services for the airport at which the tower 

is located and without the use of radar, approach 

and departure control services to aircraft operating 

under instrument fl ight rules to and from one or more 

adjacent airports.

An air traffi c control facility that provides approach 

control services for one or more airports as well as en 

route air traffi c control (center control) for a large area 

of airspace. Some may provide tower services along 

with approach control and en route services.

An airport traffi c control terminal that provides traffi c 

advisories, spacing, sequencing and separation 

services to VFR and IFR aircraft operating within the 

vicinity of the airport using a combination of radar and 

direct observations.

An air traffi c control facility that provides air traffi c 

control service to aircraft operating on IFR fl ight plans 

within controlled airspace and principally during the en 

route phase of fl ight. When equipment capabilities and 

controller workload permit, certain advisory/assistance 

services may be provided to VFR aircraft.

An air traffi c control terminal that provides radar 

approach control services for two or more large hub 

airports, as well as other satellite airports, where no 

single airport accounts for more than 60 percent of 

the total Combined TRACON facility’s air traffi c count. 

This terminal requires such a large number of radar 

control positions that it precludes the rotation of 

controllers through all positions.

The Air Traffi c System Command Center is responsible 

for the strategic aspects of the NAS. The Command 

Center modifi es traffi c fl ow and rates when congestion, 

weather, equipment outages, runway closures, or other 

operational conditions affect the NAS.

Types and Number of FAA Air Traffi c Control Facilities
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sustainability of traffi c. Controller pay is tied to those classifi cation 

levels. To compensate controllers at facilities that work the highest 

and most complex volume of traffi c, facilities are monitored 

continuously for upward and downward trends.

2.2 Air Traffi c Control Services at Airports

Air traffi c control services are provided from a variety of sources 

(federal air traffi c controllers, contract controllers, military controllers 

and others) at public- and private-use airports. As of February 2007, 

there were 20,512 airports within the NAS, including civil, military, 

joint-use civil-military airports, heliports, short takeoff and landing 

ports, and seaplane bases in the U.S. and its territories. Of this total, 

5,217 are public-use airports, with the rest classifi ed as private use 

airports. The majority of the private-use airports receive no air traffi c 

control services.

The table below summarizes the various providers of air traffi c control 

services at public- and private-use airports.

Air Traffi c Control Service

 City, County 

 FAA Contract Military or other Remote FAA None Total

Public Use 262 209 22 21 2,135 2,568 5,217

Private Use 1 1 143 5 28 15,117 15,295

Total 263 210 165 26 2,163 17,685 20,5121

2.3 FAA Air Traffi c Control Services

The FAA provides air traffi c control services at 262 public-use airports (FAA 

facility types 1, 3, 4 and 7) and at Andrews Air Force Base. FAA also provides 

services at 51 non-towered facilities (FAA facility types 2, 6, 8 and 9). 

2.4 Federal Contract Air Traffi c Control Services

In 1982, Congress authorized the FAA to begin a pilot program to 

contract for air traffi c control services for fi ve visual fl ight rule towers 

that were closed as a result of the controller strike in August 1981. 

Since then, the contract tower program has been expanded to include 

additional FAA-operated VFR towers and to include towers at airports 

that never had an FAA-operated tower. 

1

Much of the difference between last year’s fi gures and this year’s refl ects a concerted effort to clear up a 

backlog of private airport fi lings that had not been completed previously.
FAA Air Traffi c Control Workforce Plan 2007-2016

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Congress added a cost-sharing provision to the program in FY 1999. 

This provision allowed airports that would not normally qualify to be in 

the FAA’s Contract Tower Program to enter the program by paying for a 

portion of the tower’s operating cost. 

Contract controllers providing air traffi c control services in towers that 

are in the Contract Tower Program must meet the same controller 

certifi cation requirements as FAA controllers and are certifi ed by the 

FAA. As of February 2007, there were 210 contract towers providing 

air traffi c control services by contract controllers.

2.5 Military Air Traffi c Control Services

There are 165 military towers located at military installations 

throughout the United States or where there is a heavy military 

presence at a combination civilian and military airport. Military 

controllers provide air traffi c control services to civilian aircraft as well 

as military aircraft at those airports. Military controllers must meet 

the same qualifi cation criteria as FAA controllers.

2.6 City, County or other Air Traffi c Control Services

There are 26 non-federal towers located at 21 public-use and fi ve 

private-use airports. Controllers operating in these towers must meet 

the same qualifi cation criteria as FAA controllers. The FAA does not 

provide funding or air traffi c control services at these towers.

2.7 Remote FAA Air Traffi c Control Services

FAA towers, approach controls, and en route centers also provide 

terminal approach and departure control services to 2,163 nontowered airports using remote communications services and radar.

2.8 No Air Traffi c Control Services

There are 17,685 airports with no air traffi c control services.
A Plan For The Future

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Chapter 3: 

Air Traffi c Controller 

Staffi ng Requirement

A well-trained and fully-staffed air traffi c control workforce is essential 

to the FAA’s ability to provide the safest air traffi c services in the 

world. Every decision we make is done to ensure both the safety and 

the future viability of the NAS. Having enough controllers in place, 

when and where we need them, is critical.

This chapter presents the national air traffi c controller staffi ng levels 

the FAA estimates it will need through FY 2016 to manage air traffi c 

demands. These staffi ng levels will be updated as necessary to refl ect 

changes in the traffi c forecasts, productivity, and other factors. An 

updated report will be issued every year.

Projected Controller Workforce 

1,038

1,197

1,276

1,308

1,380

1,417

1,471

1,446

1,414

1,333

1,285

1,386

1,420

1,514

1,610

1,636

1,618

1,551

1,485

1,421

1,363

1,116 78 189 144 206 230 219

147 105 71 88 78

14,618 14,807 14,951 15,157 15,387 15,606 15,753 15,858 15,929 16,017 16,095

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Annual Losses/Hires

Losses (w/Academy Attrition) New Hires Net End of Year Headcount
FAA Air Traffi c Control Workforce Plan 2007-2016

13

The above chart shows the expected end-of-year headcount, losses, 

new hires and net additions by year through FY 2016. Figures for 

FY 2006 represent actual losses, hires and end-of-year headcount.

FAA uses sophisticated classical industrial engineering methods to 

measure controller workload when determining controller staffi ng 

requirements. Items that can affect controller workload include:

• number of aircraft in a sector

• aircraft fl ight paths

• altitude changes

• speed differences

In addition, staffi ng 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. Staffi ng 

numbers will vary as the requirements of the location vary. For example, 

staffi ng levels may swell during training, and then come back down.

We introduced the concept of controller staffi ng ranges at the facility 

level in our last update. We have now established facility ranges to 

allow for effi cient operation, even if they are impacted by a variety of 

causes, as shown in the graphic below.

Controller Staffing Range

Characteristics/Drivers of Low Staffing Levels

• Reduced controller lost time

• Greater use of overtime

• Unexpected increase in traffic volumes

• Increase in hours of operation

Characteristics/Drivers of High Staffing Levels

• Fewer losses than projected

• Less overtime

• Unexpected reduction in traffic volumes

• Decrease in hours of operation

• Temporary airport construction

High

Overstaffed

Low

Understaffed

Facility X

Staffing

Acceptable

Controller

Staffing

Range
A Plan For The Future

14

These ranges include the number of controllers needed to perform 

the work. While most of the work is accomplished by Certifi ed 

Professional Controllers (CPC), it is important to note that during the 

certifi cation process, work is also being accomplished in facilities 

by Certifi ed Professional Controllers in Training2 (CPC-ITs) and 

developmentals3 who are profi cient, or “checked-out” in specifi c 

sectors or positions, and can handle workload independently. These 

position-qualifi ed controllers, along with CPCs, are the focus of our 

staffi ng to traffi c efforts.

This year’s plan includes a list of FY 2007 staffi ng ranges by facility. 

Please note that these numbers are fl uid for the reasons already cited 

in this section. Therefore, Appendix A, FY 2007 Staffi ng Ranges by 

Facility, will only show this year’s staffi ng ranges.

3.1 Air Traffi c Controller Annual Staffi ng Ranges 

Because traffi c and other factors are dynamic at individual facilities, 

we have established facility-level controller staffi ng ranges. These 

ranges ensure that there are enough controllers to cover operating 

positions every day of the year.

The process for establishing controller ranges by facility involves the 

use of several data sources. In developing these ranges, the FAA 

considered past facility performance, the performance of other similar 

facilities, productivity improvements, industrial engineering standards 

and recommendations from the National Academy of Sciences, along 

with input from managers in the fi eld, overtime trends, time-onposition data and expected retirements and other losses.

Each facility is reviewed to evaluate headcount, operational activity 

and productivity trends. Productivity trends are then compared with 

appropriate peer facilities. These peers are determined by the facility 

type and level. 

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, staffi ng 

ranges are generated for each facility.

2

CPC-ITs are controllers who have been previously certifi ed, but are in training on a new sector or position.

3

Developmentals are controller trainees who have not yet been classifi ed as Certifi ed Professional 

Controllers. As they progress through training they can work independently on increasingly more complex 

sectors or positions.
FAA Air Traffi c Control Workforce Plan 2007-2016

15

We start with the following four data sources:

1. Industrial engineering staffi ng models.

2. Past productivity – the headcount required to match the historical 

best productivity for the facility. Productivity is defi ned as 

operations per controller. Facility productivity is calculated using 

operations and controller data from the years 1997 to 2006. If 

any annual point falls outside +/- 5 percent of the 1997 to 2006 

average, it is thrown out. From the remaining data points, the 

highest productivity year is then used. 

3. Service Unit input – including fi eld manager input.

4. Peers (the headcount required to match peer group productivity) – 

like facilities are grouped by type and level and their corresponding 

productivity is calculated. If the facility being considered is 

consistently above or below the peer group, the peer group fi gure 

is not used in the overall average and analysis. 

The average of this data is calculated, rounded to the nearest whole 

number, multiplied by plus 10 percent and minus 10 percent and 

then rounded again to determine the high and low points in the 

staffi ng range.

3.2 Air Traffi c Staffi ng Standard Review and Assessment 

The FAA has used air traffi c staffi ng standards to determine national 

controller staffi ng levels since the 1970s. In 2005, the FAA began 

an air traffi c staffi ng standard review and reassessment with the 

expectation of developing staffi ng ranges at the facility level. 

In FY 2006, this assessment yielded data that allowed the FAA to 

determine facility level staffi ng ranges. These ranges will be refi ned as 

further study continues. 

En route progress:

Efforts are ongoing to improve and enhance en route modeling 

capabilities. There are more than 750 sectors in the 20 continental 
A Plan For The Future

16

U.S. en route centers and each sector and center has unique 

operational characteristics. 

Techniques and models, for each sector in each center, that consider 

traffi c complexity and volume are being developed and validated to 

provide a more accurate assessment of en route sector operations 

than has been available in the past. These techniques are the result 

of site visits, interviews with operational personnel, extensive data 

collection and detailed analysis of all 20 centers over a period of 

several months. They provide information on sector operations that 

change dependent on the traffi c characteristics and patterns of the 

traffi c transiting the sector. 

