Table of Contents
Simms Resigns As Executive DirectorMessage From Mac
LReport
From The Executive Director
Chief Negotiator's Report
ATPAC Report
AFSS Traffic Work Group - Counting Traffic
Capitol Hill Report
NTSB Status Report
CISD Report
On the Web
OASIS Report
Calendar Note
NAATS - Hard at Work for the Membership
fyi...Darwin Award
Reinstatement with back pay to September, 1995 is the core of the award issued by Arbitrator Emily Maloney, in favor of NAATS and Thomas Loos, the grievant upon whose behalf NAATS successfully prosecuted this grievance. Labor Relations Director Mike Doring called this an "historic win, because we showed that NAATS and the individuals it represents have the right to be free of reprisal, and the right to be free of a hostile work environment."
The case revolved around the FAA's decision to terminate Loos' training at the Grand Forks AFSS, and his subsequent removal. NAATS successfully demonstrated that Loos, a qualified pilot who had successfully completed Academy training, was prevented from achieving asuccess at GFK AFSS because of a series of actions - and lack of appropriate action - by facility management.
Loos suffers from a physical disability which is a form of paralysis predominantly affecting his legs. When he had been terminated during training at the Academy, he brought a successful EEO complaint that his termination was based in part on his handicap status - and he won the complaint. After reassignment to Oklahoma City, he successfully completed training and was transferred to GFK AFSS. There, he completed the first two opart os his OJT successfully.
Then, the bottom fell out. A new manager was assigned to GFK AFSS, and it turned out to be the same individual who had been in charge of the OKC Flight Service training branch when Loos had been there. Loos asked that he be transferred to another facility, and he did so repeatedly. His concerns turned out to be justified, for after his new manager appeared, his training successes ended. Six months later, he was out on the street.
Fighting a clear case of a hostile work environment, lack of reasonable accommodation, and failure to abide by FAA training rules, NAATS was forced to take the matter through the entire grievance procedure. At every step of the way, FAA management dismissed the reasonable demands of NAATS for appropriate accommodation to Loos' needs and a transfer to a facility where he could train in an atmosphere devoid of hostile intent. A two-day arbitration hearing ensued.
At the hearing, NAATS was represented by Mike Doring and AGL Coordinator Larry Burdick. The pair worked closely with AGL Director Bill Dolan and NAATS Executive Director Gary Simms on the post-hearing brief which was submitted on behalf of Loos and NAATS.
The Arbitrator found for NAATS on all bases. First, she dismissed the FAA's attempt to derail the proceeding by arguing that the same issues were the subject of an EEO complaint filed by Loos, and therefore barred under the Negotiated Agreement. Doring ably demonstrated, however, that this was a grievance filed on behalf of the union - not an individual - and that therefore it would not be barred.
In her opinion, Arbitrator Maloney stated that "the Agency has failed to establish by a preponderance of the evidence that there was a just and substantial cause as will promote the efficiency of the service for removal of the grievant." She added that the grievant is "protected by the Agreement from reprisal for the exercise of his appeal rights, from discrimination based on his disability, and from removal from the service without just cause."
Thus, it is clear that the NAATS-negotiated Agreement was the basis for this victory. Without those contractual provisions, Loos and NAATS would have been without a forum to contest these issues in an impartial hearing.
She found that the record was clear that the new manager at GFK had resentment toward the grievant for having successfully challenged his dismissal from the Academy. The impact of the Academy experience and (the manager's) transfer to Grand Forks appears to have had an inordinate impact on the grievant, which can be fairly characterized as a post-traumatic stress disorder. The record also shows that the workplace was sufficiently permeated with intimidation, ridicule, and insult as to interfere with the grievant's ability to apply himself top the training in an effective manner."
Her award was to direct Loos' reinstatement to service "for retraining as an Air Traffic Control Specialist or to an administrative -position, at his option, with assignment to an Agency facility mutually agreed to by the parties. He is also to be made whole from September 21, 1995, and the Arbitrator retains jurisdiction over the matter until the award has been implemented.
Congratulations are due to NAATS Labor Relations Director Mike Doring, and to the others who have achieved this most significant victory.
NAATS Executive Gary Simms has tendered his resignation to the President Mike McAnaw, effective May 31, 1997. He is leaving to accept the position of Executive Director of Temple Sinai, a Jewish Congregation in Washington, D.C. He stated, "As you know, I have long been committed to synagogue and Jewish community affairs. This opportunity offers me the chance to use my skills and experience in a venue which will allow me to live my faith on a daily basis."
