FDT MOU

Effective Nov 9th Flight Deck Training is back!

Requirements to participate:

Participants: eLearning Management System (eLMS) Course #60004464 or current version, ATO Flight Deck Training, within the year preceding an FDT request.

In addition to the training listed above, all participants must go online and establish a profile. The FDTAS training aid/tool on the automated process is available on the user dashboard. Participants must be given sufficient duty time to complete their User Profile, FDTAS training aid/tool, FAA Form 3120-37, and FAA Form 3120-40.

Who is eligible?

Any 2152 series Air Traffic Specialists, Traffic Management Coordinators, and Staff Specialists who are operationally current and medically qualified. You must also meet the following conditions:

(1) For En Route or TRACON, you must be certified on a minimum of two operational positions, excluding Flight Data/A-Side positions.

(2) For ATCT, you must be certified on a minimum of Flight Data/Clearance Delivery Positions and one ground Control Position.

(3) For Flight Service Specialists, you must be certified on a minimum of two (2) operational positions, including the pre-flight position.

b. Other FAA personnel specifically authorized by the Vice President of AJT-0.

What's the same as before?

Must fill out the paperwork, including four learning objectives, minimum of two weeks in advance. Must fill out a form upon completion of FDT detailing what you learned. Two air carrier flights per calendar year, one military flight per calendar year.

I looked up the eLMS course listed in the MOU and it is the exact same course as it was 7-10 years ago. I attempted to complete the training however it says I finished but would not unlock the assessment or mark the course as completed. 🤷‍♀️

What's new?

To provide maximum training opportunities, bargaining unit employees (BUEs) may participate in FDT in conjunction with accrued leave (including excused absence on a holiday) that was bid during the annual leave bidding process.

You can also go to the same airport twice in a row.

Edit: I forgot to say that you can get a third trip per calendar year if the ATSAP ERC recommends it. Still not super clear on how that would work, but it is still a voluntary program so you cannot be forced into it.... but maybe if fill out an ATSAP to report a problem with similar callsigns or a procedure not being followed the ERC would suggest a FDT trip to learn? 🤷‍♀️

Hi everyone,
I’m looking for blunt, honest advice from current Air Traffic Controllers (ATCOs) at ENAV or anyone who had to choose between personal flexibility/living abroad and long-term financial security.
I’m 25, just finished my Master’s degree in Aerospace Engineering, and recently passed the ENAV selection to start the Academy in Forlì. On paper, it sounds like the opportunity of a lifetime (top-tier salary, bulletproof job security), but I’m terrified of walking straight into a golden cage.
My main concerns revolve around geographical mobility and living abroad:
I’ve always wanted to spend 2–3 years working abroad (e.g., Spain or elsewhere in Europe). How does that actually work with ENAV?
Are there temporary leaves of absence or secondment programs, or is resigning the only way to go abroad?
How many years does the post-Academy training bond last, and how heavy is the financial penalty if you leave before it expires?
How difficult is it to get hired by a foreign ANSP as an experienced controller? What about language barriers, vacancy frequency, and destination flexibility (I assume you still don't get much say in which city you end up in)?
If I want to return to Italy after a few years abroad, is re-entering ENAV realistically doable, or is it nearly impossible without waiting years and going through countless selection stages all over again?
Is this "golden cage" feeling just overthinking on my part?
Is giving up total geographical freedom and the chance to live abroad at 25 worth the high compensation and stability of this career? For those already in the industry: would you do it again? In the end, I always have my Aerospace Engineering degree to fall back on.
Thanks in advance to anyone willing to share an honest take.

So today there was an event of a duplicate call sign.
One flight arriving, the other an overnight delay departing.

Company changed the call sign for the overnight delay, and confirmed it in the ATS strip and even over the phone with the crew and ground over the radio.

Yet after takeoff, there was still a conflict.
Call sign was changed shortly after takeoff..

But it created a scare either way, and I’m confused what happened even after we did all we could.
Was this due to the crew not updating the FMS or something else?

I'm going to try to keep it brief, so, in short, are you annoyed by Cessnas asking for landing clearance carrying maybe 1 or 2 people or do you generally treat all traffic the same? I'm asking of the ORDs, the DTWs and larger airports.

I would feel like such an entitled *rhymes with punt* to even get near a major airport, let alone interrupt the flow of major carriers because I felt like a joy-ride at sunset.

Full Disclosure: I'm not a pilot or ATC and I don't know anyone who is. It just seems like Cessnas and pleasure-craft would be annoying.