Such information, once work is complete, will be used to update the 

staffi ng ranges for each center. Updates to en route ranges will be 

included in the 2008 update of this plan. 

Terminal progress:

The FAA is performing a comprehensive review of its current tower 

cab staffi ng standards. An important part of this review is identifying 

factors that have changed since the standards were last updated. 

Information gathered from this comprehensive review will be used to 

either update or create new standards. Results of this project, along 

with our plan to update the TRACON standards, will be included in the 

2008 update of this plan.

3.3 Increased Work Effi ciency 

The new air traffi c controller contract, which became effective on June 

5, 2006, and was implemented on Sept. 3, 2006, allows the FAA to 

more effectively set watch schedules based on traffi c needs. The new 

contract allows us to be more responsive to changes in both traffi c 

and workload and schedule accordingly. 

For example, on holidays such as Thanksgiving and Christmas, users 

often make dramatic changes in their fl ight schedules resulting in 

decreased traffi c and workload at most air traffi c facilities. Under the 

old contract, all certifi ed employees were eligible to work the holiday 
FAA Air Traffi c Control Workforce Plan 2007-2016

17

and receive premium pay and the employees who were off on the 

holiday were usually those who requested it. 

Under the new contract, we schedule only those employees needed to 

meet workload demands. This has resulted in a substantial reduction 

of scheduled, and therefore paid, holiday hours. For example, at 

Boston Air Route Traffi c Control Center, 1,888 hours of premium 

time were scheduled and paid over the Thanksgiving holiday in 

2005. Due to scheduling effi ciencies gained in the new contract, this 

number was reduced by 31 percent to just over 1,300 premium hours 

scheduled and paid over the Thanksgiving holiday in 2006.

The new contract also allows us to bring in the right number of people 

to manage traffi c at various times of the day. At many air traffi c 

facilities, air traffi c operations ebb and fl ow in response to customer 

scheduling practices and priorities, resulting in peak demand periods. 

Under the old contract, scheduling agreements frequently resulted 

in schedules built around personal preference versus workload 

and traffi c demands. Ineffi ciencies resulted when shifts were not 

aligned with traffi c and when suffi cient overlap of shifts did not 

provide needed continuity without the expenditure of overtime. 

New scheduling fl exibilities will allow us to better meet operational 

requirements by allowing us to staff to traffi c and to provide better 

shift overlap.

3.4 Changing National Airspace System Technologies 

The FAA will continue to review the effect of new technologies on 

controller workload and adjust staffi ng practices accordingly. The FAA 

expects that new automation technologies and changes supported 

by the Joint Planning and Development Offi ce will result in a more 

automated system that, over time, will change the role of controllers. 

However, we have not factored these technologies into our hiring and 

staffi ng ranges for the 2007 report.
A Plan For The Future

18

Chapter 4: Air Traffi c 

Controller Losses

In FY 2006, there were 583 controller retirements, which were 116 

more than anticipated. While some of this increase may be attributed 

to contract impasse, it nonetheless provides us with another year of 

actual retirement data, and we have therefore updated our projected 

total losses through FY 2016. Should retirements or other losses 

exceed our predictions, we will hire more controllers to reach our 

FY 2007 end of year goal of 14,807 air traffi c controllers.

4.1 Controller Loss Summary 

In addition to retirements, the agency loses controllers to promotions, 

transfers, resignations, removals, deaths and Academy attrition. Table 

4.1 shows the total estimated number of controllers that will be lost, 

by loss category, over the period FY 2007-FY 2016.

Loss Category Losses: 2007 -2016

Retirements 7,146

Resignation, removal & death 1,982

Promotions/transfers 3,648

Academy attrition 751

Total 13,527

4.2 Controller Workforce Age Distribution 

On Aug. 3, 1981, a majority of the air traffi c controller workforce went on 

strike. President Ronald Reagan ordered the striking controllers to return 

to duty within 48 hours. President Reagan fi red 10,438 controllers who 
FAA Air Traffi c Control Workforce Plan 2007-2016

19

elected not to return to duty within the specifi ed time frame. About 4,700 

controllers remained on duty. From 1982 through 1991, the agency hired 

an average of 2,655 controllers per year. This hiring wave created the 

likelihood that a large portion of the controller workforce would reach 

retirement age in roughly the same period of time.

We know that an additional 1,247 controllers will become eligible to 

retire in FY 2007, and we expect to lose around 1,200 controllers 

due to retirements and other losses this year. Figure 4.2 shows the 

controller workforce age distribution as of Sept. 30, 2006.

4.3 Controller Retirement Eligibility

In addition to normal civil service retirement criteria, controllers can 

become eligible under special retirement provision criteria for air 

traffi c controllers (age 50 with 20 years of good time service or any 

age with 25 years good time service). Good time is defi ned as service 

in a covered position, as defi ned in Public Law 92-297.

After computing eligibility dates using all criteria, we assign the 

earliest of the dates as the eligibility date. Eligibility dates were then 

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

<23 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 62-63 >63

Controller Workforce Age Distribution As of 9/30/2006

Enroute Terminal
A Plan For The Future

20

aggregated into classes based on the fi scal year in which eligibility 

occurs; the results are shown below.

Figure 4.3 shows the number of controllers who are currently 

retirement eligible4 as of September 2006 and those projected to 

become retirement eligible through FY 2016. 

4.4 Controller Retirements

In the fi rst six months of FY 2006, FAA’s retirement projections 

tracked very close to actual retirements. However, in the second half 

of FY 2006, actual retirements versus projections began to diverge, 

for a total of 116 more retirements than expected by the end of the 

fi scal year. Through the fi rst quarter of FY 2007, actual retirements 

are tracking according to our projections.

Controller retirement eligibility data and the FY 2005 and FY 

2006 controller retirement patterns were used to estimate future 

controller retirements. Although there are large numbers of 

controllers who presently qualify to retire, history shows that not 

all controllers retire when they fi rst become eligible. Figure 4.4 1802 1247 914 828973 956 974 810 817 515

446

0

200

400

600

800

1000

1200

1400

1600

1800

2000

CE* 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Fiscal Year

Number of Controllers

Controller Retirement Eligibility

4

CE in the chart represents the number of controllers currently retirement eligible.
FAA Air Traffi c Control Workforce Plan 2007-2016

21

shows the FY 2005 and FY 2006 controller retirement pattern 

used to generate current controller estimates.

4.5 Controller Losses Due to Retirements 

As with prior years, we projected future retirements by analyzing both 

the eligibility criteria of our workforce (Figure 4.3) and the pattern of 

retirement based on eligibility (Figure 4.4). For each eligibility class, 

we applied the histogram percentage to allocate the retirements for 

each class by year. 

For the FY 2007 plan, we incorporated two years of retirement data into 

the retirement histogram used for our projections. In FY 2006, we saw 

controllers retire slightly earlier in their eligibility than they did in 

FY 2005. Incorporating this data caused a modest increase in our 

forecast, accounting for a change of less than 10 percent in each year.

Air Traffic Controller Retirements 

24%

11% 12%

9% 8%

14%

10%

5%

2% 2% 1% 1% 1%

0%

5%

10%

15%

20%

25%

30%

1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th 13th

Years Beyond Earliest Retirement Eligibility in Which Retirement Occurred

Average Annual %

2005/2006 2 Yr Histogram

2006 Plan versus 2007 Plan Projected Controller Losses - Retirements 467 643 645 652683728796 748 716 644 604 583 700 695757 736 706802 768 731 651 600

0

100

200

300

400

500

600

700

800

900

2006* 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Fiscal Year

Controller Retirements

2006 Plan Projected Losses 2007 Plan Projected Losses

*For 2006 467 was Plan, 583 was Actual
A Plan For The Future

22

4.6 Controller Losses Due to Resignations, 

 Removals and Deaths 

In FY 2006, we observed a signifi cant level of resignations and removals 

from the developmental training pipeline after trainees left the Academy. 

The large number of new hires in FY 2005 and FY 2006 represented 

our fi rst recent opportunity to observe these developmental attrition 

rates, and we have incorporated this knowledge into our latest forecasts. 

Therefore, we increased our forecast for losses due to resignations, 

removals and deaths accordingly.

Projected Controller Losses due to Resignation, Removal and Death

 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 TOTAL

Losses 185 186 183 195 202 205 207 207 206 206 1,982

4.7 Controller Losses Due to Promotions and Transfers

This section presents our estimates of controller losses due to 

internal transfers to other positions (staff support specialists, 

traffi c management coordinators, etc.) and controller losses due to 

promotions to operational supervisor.

In prior years, promotions to operational supervisor were assumed to 

equal retirements from the supervisor population (one for one) under the 

assumption that all such retirements would be backfi lled by controllers. 

However, we are now projecting that the supervisor workforce will 

likely grow along with the controller workforce, and these additional 

supervisors will also come from the controller population. 

Projected Controller Losses due to Promotions and Transfers

 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 TOTAL

Losses 243 324 343 368 376 383 393 402 405 411 3,648
FAA Air Traffi c Control Workforce Plan 2007-2016

23

4.8 Academy Attrition 

We projected a 5 percent attrition rate at the FAA Academy for FY 

2006, with an actual rate of 4.3 percent. We continued to use a 5 

percent attrition rate for the Academy in this update of the plan.

4.9 Total Controller Losses 

We project a total loss of 13,527 controllers over the next 10 years, 

broken out as follows.

Total expected losses by facility for FY 2007 – FY 2010 are 

provided in Appendix B. 

Projected Total Controller Losses

583 700 695 706 736 757 802 768 731 651 600

261

243 324 343 368 376 383 393 402

405 411

146

185

186 183 195 202 205 207 207

206 206

71 76 81 82 81 78 74

71 68

69

48

1,038

1,197

1,276 1,308 1,380 1,417 1,471 1,446 1,414

1,333 1,285

0

200

400

600

800

1,000

1,200

1,400

1,600

2006* 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Fiscal Year

Number of Controllers

Retirements Resignations/Removals/Deaths OS Promotions / Transfers Academy Attrition

* 2006 was Actual
A Plan For The Future

24

Chapter 5: Air Traffi c 

Controller Hiring Plan

Our goal is to operate the safest and most effi cient airspace in the 

world. This goal is at the forefront of everything we do. The FAA 

understands how critical it is to have an adequately staffed air 

traffi c controller workforce. In order to have the right number of 

people in the right places at the right time, we must be responsive 

to changes in traffi c or changes in the number of losses from the 

controller workforce. 

This dynamic hiring plan will be updated as necessary to refl ect 

those changes. Staffi ng is and will continue to be monitored at all 

facilities, and we will continue to take action at the facility level 

should adjustments become necessary due to changes in volume, 

anticipated retirements or other attrition. We demonstrated this 

fl exibility by proactively increasing our hiring pipeline during the last 

quarter of FY 2006 in order to compensate for increased losses. 