I want to take this opportunity to thank you and the Board for the confidence you have demonstrated in me and for providing me with many wonderful experiences during the last four and one-half years. I believe that I have made a positive contribution to NAATS, helping to make sure that its organizational infrastructure is secure."
This is the first time I have been home in a month, I have been home just long enough to do laundry and pack again. Last week was in CMD for Partnership training with all of the Regional Gatekeepers, and the NFP council. Managing Partnership Realities is an interesting class.
Two weeks ago I was at Atlantic City, NJ for an OASIS brainstorming session, testing ideas for when the OASIS is placed in the field. Three weeks ago I was in Minneapolis for the national PWC Convention, it was a very good meeting with good speakers. Finally a month ago I got to sit in on the National OSHECOM meeting with NAATS National OSHECOM REP. Suzanne Pellozmaa. The big breaking story for the month came last week; Mr. Gary Simms is taking another job.
For the last four and a half years Gary Simms has worked in your National office as NAATS Executive Director. He came to us when the office needed a little organization, and he did a lot of organization. The office operates very efficiently. Gary has put in some very long days with different members of the Board as well as Wally and myself. His advice has always been timely and diplomatic, and when needed cost effective. When I needed some one to talk to, Gary was there giving me good advice or he was just kind enough to allow me to just vent. Everyone in the Flight Service bargaining unit owes Gary a pat on the back and a thank you for his service to NAATS and Flight Service. THANK YOU GARY!
Now the business of running NAATS. You should have received a couple week ago an announcement from me looking for a NEWSLETTER Editor, I need those resumes and example work, no later than June 15th. NAATS has the opportunity to place three NAATS members at FAA HQ. So on June 2nd Mr. Jim Parris (RAL), Mr. Terry Lankford (OAK) and Ms. Lisa Morales (FTW) are going to Air Traffic: Operations ATO, Requirements ARS, Weather ARW, for one year. This opportunity to get into these positions was made possible by Mr. Tom Halligan (former ANE REGDIR) who was working in ARW for the last year. Thank you Tom. The next Board of Directors meeting will be the 24th of June, if you have anything to be brought up make sure your director gets the information.
MAC
News items not dealing with Labor-Management Relations are discussed elsewhere in this news letter, so, I shall not revisit them but shall concentrate on issues directly related to my responsibilities. NAATS has been able to make some progress on grievances and arbitrations in last few weeks. National Unfair Labor Practice charges are still pending on failure of the FAA to negotiate with NAATS on the CWSU and the Sexual Harassment issues.
As you should be aware NAATS is gearing up to negotiate a new collective bargaining Agreement with the FAA. Wally Pike is heading up our effort with full support from national HQ and the Board of Directors. The next few months should prove to be very interesting.
Congratulations to Ward Simpson, Western Region Director for his settlement of a pending arbitration on moving expenses. Ward put a lot of time and effort into getting one of our members a very fair settlement from the FAA for moneys spent by the employee on expenses involved in moving to a new AFSS.
While handing out kudos, Mike Terry, Central Region Director and President Mac settled a CPP move which was scheduled to go to arbitration. The employee gets moved to the AFSS he wanted and everybody is happy. Sometimes the system works.
Can't leave Ron Dawson out for his assistance to me in settling the Fryer case in Southwest Region. Mr. Fryer retired pending removal for charges not totally his fault. After considerable time and effort on NAATS' part, the FAA saw the light and agreed to re-employ him. Again the system worked. I might add Mr. Dyer, Southwest FAA, did his share to make sure settlement was reached on this case.
I know I am not covering all issues or all the individuals involved in the settlement of cases in the past few months, nor am I trying to get a pay raise, but rather I wish to share with you, the members, that Labor relations involves a lot of people on both sides of the fence. NAATS LMR is not just Mike Doring. As NAATS grows, so does the ability of your officers to actively participate in gaining for this Union respect and fairness from the FAA on a variety of issues. The job is not completed, and as I write this new cases are being filed that need everyone's commitment to insure our rights are protected. I just thought someone had to say something about the commitment already being made by individuals serving the membership.
A Time to Say Good Bye
As reported on the front page of this issue of NAATS NEWS, I submitted by resignation as Executive Director of NAATS, effective May 30. I did so with truly mixed feelings. While I have enjoyed working on behalf of the wonderful men and women of NAATS, I have been offered an opportunity of taking over the management of a Jewish Synagogue in Washington, D.C. Those of you who I am fortunatel enough to know personally are aware of my life-long involvement in the Jewish Community, and the opportunity for spiritual satisfaction and professional challenge could not be ignored. I have particularly valued the opportunity of editing this publication, and have always tried to bring you information and news in a realistic and valuable manner.
