Zakluor

What's more important is how each individual handles stress. Different people handle different stressors in different ways.

I've seen people in ATC who were good at it, but clearly couldn't handle it, long term. It ate them up. Some got nervous, some drank too much. I knew one guy who was an audiophile and, after one particularly stressful shift, want home and destroyed all his equipment, and the room containing it. He never returned to the job.

But one of the happiest men I've ever known worked that job for 37 years and I never once sat him stressed out at work or at home. Never saw him angry. He just took whatever came and did the best he could in every aspect of his life.

It's less about the job and more about the individual, in my experience. But that is something you'll likely not know until you try.

CPDLC is good for enroute aircraft. Less chance of miscommunication, especially for re-routes that are long and involved.

In Moncton and Gander ACCs (Canada), there are some preset phrases that can be used (like frequency changes from one unit to another), and free text for messages, as well, to cover that which is not provided for.

It's not good in a terminal area where timing is important. Typing what needs to be said is just too slow with even just a few aircraft. If ATC needs a turn NOW, typing it, sending it, waiting for the pilot to read it and act on it just takes too long. Controllers can say it and pilots can act on it very quickly, by comparison.

Moncton and Gander ACC (Canada) asking other places use CPDLC, but it's not efficient enough in a busy terminal area. ATC can use it for enroute aircraft, but when traffic is tight and actions require immediacy and good timing, data link doesn't cut it.

Canadian air traffic controller here.

ADS-B mandates are on the way. Originally scheduled for February this year for Class A and B, the first mandate has been pushed back into this summer. Classes C, D, and E mandates are now "no earlier than 2026". The original dates did not, so they say, give enough time for aircraft owners to procure and install avionics.

As a controller, I like ADS-B. My job is a lot easier and safer when I can see where you are, whether IFR or VFR, and I can use rules that are much more efficient with any kind of surveillance (Radar, Mlat, ADS-B, whether ground or space-based), meaning fewer delays. Radar antennas are spread pretty far to provide optimal coverage, but leave holes, especially at low altitudes. Your 7700 squawk could go unnoticed of you're low and fast enough from a radar site. ADS-B fills many of those. Safety and efficiency are improved immensely, even if you're not in communication with ATC.

If I had my way, everyone would be using it already, but I understand costs and availability are issues. I can be patient and continue to issue holds as needed for those low-density airports.

Edit: Antenna diversity is still required. Downward-facing-only isn't good for satellites looking down from above and there is simply far too much countryside to cover with ground-based infrastructure.

Anything aviation grabs my attention, and you mentioning you're Canadian made me want to see more of your side. I like to know what pilots are dealing with, and avionics have changed so much in the 30 years I've been controlling. This AMA was a chance for me to learn a few things and I'm grateful for your presence here.