We hired 1,116 new controllers in FY 2006, increasing the total 

number of controllers on board at the end of the fi scal year to 14,618. 

There are thousands of qualifi ed controller candidates on a wait list 

hoping to receive job offers from the FAA. We expect that number to 

increase dramatically as we open these jobs up to the general public 

and begin administering the Air Traffi c Selection and Training (AT-SAT) 

aptitude test this spring. We are also working with military separation 

centers to ensure that our veteran population is aware of air traffi c 

control opportunities. Through these sources, we plan to maintain a 

suffi cient number of applicants to achieve our hiring plan.
FAA Air Traffi c Control Workforce Plan 2007-2016

25

5.1 Controller Hiring Profi le 

The controller hiring profi le is shown in the chart below. The total number 

of controllers projected to be hired through FY 2016 is 15,004. 

5.2 Trainee to Total Controller Ratio 

The trainee-to-total controller ratio for terminal and en route controller 

groups achieved with this hiring plan is shown in Figure 5.2. For 

example, a ratio of 25 percent would mean an average of one trainee 

out of every four controllers. For this chart, the trainee ratios include 

Controller Hiring Profile

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2006* 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Fiscal Year

Number of Controllers

* 2006 was Actual

Estimated Losses Planned Hires 1,0381,197 1,276 1,308

1,380

1,417

1,471

1,446

1,414

1,333

1,285

1,116

1,386

1,420

1,514

1,610

1,618

1,551

1,485

1,421

1,363

1,636
A Plan For The Future

26

not only developmentals but also CPC-ITs. This plan maintains the 

trainee-to-total controller ratio at a manageable level.

5.3 Potential Adjustments to Controller Hiring

The FAA believes that waivers to the Age 56 Rule may be of value for 

targeted locations where there may be a critical staffi ng shortage 

or where the ratio of trainee controllers to CPCs approaches a level 

where training could be severely impacted. Special Federal Aviation 

Regulations SR 103 was implemented in April 2005. SR 103 provides 

authority to the FAA administrator to grant waivers to the mandatory 

retirement age of 56 years for air traffi c controllers. 

Trainee to Total Controller Ratio

10%

15%

20%

25%

30%

35%

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Fiscal Year

Trainee/Total Controller Ratio (%)

Enroute Terminal
FAA Air Traffi c Control Workforce Plan 2007-2016

27
A Plan For The Future

28

Chapter 6:

Air Traffi c Controller 

Hiring Process

In January 2006, the FAA centralized the entire controller hiring 

process, streamlining it and allowing individual facilities to identify 

prospective new controllers, as much as one year in advance. 

The agency was also able to improve the security and medical 

clearance process. 

6.1 Controller Hiring Sources 

The FAA has three categories of controller hiring sources.

Previous controllers: These individuals have prior FAA or Department 

of Defense (civilian or military) air traffi c control experience.

Collegiate Training Initiative program: These individuals have 

successfully completed an aviation-related program of study from a 

school under FAA’s collegiate training initiative program.

General public: These individuals may apply for vacancies announced 

by the FAA.

There are thousands of applicants from numerous sources who have 

expressed interest in becoming air traffi c controllers. We expect to 

announce vacancies to the general public in the second quarter of 

FY 2007. The specifi c hiring sources within each of these categories 

and the candidates identifi ed to date are shown in Table 6.1.
FAA Air Traffi c Control Workforce Plan 2007-2016

29

As of the end of FY 2006, the FAA had 3,479 controller candidates to 

choose from.

Controller Hiring Sources

Previous Controllers 

Veterans Readjustment Appointment (VRA) 1,865

Retired Military Controllers (RMC) 255

Former Professional Air Traffi c Control Organization (PATCO) Controllers 492

Collegiate Training Initiative (CTI) 

Air Traffi c Collegiate Training Initiative 867

General Public 

Job Fairs TBD

Total 3,479

The applicant pools, selections and loss rates of individuals from 

each applicant pool are being carefully and continually monitored to 

identify any trends that need to be addressed to ensure that the best 

candidates are available for consideration.

6.2 Recruitment 

While we have thousands of qualifi ed controller candidates in 

our hiring pool, we expect that number to increase dramatically 

when we open these jobs up to the general public this year. Once 

the jobs are advertised, an automated application process will be 

available to general public applicants. The process incorporates 

a tool to select candidates to take the AT-SAT examination. The 

tool consists of a questionnaire that awards points for background 

experience and educational factors that are predictive of success 

in the controller occupation.

We also now administer the AT-SAT examination at CTI schools twice 

each year. This is done so that pre-employment processing can begin 

as soon as possible. All students within six months of graduation 

(and recommended by their school) are tested, and if they pass, are 

selected for specifi c facilities.
A Plan For The Future

30

Modifi cations to the compensation system of operational air traffi c 

controllers do not appear to be impacting the FAA’s ability to recruit 

and to hire new air traffi c controllers. Perhaps this result is due to the 

fact that it is widely known that air traffi c controllers are still one of 

the highest paid professions in government. 

A controller hired in 2007 will make an average of almost $50,000 

a year in cash (including base salary, locality, and premiums) by the 

end of the fi rst year, and $94,000 by the end of the fi fth year (this 

does not include benefi ts). In addition, the FAA pays new hires for the 

two to three years they are in training, as well as paying for all of their 

training costs.

FY06 Cash Compensation for Full-Time Certified Controllers

Excludes Developmentals, Part-Time and Employees Who Left in FY06

0

200

400

600

800

1000

<$5K

$15K

$25K

$35K

$45K

$55K

$65K

$75K

$85K

$95K

$105K

$115K

$125K

$135K

$145K

$155K

$165K

$175K

$185K

$195K

$205K

$215K

$225K

>$230K

Number of Controllers

Average Cash Compensation of $135,000 

(base salary, locality, premuims)
FAA Air Traffi c Control Workforce Plan 2007-2016

31

6.3 The Streamlined Clearance Process 

Central oversight of security and medical clearances has streamlined 

the process and reduced delays. After completing initial background 

checks, FAA security now grants a conditional clearance to selected 

employees no later than 45 days prior to their FAA Academy start 

date, enabling them to attend class pending fi nal clearance. 

The FAA also tracks the level of clearance necessary at specifi c 

facilities, and plans its hiring pipeline accordingly. The average time 

for security clearances is 90-120 days for terminal candidates and 

9-12 months for en route candidates. Medical clearances require 

60-90 days on average. Drug screenings are valid for six months.

The FAA worked with the Offi ce of Personnel Management to reduce 

the time frame required to complete all steps in the security approval 

process for applicants for controller positions. The multiple steps 

involve completion of clearance applications from candidates, 

submission of fi ngerprints that are checked with local and national 

Average Cash Compensation for First Five Years of a New Hire in 2007

$-

$10,000

$20,000

$30,000

$40,000

$50,000

$60,000

$70,000

$80,000

$90,000

$100,000

2007 2008 2009 2010 2011

Year

Cash Compensation

Salary Locality Premiums
A Plan For The Future

32

law enforcement, credit reports, name checks through the FBI, review 

of military or civilian personnel and medical records, and fi nally OPM 

conducting reference checks. 

The FAA has established a full-time, permanent position at the 

Military Records Center in St. Louis, Mo., to review personnel and 

medical records of prospective applicants. One of our staff members 

also travels to the National Archives and Records Center once a week 

to conduct the same review of civilian records for those applicants 

tentatively selected for positions. 

Both of these measures have reduced the security approval time 

by at least 45 days.

6.4 New Hire Interview Process

We have instituted a mandatory interview process for tentatively 

selected controller new hires. The interview process helps us with 

placement decisions by putting the right people in the right places 

based on their skill levels. This also gives us the opportunity to 

validate the experience of candidates before they report to work. 

The interview process does not signifi cantly add to the clearance 

processing time. 

6.5 Track Applicants 

In an effort to provide management with the most current hiring 

information for air traffi c controllers throughout the FAA, the agency 

is making enhancements to the applicant tracking system computer 

program that was established in March 2006. This automated 

tracking tool is being used for referral, selection, pre-hire activities 

and placement of controllers.

In FY 2006, the FAA began tracking 1,493 controllers from the 

point of initial employment offer until the time they were certifi ed. 

The system assigns different separation codes for any of the 

controllers who do not complete their training so that the FAA can 

make hiring and training adjustments as needed.
FAA Air Traffi c Control Workforce Plan 2007-2016

33

6.6 Air Traffi c Selection and Training

In FY 2006, the FAA administered 977 AT-SAT tests, and 899 

examinees passed the test. The pass rate for the AT-SAT is 

92 percent. The Civil Aerospace Medical Institute is monitoring the 

AT-SAT pass rate and the relationship of AT-SAT scores to controller 

training success and job performance, and adjustments will be made 

to the AT-SAT scoring as necessary.

6.7 Effectiveness of the AT-SAT for Placement 

The Uniform Guidelines on Employee Selection Procedures (29 CFR 

1607) require that the FAA evaluate the effectiveness of AT-SAT over 

the long term. The Civil Aerospace Medical Institute has launched a 

study to meet this requirement. As part of this, the FAA is studying the 

use of AT-SAT as a way to aid in the placement of new controllers at 

facilities of varying complexity. 
A Plan For The Future

34

Chapter 7: Air Traffi c 

Controller Training

The FAA must have a well-trained air traffi c controller workforce to 

allow it to successfully meet the current and future needs of the NAS 

and address safety, capacity and effi ciency objectives. To do this, the 

FAA is making today’s training more effective by gearing it towards the 

skills needed for success in the context of career-long development, 

and ensuring alignment to the mission of the FAA as a premier air 

traffi c service provider.

7.1 Reduced Training Time 

Today, with the introduction of high-fi delity simulators and an 

increased focus on training time, we are seeing improvements. Our 

goal is to reduce training time to two years for terminal controllers 

and three years for en route controllers. 

With increased capacity at the FAA Academy plus access to facility 

simulators, controller developmentals fi nish their training faster and 

become available for regular staffi ng. This also frees their instructors 

to control traffi c. 

7.2 Establish National On-the-Job Training 

 Data Tracking System 

The FAA has fully implemented the on-the-job training database for 

both en route and terminal training, but has expanded its use to 

include information on all air traffi c control applicants as they enter 

the hiring pool. This database tracks controller training through 

certifi cation. It maintains accurate and current staffi ng information for 

air traffi c controllers and provides a timely picture of FAA’s controller 

hiring and staffi ng progress.
FAA Air Traffi c Control Workforce Plan 2007-2016

35

Developmental controllers go through four stages of training at their 

facilities and there are a certain number of days allotted for each 

stage. Our goal is to have 90 percent of controller developmentals 

on track in their on-the-job training. A developmental controller is 

considered to be on track when he or she progresses through the four 

stages at or below his or her allotted number of days. Developmentals 

that exceed the allotment are closely tracked by both the facility 

and headquarters. The FAA reviews this data monthly and examines 

individual facility training practices and effi ciency. 