Let me offer this valedictory with some insights as an "outsider" who was offered a unique opportunity to see things from "the inside."
First, your regional and national leaders serve because they believe in what they are doing. They believe in NAATS, in Flight Service, and in you. Each and every one of them would make more money by working the boards and getting differentials and premiums; they all use much of their leave on your behalf and on behalf of NAATS. They are the most dedicated bunch of people with whom I have ever had the privilege to work.
Second, don't assume that there is some plot to do away with Flight Service or NAATS. When Flight Service is ignored by the FAA, it's almost never intentionally. And quite frankly, the FAA, while it does have a handful of extremely bright and talented people at the higher levels, is structurally incapable of planning anything further than the next budget cycle. The bureaucracy is so overwhelming at FAA headquarters, and so invested in itself, that there is almost nothing anyone could accomplish - even if they had the inclination to attempt it.
Third, trying to figure out how powerful NAATS can be in the legislative arena is a real tough one. Once issues are clearly articulated and are part of major proposals (e.g., budget or procurement matters), our power to influence outcomes is limited. We do, however, have the ability to make our cases loud and clear at the earliest stages, when we target particular matters carefully. For example, our pressure for three years on the Hill was the major reason why the OASIS procurement has gone as far as it has to date.
Fourth, Flight Service does have a future, although how the job is performed may change significantly over time. OASIS will not provide us with the opportunities of doing much that is "new" (other, perhaps, than bringing DUATS into the AFSS), but it will allow Flight Service to continue providing current services more effectively. I would guess that the current system of 61 AFSS's is safe for the next five years or so, but that changes in communication costs will allow the FAA to seriously consider proposals for AFSS consolidation at that juncture. NAATS will have to look at reality: should we go along with the reduction in AFSS from 61 to 48 or 35 or some other number, or should we fight against it, arm-in-arm with supporters of Flight Service? It's an issue NAATS members needs to start considering now.
Change is inevitable, but change need not be negative. I am sure that NAATS, by staying together and fighting together, can make sure that the inevitable changes work for the benefit of the members and the public they serve. As I make my own personal change, I want express my thanks to each and every dues paying member of NAATS for their support. It's been my personal privilege and honor to work with Mac, Wally, each and every member of the Board, as well as with Mike Doring, Irv Woods, Jeb Burnside, Arthur Fox, Eva Williams and Carole Dubin. I wish you a future of prosperity and success, of health and satisfaction.
WALLYGARY SIMMS RESIGNS - As you've no doubt heard by now, Executive Director Gary Simms has resigned from NAATS to become the Executive Director for a local synagogue. Gary was a great help in a number of areas during his tenure with NAATS and I'm sure you join me in wishing him the best in his future endeavors.
NEW CONTRACT NEGOTIATIONS - We're currently negotiating with the FAA over the ground rules we'll use for our bargaining sessions, tentatively scheduled to begin in September. Preliminary indications from ALR continue to temper our optimism that we'll achieve a fair agreement in a reasonable timeframe. As I mentioned last month, I believe we're wise to count on protracted and adversarial showdown.
MID-TERM BARGAINING STATUS - The following is a list of some of the issues we're currently negotiating:
1. Goal Sharing
2. Federal Aviation Personnel Manual 410
3. Extended Temporary Duty Program
4. CBI Equipment Replacement
5. LWOP Policy Change
6. FAA Order 3120.29, Familiarization Flying
7. FAA Order 7210.3M, Change 3
8. Draft Meteorological Handbook 12
9. Direction Finder
10. Modification of existing method for Terminal Information Briefing Service (TIBS)
11. ATS PRIBS 5, 12, 19, 23, 25
12. FAA Order 7930.2F, NOTAMS
Please provide your thoughts or suggestions on the above to your regional representatives. If you know of any Agency implementation regarding any of the above please contact your regional representatives promptly. Please note - This above list does not include all mid-term bargaining issues or:
- NFP National Partnership Council issues;
- Grievances and ULP's which are LR Director Mike Doring's responsibility and are listed in his LR column elsewhere in this newsletter;
- ATS Productivity Work Group matters;
- Personnel Reform Advisory Council (PRAC) issues.