7.3 Expanded Simulation 

At the FAA Academy, we doubled the terminal simulation capability 

by installing four new high fi delity tower simulators, providing a 

realistic tower environment in which to teach new controllers. We also 

installed a state-of-the-art en route training lab at the Academy. The 

lab simulates the air traffi c control technology (the Display System 

Replacement or DSR) currently in use in FAA en route facilities and 

provides unique training opportunities.

7.4 Tower Simulation

Terminal tower simulators in the fi eld are reducing on-the-job 

training time and providing a more streamlined training process for 

developmental controllers. Three terminal tower simulators, to be 

used in the VFR environment, have been installed at the Chicago 

O’Hare, Miami and Ontario, Calif., air traffi c control towers.

These simulators are programmed with scenarios and occurrences 

exclusive to those airports, using actual aircraft with their respective 

call signs. Trainers can program departure and arrival paths and even 

include airport construction, new runways, weather patterns and any 

other situations particular to the location.

Controllers learn three things in the simulator, all of which have to 

become second nature: (1) innate knowledge of the particular airport 

— runways, taxiways, restrictions, and weather patterns; (2) how 

to use the correct phraseology; and (3) application of procedures, 

such as separations, size restrictions, etc. The problems in the 
A Plan For The Future

36

simulators are designed to be 10 percent more diffi cult than the 

most challenging occurrence at the particular airport. In four hours 

controllers can accomplish meaningful training in the simulator that 

would take several weeks to do in the tower.

The effectiveness of FAA’s on-site tower simulator program was 

evaluated by the NASA Ames Research Center in California. The study 

period, which lasted about six months and included data collected on 

trainees (transfers and developmentals), was completed in January 

2007. Results are shown below:

Tower Simulator Benefi ts

• Ontario Tower Results – Ground Control

- 31 percent fewer days to complete training

- 59 percent fewer hours of on-the-job training required 

• O’Hare Tower Results – Ground Control

- 42 percent fewer days to complete training

- 38 percent fewer hours of on-the-job training required

• Miami Tower Results – Ground Control

- 60 percent fewer days to complete training

- 21 percent fewer hours of on-the-job training required

• Miami Tower Results – Local Control

- 56 percent fewer days to complete training

- 24 percent fewer hours of on-the-job training required

A fourth terminal tower simulator was installed in Phoenix, Ariz., in 

February 2007, with an acquisition and research process underway to 

expand the program to additional sites.

7.5 En Route Simulation

Facility training for en route controllers is the longest portion of any 

air traffi c training program. The average length of time to reach full 
FAA Air Traffi c Control Workforce Plan 2007-2016

37

certifi cation for an en route controller has been more than three years 

and can vary depending upon many variables including:

• facility complexity

• staffi ng requirements and instructor availability

• using qualifi ed developmentals for staffi ng rather than training

• scheduling of classes in order to have a core number of students

• traffi c level and complexity to get quality on-the-job training time

• seasoning time

Research indicates that increased use of high-fi delity simulation has 

the potential to reduce training time. The FAA is exploring the use of 

high-fi delity simulation in en route facilities as a key strategy to reduce 

training time. This strategy includes a long-term solution and an 

interim proposal.

The long-term solution to high-fi delity simulation capability is included 

within the En Route Automation Modernization (ERAM) program. 

ERAM will be deployed in 2008 and will replace the current Host 

Computer System software/hardware, Direct Access Radar Channel 

software/hardware and other associated interfaces, communications 

and support infrastructure. ERAM also includes an enhanced, 

combined, test and training system, or simulator, which replicates 

ERAM and operates independently of the live operational system. 

Upon ERAM completion, every en route facility will have state-ofthe-art training capability on full-fi delity simulators. This training 

system will allow scenario generation from actual radar data. The 

enhanced training capability provided by ERAM will make signifi cant 

contributions to reduce training time.

While ERAM provides a long-term solution for high-fi delity simulation 

in the en route environment, the FAA believes interim steps are 

needed to ensure adequate resources exist to train the number of 

controllers required in this plan. 

Currently, site-specifi c training is provided at each of the 20 en route 

control centers utilizing dynamic simulation. The En Route Training 
A Plan For The Future

38

Simulation System program provides a simulation training system, to 

be used on an interim basis, until ERAM is fully functional. 

The En Route Training Simulation System will be used at the Salt 

Lake, Albuquerque, Miami, and Washington air route traffi c control 

centers. It will also reduce the number of students backlogged in the 

training program at these four facilities. 

7.6 Voice Recognition and Response Technology 

In 2006, the FAA completed an effort to expand the use of Voice 

Recognition and Response Technology into terminal and en route fi eld 

simulation capabilities. This effort is unprecedented in the FAA’s fi eld 

facilities and is expected to reduce training resources, training time 

and training costs associated with facility certifi cation training. The 

FAA’s FY 2007 budget includes funds to complete the enhancements 

necessary to fi eld this technology in the next few years.

7.7 Convert Air Traffi c Academics to Web-Based Delivery

Only newly hired controllers without any previous experience or 

specialized education are required to complete the fi rst fi ve weeks of 

initial qualifi cation training. The fi rst fi ve weeks of training, called Air 

Traffi c Academics, provide the fundamental aeronautical knowledge 

essential to both en route and terminal controllers.

The Air Traffi c Academics course consists of 200 hours and 

covers a wide variety of topics and objectives. This course is the 

equivalent of six college courses. It is a blended approach to 

methods and media providing the student the same curriculum 

in an interesting and challenging manner. Methods and media 

include online access, computer-based instruction, video 

streaming, and correspondence courses.

This course was redeveloped for Web-based delivery. The portions 

of the course inappropriate for Web-based delivery (teamwork 

scenarios, etc.) are incorporated into the resident training and 

skills building courses.
FAA Air Traffi c Control Workforce Plan 2007-2016

39

This resulted in:

• Eliminating salary and associated costs for fi ve weeks of training at 

the Academy

• Improving student preparedness, even when they are eligible to 

bypass academics

• Providing an objective measure of student knowledge prior to 

reporting to the Academy
A Plan For The Future

40

Chapter 8: Air Traffi c 

Controller Workforce 

Funding Status

8.1 Cost Savings 

The FAA has taken numerous steps in the last several years to 

become more fi nancially responsible, while maintaining the same 

high levels of service. For example, the Air Traffi c Organization 

reduced executive, management and non-safety staffi ng by more 

than 900 positions, which freed up funding and allowed us to hire 

additional controllers.

8.2 Contract Results 

The new controller contract will save the taxpayers nearly $1.9 billion 

over the next fi ve years. The contract preserves the base pay and 

locality pay for the existing workforce and provides new hires with a 

very competitive, average annual cash compensation of $94,000 

after fi ve years on the job. Cost avoidance and cost savings from the 

new contract will help fund new hires. 

Equally important, it has restored management’s ability to set 

schedules that staff to traffi c. This should result in more effi cient 

staffi ng and scheduling across the system. We intend to use this 

restored ability to meet the needs of the system, staffi ng the right 

number of controllers in the right places at the right time.

8.3 Reclassifi cation of Air Traffi c Control Facilities

As of Sept. 30, 2006, 101 facilities were evaluated for reclassifi cation 

based on traffi c counts and other factors in order to better allocate 

human and fi scal resources.
FAA Air Traffi c Control Workforce Plan 2007-2016

41

Of these, six facilities were re-classifi ed to a higher level, 60 facilities were 

reclassifi ed to a lower level, 24 facilities have reclassifi cations pending, 

and 11 facilities were examined, but had no change in classifi cation.

Action FY 2005 FY 2006

Reclassifi ed Higher 4 6

Reclassifi ed Lower 41 60

Reclassifi cations Pending 12 24

No change in Classifi cation 5 11

8.4 Cost of the Hiring Plan

In addition to direct training costs, FAA will incur salary and other 

costs of developmentals before they certify. 

The chart below depicts expected annual compensation costs of 

developmentals, as well as the expected number of developmentals. 

As training takes two to three years, the chart depicts a rolling total 

of hires and costs from the current and previous years. In later years, 

costs do not decrease as quickly as headcount due to unit costs 

(salaries, etc.) rising over time.

Estimated Cost of Developmentals Before Certification 

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Developmental Headcount

50

100

150

200

250

300

350

400

PC&B (millions)

Average Developmental Headcount Developmental Salary, Premiums, and Benefits
A Plan For The Future

42

Appendix A

FY 2007 Staffi ng Ranges by Facility

Appendix A presents a controller staffi ng range, by facility, for en route 

and terminal air traffi c control facilities for FY 20075. These ranges 

include the number of controllers needed to perform the work. While 

most of the work is accomplished by Certifi ed Professional Controllers, 

it is important to note that during the certifi cation process, work is also 

being accomplished in facilities by Certifi ed Professional Controllers in 

Training and developmentals who are profi cient, or checked-out in specifi c 

sectors or positions, and can handle workload independently. These 

position-qualifi ed controllers, along with Certifi ed Professional Controllers, 

are the focus of our staffi ng to traffi c efforts. 

En Route Facility Controller Staffi ng Ranges

 Actual On 

 Staffi ng Range Board Staffi ng 

ID Facility Name Low High as of 09/30/06

ZAB ALBUQUERQUE ARTCC 215 263 261

ZAN ANCHORAGE 88 108 113

ZAU CHICAGO ARTCC 308 376 423

ZBW BOSTON ARTCC 200 244 291

ZDC WASHINGTON ARTCC 297 363 374

ZDV DENVER ARTCC 230 282 300

ZFW FORT WORTH ARTCC 238 290 355

ZHU HOUSTON ARTCC 241 295 322

ZID INDIANAPOLIS ARTCC 284 347 373

ZJX JACKSONVILLE ARTCC 247 301 323

ZKC KANSAS CITY ARTCC 259 317 338

ZLA LOS ANGELES ARTCC 227 277 318

ZLC SALT LAKE ARTCC 162 198 201

ZMA MIAMI ARTCC 225 275 286

ZME MEMPHIS ARTCC 244 298 329

ZMP MINNEAPOLIS ARTCC 227 277 311

ZNY NEW YORK ARTCC 236 288 353

ZOA OAKLAND ARTCC 175 213 261

ZOB CLEVELAND ARTCC 306 374 439

ZSE SEATTLE ARTCC 151 185 209

ZSU SAN JUAN 47 57 58

ZTL ATLANTA ARTCC 309 377 426

ZUA GUAM 14 18 17

5

The “Actual On Board Staffi ng” number includes developmentals.
FAA Air Traffi c Control Workforce Plan 2007-2016

43

Terminal Facility Controller Staffi ng Ranges

 Actual On 

 Staffi ng Range Board Staffi ng 

ID Facility Name Low High as of 09/30/06

A11 ANCHORAGE TRACON 24 30 27

A80 ATLANTA TRACON 80 98 88

A90 BOSTON TRACON 48 58 68

ABE LEHIGH VALLEY INTERNATIONAL ARPT 23 29 27

ABI ABILENE REGIONAL ARPT 19 23 21

ABQ ALBUQUERQUE INTL SUNPORT ARPT 32 39 38

ACK NANTUCKET MEMORIAL ARPT 9 11 10

ACT WACO REGIONAL ARPT 14 17 18

ACY ATLANTIC CITY INTERNATIONAL ARPT 23 29 30

ADS ADDISON ARPT 10 12 13

ADW ANDREWS AFB 11 13 12

AFW FORT WORTH ALLIANCE ARPT 11 13 17

AGC ALLEGHENY COUNTY ARPT 9 11 11

AGS AUGUSTA RGNL AT BUSH FIELD ARPT 13 15 14

ALB ALBANY INTERNATIONAL ARPT 22 26 26

ALO WATERLOO MUNICIPAL ARPT 10 12 12

AMA AMARILLO INTL ARPT 18 22 21

ANC TED STEVENS ANCHORAGE INTL ARPT 22 26 26

APA CENTENNIAL ARPT 17 21 20

APC NAPA COUNTY ARPT 8 10 8

ARB ANN ARBOR MUNICIPAL ARPT 6 8 10

ARR AURORA MUNICIPAL ARPT 7 9 10

ASE ASPEN PITKIN COUNTY / SARDY FIELD ARPT 10 12 11

ATL THE WILLIAM B HARTSFIELD ATLANTA INTL ARPT 39 47 37

AUS AUSTIN-BERGSTROM INTL ARPT 33 41 37

AVL ASHEVILLE REGIONAL ARPT 14 17 13

AVP WILKES-BARRE / SCRANTON INTL ARPT 18 22 22

AZO KALAMAZOO / BATTLE CREEK INTERNATIONAL ARPT 17 21 22

BDL BRADLEY INTL ARPT 12 14 14

BED LAURENCE G HANSCOM FLD ARPT 10 12 12

BFI BOEING FIELD / KING COUNTY INTL ARPT 15 19 18

BFL MEADOWS FIELD ARPT 14 18 20

BGM BINGHAMTON REGIONAL / EDWIN A LINK FIELD ARPT 11 13 12

BGR BANGOR INTL ARPT 16 20 18

BHM BIRMINGHAM INTL ARPT 27 33 30

BIL BILLINGS LOGAN INTL ARPT 15 19 18
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ID Facility Name Low High as of 09/30/06

BIS BISMARCK MUNI ARPT 10 12 14

BJC JEFFCO ARPT 9 11 13

BNA NASHVILLE INTL ARPT 38 46 42

BOI BOISE AIR TERMINAL / GOWEN FLD ARPT 22 26 24

BOS GENERAL EDWARD LAWRENCE LOGAN INTL ARPT 28 34 32

BPT SOUTHEAST TEXAS REGIONAL ARPT 11 13 11

BTR BATON ROUGE METROPOLITAN, RYAN FIELD ARPT 17 21 20

BTV BURLINGTON INTL ARPT 16 20 18

BUF BUFFALO NIAGARA INTL ARPT 23 28 30

BUR BURBANK - GLENDALE-PASADENA ARPT 14 18 17

BWI BALTIMORE-WASHINGTON INTL ARPT 22 26 26

C90 CHICAGO TRACON 81 99 89

CAE COLUMBIA METROPOLITAN ARPT 20 24 23

CAK AKRON CANTON REGIONAL ARPT 20 24 24

CCR BUCHANAN FIELD ARPT 6 8 7

CDW ESSEX COUNTY ARPT 8 10 10

CHA LOVELL FIELD ARPT 16 20 21

CHS CHARLESTON AFB / INTL ARPT 21 25 26

CID THE EASTERN IOWA ARPT 14 18 18

CKB HARRISON / MARION REGIONAL ARPT 12 14 12

CLE CLEVELAND HOPKINS INTL ARPT 51 63 58

CLT CHARLOTTE / DOUGLAS INTL ARPT 65 79 72

CMA CAMARILLO ARPT 8 10 9

CMH PORT COLUMBUS INTL ARPT 39 47 46

CMI UNIVERSITY OF ILLINOIS-WILLARD ARPT 18 22 21

CNO CHINO ARPT 8 10 12

COS CITY OF COLORADO SPRINGS MUNI ARPT 23 28 29

CPR NATRONA COUNTY INTL ARPT 8 10 8

CPS ST. LOUIS DOWNTOWN ARPT 9 11 11

CRP CORPUS CHRISTI INTL ARPT 40 48 44

CRQ MC CLELLAN-PALOMAR ARPT 10 12 11

CRW YEAGER ARPT 17 21 22

CSG COLUMBUS METROPOLITAN ARPT 6 8 7

CVG CINCINNATI / NORTHERN KENTUCKY INTL ARPT 63 77 76

D01 DENVER TRACON 51 63 58

D10 DALLAS - FORT WORTH TRACON 83 101 83

D21 DETROIT TRACON 47 57 51

DAB DAYTONA BEACH INTL ARPT 50 61 52

DAL DALLAS LOVE FIELD ARPT 19 23 21

DAY AMES M COX DAYTON INTL ARPT 37 45 40
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ID Facility Name Low High as of 09/30/06

DCA RONALD REAGAN WASHINGTON NATIONAL ARPT 22 26 27

DEN DENVER INTL ARPT 32 39 35

DFW DALLAS/FORT WORTH INTERNATIONAL ARPT 47 57 51

DLH DULUTH INTL ARPT 13 15 17

DPA DUPAGE APRT 9 11 12

DSM DES MOINES INTL ARPT 23 28 26

DTW DETROIT METROPOLITAN WAYNE COUNTY ARPT 28 34 37

DVT PHOENIX DEER VALLEY ARPT 15 19 15

DWH DAVID WAYNE HOOKS MEMORIAL ARPT 12 14 12

E10 HIGH DESERT TRACON 18 22 20

ELM ELMIRA / CORNING REGIONAL ARPT 11 13 14

ELP EL PASO INTL ARPT 18 22 25

EMT EL MONTE ARPT 8 10 9

ERI ERIE INTL / TOM RIDGE FIELD ARPT 14 17 18

EUG MAHLON SWEET FIELD ARPT 18 22 23

EVV EVANSVILLE REGIONAL ARPT 15 19 19

EWR NEWARK LIBERTY INTL ARPT 30 36 30

FAI FAIRBANKS INTL ARPT 17 21 28

FAR HECTOR INTL ARPT 14 17 14

FAT FRESNO YOSEMITE INTERNATIONAL ARPT 24 30 29

FAY FAYETTEVILLE REGIONAL / GRANNIS FIELD ARPT 18 22 23

FCM FLYING CLOUD ARPT 9 11 11

FFZ FALCON FLD ARPT 12 14 11

FLL FORT LAUDERDALE / HOLLYWOOD INTL ARPT 22 26 24

FLO FLORENCE REGIONAL ARPT 12 14 13

FNT BISHOP INTERNATIONAL ARPT 18 22 20

FPR ST LUCIE COUNTY INTL ARPT 9 11 12

FRG REPUBLIC ARPT 10 12 11

FSD JOE FOSS FIELD ARPT 14 17 15

FSM FORT SMITH REGIONAL ARPT 27 33 29

FTW FORT WORTH MEACHAM INTL ARPT 11 13 19

FWA FORT WAYNE INTL ARPT 18 22 23

FXE FT. LAUDERDALE EXECUTIVE ARPT 12 14 15

GCN GRAND CANYON NATIONAL PARK ARPT 7 9 8

GEG SPOKANE INTL ARPT 23 29 29

GFK GRAND FORKS INTL ARPT 14 17 16

GGG EAST TEXAS RGNL ARPT 16 20 19

GPT GULFPORT BILOXI INTL ARPT 14 18 17

GRB AUSTIC STRAUBEL INTERNATIONAL ARPT 20 24 25

GRR GERALD R. FORD INTERNATIONAL ARPT 18 22 21
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ID Facility Name Low High as of 09/30/06

GSO PIEDMONT TRIAD INTERNATIONAL ARPT 25 31 28

GSP GREENVILLE-SPARTANBURG INTL ARPT 17 21 16

GTF GREAT FALLS INTL ARPT 12 14 12

HCF HONOLULU CONTROL FACILITY CERAP 68 84 78

HEF MANASSAS REGIONAL / HARRY P DAVIS FIELD ARPT 9 11 10

HIO PORTLAND HILLSBORO ARPT 10 12 11

HLN HELENA REGIONAL ARPT 7 9 9

HOU WILLIAM P. HOBBY ARPT 16 20 19

HPN WESTCHESTER CNTY ARPT 11 13 15

HSV HUNTSVILLE INTL - CARL T JONES FIELD ARPT 15 19 18

HTS TRI-STATE / MILTON J FERGUSON FIELD ARPT 14 17 16

HUF TERRE HAUTE INTERNATIONAL-HULMAN FIELD ARPT 14 18 17

HWD HAYWARD EXECUTIVE ARPT 7 9 11

I90 HOUSTON TRACON 68 83 77

IAD WASHINGTON DULLES INTL ARPT 31 37 37

IAH GEORGE BUSH INTERCONTINENTAL ARPT 32 39 30

ICT WICHITA MIDCONTINENT ARPT 32 40 39

ILG NEW CASTLE COUTY ARPT 10 12 9

ILM WILMINGTON INTL ARPT 14 17 13

IND INDIANAPOLIS INTL ARPT 43 53 50

ISP LONG ISLAND MACARTHUR ARPT 13 15 19

ITO HILO INTERNATIONAL ARPT 9 11 11

JAN JACKSON INTL ARPT 16 20 20

JAX JACKSONVILLE INTL ARPT 47 57 52

JFK JOHN F KENNEDY INTL ARPT 28 34 32

JNU JUNEAU INTL ARPT 8 10 9

K90 CAPE TRACON 18 22 24

L30 LAS VEGAS TRACON 42 52 55

LAF PURDUE UNIVERSITY ARPT 9 11 9

LAN CAPITAL CITY ARPT 20 24 24

LAS MC CARRAN INTL ARPT 35 43 41

LAX LOS ANGELES INTL ARPT 38 46 40

LBB LUBBOCK INTL ARPT 18 22 23

LCH LAKE CHARLES REGIONAL ARPT 13 15 14

LEX BLUE GRASS ARPT 18 22 19

LFT LAFAYETTE REGIONAL ARPT 17 21 19

LGA LA GUARDIA ARPT 28 34 31

LGB LONG BEACH / DAUGHERTY FIELD / ARPT 17 21 20

LIT ADAMS FIELD ARPT 32 40 37

LNK LINCOLN MUNICIPAL ARPT 14 18 17
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ID Facility Name Low High as of 09/30/06

LOU BOWMAN FIELD ARPT 9 11 10

LVK LIVERMORE MUNI ARPT 9 11 11

M98 MINNEAPOLIS TRACON 49 59 66

MAF MIDLAND INTERNATIONAL ARPT 22 26 25

MBS MBS INTL ARPT 14 18 19

MCI KANSAS CITY INTL ARPT 34 42 38

MCO ORLANDO INTL ARPT 69 85 71

MDT HARRISBURG INTL ARPT 20 24 24

MDW CHICAGO MIDWAY ARPT 21 25 29

MEM MEMPHIS INTL ARPT 59 72 70

MFD MANSFIELD LAHM REGIONAL ARPT 11 13 12

MGM MONTGOMERY RGNL (DANNELLY FIELD) ARPT 15 19 17

MHT MANCHESTER ARPT 10 12 13

MIA MIAMI INTL ARPT 77 95 85

MIC CRYSTAL ARPT 7 9 7

MKC CHARLES B WHEELER DOWNTOWN ARPT 10 12 12

MKE GENERAL MITCHELL INTERNATIONAL ARPT 37 45 48

MKG MUSKEGON CNTY ARPT 16 20 20

MLI QUAD CITY INTL ARPT 14 17 15

MLU MONROE REGIONAL ARPT 13 15 16

MMU MORRISTOWN MUNICIPAL ARPT 10 12 13

MOB MOBILE REGIONAL ARPT 21 25 22

MRI MERRILL FIELD ARPT 10 12 11

MRY MONTEREY PENINSULA ARPT 6 8 8

MSN DANE COUNTY REGIONAL - TRUAX FIELD ARPT 21 25 24

MSP MINNEAPOLIS ST. PAUL INTL ARPT 29 35 39

MSY LOUIS ARMSTRONG NEW ORLEANS INTL ARPT 28 34 35

MWH GRANT COUNTY INTL ARPT 12 14 14

MYF MONTGOMERY FIELD ARPT 10 12 11

MYR MYRTLE BEACH INTL ARPT 15 19 16

N90 NEW YORK TRACON 176 215 200

NCT NORTHERN CA TRACON 141 173 163

NEW LAKEFRONT ARPT 6 8 5

NMM MERIDIAN NAS / MC CAIN FIELD / ARPT 12 14 14

OAK METROPOLITAN OAKLAND UBTK ARPT 23 28 27

OGG KAHULUI ARPT 9 11 12

OKC WILL ROGERS WORLD ARPT 29 35 37

OMA EPPLEY AIRFIELD ARPT 11 13 15

ONT ONTARIO INTL ARPT 12 14 17

ORD CHICAGO O’HARE INTL ARPT 51 63 62
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ID Facility Name Low High as of 09/30/06

ORF NORFOLK INTL ARPT 34 42 38

ORL EXECUTIVE ARPT 9 11 12

P31 PENSACOLA TRACON 32 40 34

P50 PHOENIX TRACON 50 62 61

P80 PORTLAND TRACON 25 31 31

PAE SNOHOMISH COUNTY (PAINE FLD) ARPT 8 10 9

PAO PALO ALTO ARPT OF SANTA CLARA CO ARPT 9 11 8

PBI PALM BEACH INTL ARPT 37 45 41

PCT POTOMAC TRACON 147 179 165

PDK DE KALB PEACHTREE ARPT 12 14 14

PDX PORTLAND INTL ARPT 18 22 23

PHF NEWPORT NEWS / WILLIAMSBURG INTL ARPT 12 14 13

PHL PHILADELPHIA INTL ARPT 71 87 84

PHX PHOENIX SKY HARBOR INTL ARPT 32 40 38

PIA GREATER PEORIA REGIONAL ARPT 17 21 18

PIE ST. PETERSBURG - CLEARWATER INTL ARPT 11 13 13

PIT PITTSBURGH INTERNATIONAL ARPT 41 51 65

PNE NORTHEAST PHILADELPHIA ARPT 8 10 10

PNS PENSACOLA REGIONAL ARPT 9 11 12

POC BRACKETT FIELD ARPT 9 11 10

POU DUTCHESS COUNTY ARPT 9 11 9

PRC ERNEST A LOVE FIELD ARPT 13 15 17

PSC TRI-CITIES ARPT 14 17 15

PSP PALM SPRINGS INTERNATIONAL ARPT 11 13 17

PTK OAKLAND COUNTY INTERNATIONAL ARPT 14 18 18

PUB PUEBLO MEMORIAL ARPT 11 13 12

PVD THEODORE FRANCIS GREEN STATE ARPT 28 34 34

PWK PALWAUKEE MUNI ARPT 9 11 11

PWM PORTLAND INTL JETPORT ARPT 16 20 19

R90 OMAHA TRACON 14 18 17

RDG READING REGIONAL / CARL A SPAATZ FIELD ARPT 13 15 14

RDU RALEIGH DURHAM INTL ARPT 37 45 41

RFD GREATER ROCKFORD ARPT 19 23 23

RHV REID HILLVIEW OF SANTA CLARA COUNTY ARPT 9 11 11

RIC RICHMOND INTL ARPT 11 13 14

RME GRIFFISS AIRPARK ARPT 7 9 8

RNO RENO / TAHOE INTERNATIONAL ARPT 20 24 23

ROA ROANOKE REGIONAL / WOODRUM FIELD ARPT 20 24 27

ROC GREATER ROCHESTER INTERNATIONAL ARPT 21 25 26

ROW ROSWELL INDUSTRIAL AIR CENTER ARPT 14 17 14
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ID Facility Name Low High as of 09/30/06

RST ROCHESTER INTERNATIONAL ARPT 12 14 13

RSW SOUTHWEST FLORIDA INTL ARPT 23 29 23

RVS RICHARD LLOYD JONES JR ARPT 14 17 16

S46 SEATTLE TRACON 40 48 51

S56 SALT LAKE CITY TRACON 37 45 48

SAN SAN DIEGO INTL-LINDBERGH FLD ARPT 14 18 19

SAT SAN ANTONIO INTL ARPT 44 54 47

SAV SAVANNAH / HILTON HEAD INTERNATIONAL ARPT 21 25 25

SBA SANTA BARBARA MUNI ARPT 23 28 31

SBN SOUTH BEND REGIONAL ARPT 20 24 23

SCK STOCKTON METROPOLITAN ARPT 6 8 8

SCT SOUTHERN CA TRACON 186 228 222

SDF LOUISVILLE INTL - STANDIFORD FIELD ARPT 40 48 43

SDL SCOTTSDALE ARPT 9 11 10

SEA SEATTLE TACOMA INTL ARPT 23 29 29

SEE GILLESPIE FIELD ARPT 10 12 8

SFB ORLANDO SANFORD ARPT 15 19 19

SFO SAN FRANCISCO INTL ARPT 23 29 27

SGF SPRINGFIELD BRANSON REGIONAL ARPT 24 30 30

SHV SHREVEPORT REGIONAL ARPT 19 23 22

SJC NORMAN Y MINETA SAN JOSE INTERNATIONAL ARPT 13 15 15

SJU LUIS MUNOZ MARIN INTL ARPT 14 17 20

SLC SALT LAKE CITY INTL ARPT 25 31 30

SMF SACRAMENTO INTERNATIONAL ARPT 11 13 11

SMO SANTA MONICA MUNI ARPT 9 11 12

SNA JOHN WAYNE AIRPORT-ORANGE COUNTY ARPT 21 25 24

SPI CAPITAL ARPT 12 14 15

SRQ SARASOTA / BRADENTON INTL ARPT 10 12 12

STL LAMBERT - ST LOUIS INTL ARPT 20 24 34

STP ST. PAUL DOWNTOWN HOLMAN FLD ARPT 9 11 14

STS SONOMA COUNTY ARPT 7 9 9

STT CYRIL E KING ARPT 6 8 7

SUS SPIRIT OF ST. LOUIS ARPT 9 11 15

SUX SIOUX GATEWAY/COL BUD DAY FIELD ARPT 11 13 12

SYR SYRACUSE HANCOCK INTL ARPT 21 25 25

T75 ST. LOUIS TRACON 42 52 49

TEB TETERBORO ARPT 14 18 20

TLH TALLAHASSEE REGIONAL ARPT 16 20 17

TMB KENDALL-TAMIAMI EXECUTIVE ARPT 10 12 10

TOA ZAMPERINI FIELD ARPT 8 10 10
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ID Facility Name Low High as of 09/30/06

TOL TOLEDO EXPRESS ARPT 19 23 21

TPA TAMPA INTL ARPT 57 69 60

TRI TRI-CITY RGNL TN/VA ARPT 14 18 16

TUL TULSA INTL ARPT 28 34 31

TUS TUCSON INTL ARPT 16 20 18

TVC CHERRY CAPITAL ARPT 7 9 9

TWF JOSLIN FIELD - MAGIC VALLEY RGNL ARPT 6 8 6

TYS MC GHEE TYSON ARPT 21 25 22

U90 TUCSON TRACON 20 24 20

VGT NORTH LAS VEGAS ARPT 12 14 13

VNY VAN NUYS ARPT 17 21 16

VRB VERO BEACH MUNICIPAL ARPT 9 11 10

Y90 YANKEE TRACON 20 24 24

YIP WILLOW RUN ARPT 8 10 12

YNG YOUNGSTOWN-WARREN REGIONAL ARPT 17 21 19
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Appendix B

Projected Controller Losses By Facility: FY 2007 – FY 2010

Appendix B presents the projected controller losses for en route and terminal 

air traffi c control facilities for the period FY 2007 to FY 2010. Due to rounding, 

the facility level projections may not equal exactly the controller loss fi gures 

portrayed in Figure 4.4. These projections are based on facility demographics 

and historical data. Consequently, the data is subject to change.

En Route Facility Controller Staffi ng Losses

 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

ZAB ALBUQUERQUE ARTCC 18 23 24 24

ZAN ANCHORAGE 11 12 12 12

ZAU CHICAGO ARTCC 32 34 38 43

ZBW BOSTON ARTCC 25 25 29 32

ZDC WASHINGTON ARTCC 28 34 33 35

ZDV DENVER ARTCC 26 28 30 32

ZFW FORT WORTH ARTCC 24 29 32 34

ZHU HOUSTON ARTCC 27 30 32 32

ZID INDIANAPOLIS ARTCC 25 28 31 35

ZJX JACKSONVILLE ARTCC 25 27 31 32

ZKC KANSAS CITY ARTCC 26 30 32 34

ZLA LOS ANGELES ARTCC 21 23 23 26

ZLC SALT LAKE ARTCC 16 20 18 20

ZMA MIAMI ARTCC 19 21 23 29

ZME MEMPHIS ARTCC 24 26 28 31

ZMP MINNEAPOLIS ARTCC 24 26 29 33

ZNY NEW YORK ARTCC 26 26 26 28

ZOA OAKLAND ARTCC 19 21 19 20

ZOB CLEVELAND ARTCC 34 35 40 44

ZSE SEATTLE ARTCC 16 21 20 23

ZSU SAN JUAN 4 4 4 4

ZTL ATLANTA ARTCC 34 35 37 42

ZUA GUAM 2 2 2 2

TOTAL EN ROUTE 506 560 593 647
A Plan For The Future

52

Terminal Facility Controller Staffi ng Losses

 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

A11 ANCHORAGE TRACON 3 3 3 3

A80 ATLANTA TRACON 8 7 8 8

A90 BOSTON TRACON 5 5 6 6

ABE LEHIGH VALLEY INTERNATIONAL ARPT 2 3 3 3

ABI ABILENE REGIONAL ARPT 1 2 1 1

ABQ ALBUQUERQUE INTL SUNPORT ARPT 3 3 3 4

ACK NANTUCKET MEMORIAL ARPT 0 0 0 1

ACT WACO REGIONAL ARPT 1 1 1 1

ACY ATLANTIC CITY INTERNATIONAL ARPT 3 3 3 3

ADS ADDISON ARPT 1 1 1 1

ADW ANDREWS AFB 1 1 1 1

AFW FORT WORTH ALLIANCE ARPT 2 2 1 1

AGC ALLEGHENY COUNTY ARPT 1 1 1 1

AGS AUGUSTA RGNL AT BUSH FIELD ARPT 1 1 1 1

ALB ALBANY INTERNATIONAL ARPT 3 2 3 3

ALO WATERLOO MUNICIPAL ARPT 1 1 1 1

AMA AMARILLO INTL ARPT 1 1 2 2

ANC TED STEVENS ANCHORAGE INTL ARPT 2 2 2 2

APA CENTENNIAL ARPT 1 1 1 1

APC NAPA COUNTY ARPT 1 1 1 1

ARB ANN ARBOR MUNICIPAL ARPT 1 1 1 1

ARR AURORA MUNICIPAL ARPT 1 1 1 1

ASE ASPEN PITKIN COUNTY / SARDY FIELD ARPT 1 1 1 1

ATL THE WILLIAM B HARTSFIELD ATLANTA INTL ARPT 4 4 4 4

AUS AUSTIN-BERGSTROM INTL ARPT 5 5 4 4

AVL ASHEVILLE REGIONAL ARPT 2 2 2 2

AVP WILKES-BARRE / SCRANTON INTL ARPT 2 3 2 2

AZO KALAMAZOO / BATTLE CREEK INTERNATIONAL ARPT 2 3 2 2

BDL BRADLEY INTL ARPT 2 2 2 1

BED LAURENCE G HANSCOM FLD ARPT 1 1 1 1

BFI BOEING FIELD / KING COUNTY INTL ARPT 1 1 2 2

BFL MEADOWS FIELD ARPT 1 1 2 2

BGM BINGHAMTON REGIONAL / EDWIN A LINK FIELD ARPT 1 1 1 1

BGR BANGOR INTL ARPT 2 2 2 2

BHM BIRMINGHAM INTL ARPT 3 2 3 2

BIL BILLINGS LOGAN INTL ARPT 3 2 2 2

BIS BISMARCK MUNI ARPT 1 1 1 1

BJC JEFFCO ARPT 1 2 2 1

BNA NASHVILLE INTL ARPT 5 6 5 5
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 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

BOI BOISE AIR TERMINAL / GOWEN FLD ARPT 1 2 2 2

BOS GENERAL EDWARD LAWRENCE LOGAN INTL ARPT 3 3 4 3

BPT SOUTHEAST TEXAS REGIONAL ARPT 2 1 1 1

BTR BATON ROUGE METROPOLITAN, RYAN FIELD ARPT 1 1 1 1

BTV BURLINGTON INTL ARPT 3 3 2 2

BUF BUFFALO NIAGARA INTL ARPT 4 4 4 4

BUR BURBANK - GLENDALE-PASADENA ARPT 1 2 2 2

BWI BALTIMORE-WASHINGTON INTL ARPT 2 3 2 3

C90 CHICAGO TRACON 10 10 9 9

CAE COLUMBIA METROPOLITAN ARPT 3 3 2 3

CAK AKRON CANTON REGIONAL ARPT 2 2 2 2

CCR BUCHANAN FIELD ARPT 1 1 1 1

CDW ESSEX COUNTY ARPT 0 1 1 1

CHA LOVELL FIELD ARPT 3 3 2 3

CHS CHARLESTON AFB / INTL ARPT 2 2 3 3

CID THE EASTERN IOWA ARPT 2 2 2 1

CKB HARRISON / MARION REGIONAL ARPT 1 1 1 1

CLE CLEVELAND HOPKINS INTL ARPT 5 6 5 6

CLT CHARLOTTE / DOUGLAS INTL ARPT 9 7 8 7

CMA CAMARILLO ARPT 1 1 1 1

CMH PORT COLUMBUS INTL ARPT 6 6 6 6

CMI UNIVERSITY OF ILLINOIS-WILLARD ARPT 1 1 1 2

CNO CHINO ARPT 0 0 1 1

COS CITY OF COLORADO SPRINGS MUNI ARPT 2 3 3 4

CPR NATRONA COUNTY INTL ARPT 1 1 1 1

CPS ST. LOUIS DOWNTOWN ARPT 1 1 1 1

CRP CORPUS CHRISTI INTL ARPT 5 4 4 4

CRQ MC CLELLAN-PALOMAR ARPT 1 1 1 1

CRW YEAGER ARPT 2 2 2 2

CSG COLUMBUS METROPOLITAN ARPT 1 1 1 1

CVG CINCINNATI / NORTHERN KENTUCKY INTL ARPT 6 7 8 9

D01 DENVER TRACON 7 6 6 5

D10 DALLAS - FORT WORTH TRACON 10 11 9 10

D21 DETROIT TRACON 5 4 6 5

DAB DAYTONA BEACH INTL ARPT 6 6 6 5

DAL DALLAS LOVE FIELD ARPT 4 3 3 3

DAY AMES M COX DAYTON INTL ARPT 2 3 3 4

DCA RONALD REAGAN WASHINGTON NATIONAL ARPT 3 2 3 2

DEN DENVER INTL ARPT 3 4 4 4

DFW DALLAS/FORT WORTH INTERNATIONAL ARPT 5 6 6 6

DLH DULUTH INTL ARPT 1 1 1 1
A Plan For The Future

54

 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

DPA DUPAGE APRT 1 1 1 1

DSM DES MOINES INTL ARPT 2 2 2 2

DTW DETROIT METROPOLITAN WAYNE COUNTY ARPT 3 3 3 3

DVT PHOENIX DEER VALLEY ARPT 1 1 1 1

DWH DAVID WAYNE HOOKS MEMORIAL ARPT 2 1 1 1

E10 HIGH DESERT TRACON 2 2 2 2

ELM ELMIRA / CORNING REGIONAL ARPT 1 1 1 1

ELP EL PASO INTL ARPT 1 2 2 2

EMT EL MONTE ARPT 1 1 1 1

ERI ERIE INTL / TOM RIDGE FIELD ARPT 3 2 2 2

EUG MAHLON SWEET FIELD ARPT 1 2 3 3

EVV EVANSVILLE REGIONAL ARPT 1 1 1 1

EWR NEWARK LIBERTY INTL ARPT 2 2 3 3

FAI FAIRBANKS INTL ARPT 1 2 2 2

FAR HECTOR INTL ARPT 1 1 1 1

FAT FRESNO YOSEMITE INTERNATIONAL ARPT 4 3 4 3

FAY FAYETTEVILLE REGIONAL / GRANNIS FIELD ARPT 2 2 2 2

FCM FLYING CLOUD ARPT 1 1 1 1

FFZ FALCON FLD ARPT 2 2 1 1

FLL FORT LAUDERDALE / HOLLYWOOD INTL ARPT 2 3 3 3

FLO FLORENCE REGIONAL ARPT 1 1 1 1

FNT BISHOP INTERNATIONAL ARPT 1 1 1 2

FPR ST LUCIE COUNTY INTL ARPT 1 1 1 1

FRG REPUBLIC ARPT 1 1 1 1

FSD JOE FOSS FIELD ARPT 1 1 1 1

FSM FORT SMITH REGIONAL ARPT 3 2 2 2

FTW FORT WORTH MEACHAM INTL ARPT 2 2 2 2

FWA FORT WAYNE INTL ARPT 3 3 3 3

FXE FT. LAUDERDALE EXECUTIVE ARPT 1 1 1 1

GCN GRAND CANYON NATIONAL PARK ARPT 1 1 1 1

GEG SPOKANE INTL ARPT 2 3 3 3

GFK GRAND FORKS INTL ARPT 1 1 1 1

GGG EAST TEXAS RGNL ARPT 1 1 1 1

GPT GULFPORT BILOXI INTL ARPT 1 1 1 2

GRB AUSTIC STRAUBEL INTERNATIONAL ARPT 3 3 3 4

GRR GERALD R. FORD INTERNATIONAL ARPT 3 3 2 2

GSO PIEDMONT TRIAD INTERNATIONAL ARPT 1 1 2 3

GSP GREENVILLE-SPARTANBURG INTL ARPT 1 1 1 1

GTF GREAT FALLS INTL ARPT 1 1 1 1

HCF HONOLULU CONTROL FACILITY CERAP 9 8 7 7

HEF MANASSAS REGIONAL / HARRY P DAVIS FIELD ARPT 0 1 1 1
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 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

HIO PORTLAND HILLSBORO ARPT 2 2 1 1

HLN HELENA REGIONAL ARPT 1 1 2 1

HOU WILLIAM P. HOBBY ARPT 1 1 1 1

HPN WESTCHESTER CNTY ARPT 1 1 1 1

HSV HUNTSVILLE INTL - CARL T JONES FIELD ARPT 2 2 2 2

HTS TRI-STATE / MILTON J FERGUSON FIELD ARPT 1 2 2 2

HUF TERRE HAUTE INTERNATIONAL-HULMAN FIELD ARPT 2 2 2 2

HWD HAYWARD EXECUTIVE ARPT 1 1 1 1

I90 HOUSTON TRACON 8 8 8 8

IAD WASHINGTON DULLES INTL ARPT 3 3 3 3

IAH GEORGE BUSH INTERCONTINENTAL ARPT 3 4 3 3

ICT WICHITA MIDCONTINENT ARPT 2 2 3 3

ILG NEW CASTLE COUTY ARPT 1 1 1 1

ILM WILMINGTON INTL ARPT 1 1 2 1

IND INDIANAPOLIS INTL ARPT 5 5 4 4

ISP LONG ISLAND MACARTHUR ARPT 2 2 2 2

ITO HILO INTERNATIONAL ARPT 1 1 1 1

JAN JACKSON INTL ARPT 2 2 2 2

JAX JACKSONVILLE INTL ARPT 7 6 6 6

JFK JOHN F KENNEDY INTL ARPT 4 4 4 3

JNU JUNEAU INTL ARPT 0 1 0 0

K90 CAPE TRACON 2 3 2 3

L30 LAS VEGAS TRACON 3 4 4 4

LAF PURDUE UNIVERSITY ARPT 1 1 1 1

LAN CAPITAL CITY ARPT 2 2 2 2

LAS MC CARRAN INTL ARPT 3 3 3 4

LAX LOS ANGELES INTL ARPT 4 4 4 4

LBB LUBBOCK INTL ARPT 1 1 2 2

LCH LAKE CHARLES REGIONAL ARPT 0 1 1 1

LEX BLUE GRASS ARPT 3 1 2 1

LFT LAFAYETTE REGIONAL ARPT 1 1 1 1

LGA LA GUARDIA ARPT 2 2 2 2

LGB LONG BEACH / DAUGHERTY FIELD / ARPT 1 2 2 1

LIT ADAMS FIELD ARPT 3 3 3 4

LNK LINCOLN MUNICIPAL ARPT 1 2 1 1

LOU BOWMAN FIELD ARPT 2 1 1 1

LVK LIVERMORE MUNI ARPT 1 1 1 1

M98 MINNEAPOLIS TRACON 5 5 5 5

MAF MIDLAND INTERNATIONAL ARPT 2 2 2 2

MBS MBS INTL ARPT 1 2 2 2

MCI KANSAS CITY INTL ARPT 4 5 4 5
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 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

MCO ORLANDO INTL ARPT 11 9 8 9

MDT HARRISBURG INTL ARPT 2 2 2 2

MDW CHICAGO MIDWAY ARPT 3 3 3 3

MEM MEMPHIS INTL ARPT 3 5 6 6

MFD MANSFIELD LAHM REGIONAL ARPT 2 1 1 1

MGM MONTGOMERY RGNL (DANNELLY FIELD) ARPT 1 1 2 1

MHT MANCHESTER ARPT 1 1 1 1

MIA MIAMI INTL ARPT 6 7 8 9

MIC CRYSTAL ARPT 0 0 1 0

MKC CHARLES B WHEELER DOWNTOWN ARPT 1 1 1 1

MKE GENERAL MITCHELL INTERNATIONAL ARPT 4 4 5 5

MKG MUSKEGON CNTY ARPT 2 2 2 2

MLI QUAD CITY INTL ARPT 2 1 1 2

MLU MONROE REGIONAL ARPT 1 1 1 1

MMU MORRISTOWN MUNICIPAL ARPT 2 1 1 1

MOB MOBILE REGIONAL ARPT 1 1 1 2

MRI MERRILL FIELD ARPT 0 0 0 0

MRY MONTEREY PENINSULA ARPT 0 0 1 1

MSN DANE COUNTY REGIONAL - TRUAX FIELD ARPT 2 2 2 2

MSP MINNEAPOLIS ST. PAUL INTL ARPT 4 3 3 3

MSY LOUIS ARMSTRONG NEW ORLEANS INTL ARPT 2 3 3 2

MWH GRANT COUNTY INTL ARPT 1 1 1 1

MYF MONTGOMERY FIELD ARPT 0 1 1 1

MYR MYRTLE BEACH INTL ARPT 1 1 1 1

N90 NEW YORK TRACON 16 16 16 16

NCT NORTHERN CA TRACON 16 17 16 15

NEW LAKEFRONT ARPT 1 0 0 0

NMM MERIDIAN NAS / MC CAIN FIELD / ARPT 1 1 1 1

OAK METROPOLITAN OAKLAND UBTK ARPT 3 3 3 3

OGG KAHULUI ARPT 1 1 1 1

OKC WILL ROGERS WORLD ARPT 4 4 3 4

OMA EPPLEY AIRFIELD ARPT 0 1 1 1

ONT ONTARIO INTL ARPT 1 1 1 2

ORD CHICAGO O’HARE INTL ARPT 5 6 6 6

ORF NORFOLK INTL ARPT 4 4 3 4

ORL EXECUTIVE ARPT 2 1 1 1

P31 PENSACOLA TRACON 2 3 2 4

P50 PHOENIX TRACON 6 7 6 6

P80 PORTLAND TRACON 2 3 3 3

PAE SNOHOMISH COUNTY (PAINE FLD) ARPT 1 1 1 1

PAO PALO ALTO ARPT OF SANTA CLARA CO ARPT 1 1 1 1
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 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

PBI PALM BEACH INTL ARPT 4 5 5 4

PCT POTOMAC TRACON 13 13 13 15

PDK DE KALB PEACHTREE ARPT 1 1 1 2

PDX PORTLAND INTL ARPT 1 2 2 2

PHF NEWPORT NEWS / WILLIAMSBURG INTERNATIONAL ARPT 2 1 1 1

PHL PHILADELPHIA INTL ARPT 7 7 7 7

PHX PHOENIX SKY HARBOR INTL ARPT 4 4 5 4

PIA GREATER PEORIA REGIONAL ARPT 1 1 1 1

PIE ST. PETERSBURG - CLEARWATER INTL ARPT 1 1 1 1

PIT PITTSBURGH INTERNATIONAL ARPT 6 6 6 7

PNE NORTHEAST PHILADELPHIA ARPT 2 1 2 1

PNS PENSACOLA REGIONAL ARPT 1 1 1 1

POC BRACKETT FIELD ARPT 1 1 1 1

POU DUTCHESS COUNTY ARPT 1 1 1 1

PRC ERNEST A LOVE FIELD ARPT 1 1 1 1

PSC TRI-CITIES ARPT 2 1 1 1

PSP PALM SPRINGS INTERNATIONAL ARPT 1 2 2 3

PTK OAKLAND COUNTY INTERNATIONAL ARPT 1 1 1 2

PUB PUEBLO MEMORIAL ARPT 1 1 1 2

PVD THEODORE FRANCIS GREEN STATE ARPT 4 4 4 4

PWK PALWAUKEE MUNI ARPT 1 1 1 1

PWM PORTLAND INTL JETPORT ARPT 3 3 3 3

R90 OMAHA TRACON 1 2 2 2

RDG READING REGIONAL / CARL A SPAATZ FIELD ARPT 2 2 2 1

RDU RALEIGH DURHAM INTL ARPT 4 4 4 4

RFD GREATER ROCKFORD ARPT 2 2 2 2

RHV REID HILLVIEW OF SANTA CLARA COUNTY ARPT 1 1 1 1

RIC RICHMOND INTL ARPT 1 1 1 1

RME GRIFFISS AIRPARK ARPT 1 1 1 1

RNO RENO / TAHOE INTERNATIONAL ARPT 2 2 2 2

ROA ROANOKE REGIONAL / WOODRUM FIELD ARPT 4 4 3 3

ROC GREATER ROCHESTER INTERNATIONAL ARPT 2 2 2 2

ROW ROSWELL INDUSTRIAL AIR CENTER ARPT 1 1 1 1

RST ROCHESTER INTERNATIONAL ARPT 0 1 1 1

RSW SOUTHWEST FLORIDA INTL ARPT 3 2 2 2

RVS RICHARD LLOYD JONES JR ARPT 0 1 1 1

S46 SEATTLE TRACON 6 6 6 6

S56 SALT LAKE CITY TRACON 2 3 3 4

SAN SAN DIEGO INTL-LINDBERGH FLD ARPT 2 3 2 2

SAT SAN ANTONIO INTL ARPT 6 6 5 5

SAV SAVANNAH / HILTON HEAD INTERNATIONAL ARPT 2 2 2 2
A Plan For The Future

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 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

SBA SANTA BARBARA MUNI ARPT 2 3 3 3

SBN SOUTH BEND REGIONAL ARPT 2 2 2 2

SCK STOCKTON METROPOLITAN ARPT 1 1 1 1

SCT SOUTHERN CA TRACON 21 21 21 22

SDF LOUISVILLE INTL - STANDIFORD FIELD ARPT 3 3 3 4

SDL SCOTTSDALE ARPT 1 1 1 1

SEA SEATTLE TACOMA INTL ARPT 4 4 4 4

SEE GILLESPIE FIELD ARPT 1 1 1 1

SFB ORLANDO SANFORD ARPT 1 1 2 1

SFO SAN FRANCISCO INTL ARPT 2 3 3 3

SGF SPRINGFIELD BRANSON REGIONAL ARPT 2 2 2 2

SHV SHREVEPORT REGIONAL ARPT 2 1 2 1

SJC NORMAN Y MINETA SAN JOSE INTERNATIONAL ARPT 1 1 1 1

SJU LUIS MUNOZ MARIN INTL ARPT 1 1 1 1

SLC SALT LAKE CITY INTL ARPT 3 4 3 4

SMF SACRAMENTO INTERNATIONAL ARPT 1 1 1 1

SMO SANTA MONICA MUNI ARPT 2 2 1 1

SNA JOHN WAYNE AIRPORT-ORANGE COUNTY ARPT 2 2 2 2

SPI CAPITAL ARPT 0 0 1 1

SRQ SARASOTA / BRADENTON INTL ARPT 1 2 2 1

STL LAMBERT - ST LOUIS INTL ARPT 2 3 3 3

STP ST. PAUL DOWNTOWN HOLMAN FLD ARPT 1 1 1 2

STS SONOMA COUNTY ARPT 0 0 0 1

STT CYRIL E KING ARPT 0 0 1 1

SUS SPIRIT OF ST. LOUIS ARPT 1 1 2 1

SUX SIOUX GATEWAY/COL BUD DAY FIELD ARPT 0 0 0 0

SYR SYRACUSE HANCOCK INTL ARPT 3 3 3 2

T75 ST. LOUIS TRACON 6 6 6 6

TEB TETERBORO ARPT 1 1 1 1

TLH TALLAHASSEE REGIONAL ARPT 2 2 1 2

TMB KENDALL-TAMIAMI EXECUTIVE ARPT 1 1 1 1

TOA ZAMPERINI FIELD ARPT 0 1 0 1

TOL TOLEDO EXPRESS ARPT 2 2 2 2

TPA TAMPA INTL ARPT 8 8 8 9

TRI TRI-CITY RGNL TN/VA ARPT 1 1 2 2

TUL TULSA INTL ARPT 2 3 2 3

TUS TUCSON INTL ARPT 1 2 2 2

TVC CHERRY CAPITAL ARPT 1 1 1 1

TWF JOSLIN FIELD - MAGIC VALLEY RGNL ARPT 0 0 0 0

TYS MC GHEE TYSON ARPT 2 1 2 3

U90 TUCSON TRACON 2 2 2 2
FAA Air Traffi c Control Workforce Plan 2007-2016

59

 Controller Loss Estimates

ID Facility Name 2007 2008 2009 2010

VGT NORTH LAS VEGAS ARPT 1 1 1 2

VNY VAN NUYS ARPT 2 2 1 1

VRB VERO BEACH MUNICIPAL ARPT 1 1 1 1

Y90 YANKEE TRACON 4 4 3 3

YIP WILLOW RUN ARPT 1 1 1 1

YNG YOUNGSTOWN-WARREN REGIONAL ARPT 2 2 2 2

 TOTAL TERMINAL 691 716 715 733

 TOTAL EN ROUTE AND TERMINAL LOSSES 1197 1276 1308 1380
A Plan For The Future

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FAA Air Traffi c Control Workforce Plan 2007-2016

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TC07-0003