As you can see this is a busy time for us. Your suggestions and support are appreciated.
The 87th meeting of ATPAC convened at 9 AM, April 21, at FAA Headquarters. We received several briefings of interest . As usual, I'll cover items that interest us in FSS first, then briefly discuss the others.
We received a briefing from Bill Smith, ATR-FSS on the OASIS project. There are two vendors left in the run for the contract, Harris (who also supplies the CWSU equipment), and EDS. The contract will be awarded by August of 1997, with installation at the first AFSS (SEA) to be done by August of 1998, with MIA being next. The planned installation schedule is for 9 in 1998, and then a total of 21 by the end of 1999, with options for "up to" 61 OASIS systems. Right now all the FAA has funding for is the 21 (coincident to the number of centers). When asked why FAA hasn't gone ahead and bought all 61 at once, Bill replied that we elected to do a service contract. This means as upgrades get developed, the later OASIS systems can then be bought with the "new and improved" versions, not like E-Systems with M1FC, where by the time the later ones were installed, the system was already obsolete. They are looking at a 10 year life span for this system. OASIS will replace 2 AWPs, 21 FSDPSs and move those functions into the AFSSs. There are two phases to the OASIS program, IOC (initial operations capability), and FOC (final operations capability). The IOC will integrate weather text and graphics and flight plan capabilities. A survey done at MCN and FTW AFSSs recommended two 17 inch monitors to display the alphanumerics and weather graphics products, anti-glare monitors, tilt monitors, adjustable keyboards, and wrist rests, plus new cabinets might be needed to hold everything. The FOC would provide multiple inflight working cubes, the ability to do AFSS training in the AFSS instead of the Academy, integrated DUATS, Automated SUA information, and remote or portable stations which could be used for special events such as the Oshkosh Fly-in, and for use in Alaska at remote or seasonal sites.
One item I had hoped to see in the near future would be the capability of seeing the aircraft on the weather radar screen (aircraft situation display). This is not now part of the plan due to "policy problems" i.e. someone is afraid that if we can see an aircraft's position, that we'll start vectoring it. So, the ASD is a part of what they call the P3I, (preplanned product improvements) somewhere in the hazy future. AOPA has put in their appropriations request for FSS that FAA do buy all 61 at once and commit to the idea of 61 AFSSs remaining, but FAA at this point is not inclined to do so. One other question AOPA had concerning OASIS was answered by this briefing. GPS RAIM outages will be in this system and available to all users through DUATS or whatever system they are using. This has been an ongoing concern of AOPA's, thus this briefing satisfied the ATPAC recommendation that FAA provide GPS RAIM to all aviation users.
Ron Morgan briefed us on the primary enroute radar deactivation. FAA has decided to proceed with the decommissioning, but no time table was provided. FAA says the data does not support the idea that there is a significant problem with transponder failures. The idea that an enhanced DF system was required to allow the deactivation of primary enroute radar no longer seems to concern FAA, they no longer consider the study done by Martin Marietta to be a reason to validate their plans. AOPA has put in their appropriations request for $4-5 million for DF next year, but even if the money is granted, it will be up to each region as to how they want to spend it, either by relocating some that are not needed due to better radar coverage, or to buy new 9964 systems from the same company that made the ones we have in use now.
Under the auspices of ATPAC, a new GPS working group has met once. Fred Manthey from DRI is on that committee and their purpose is to explore all the possibilities for GPS usage and for the users to be involved in the implementation of GPS procedures into the NAS. Any questions, conta
Being one of the four EFAS specialists at ZHU, I brought to the committee an agenda item to bring the ATPAC membership up to date on the CWSU POC, and to see if I could get some news, since the POC has not been allowed to start yet. Chuck Reavis, ATO-100, our executive director, gave us a recap of the history of CWSU and the POC and then filled us in on the latest. This has become a political football. Some of the history was new to me, so I'll recap it briefly. The original contract in 1980 was for four GS-7 meteorological technicians in each center. In 1983, NWS on their own accord upgraded the positions to GS-12 meteorologists. NWS is charging a 24% overhead to provide the CWSU function. FAA approached NCAR (National Center for Atmospheric Research), now NCEP (National Center for Environmental Prediction) about their plan for EFAS to take over the CWSU, and asked for their opinion. After NCAR looked over our FSS and EFAS training, they said yes, with a little bit of additional training, that we could do it, and they offered to train us. When NWS, who provides primary funding for NCAR heard this, they said, do not train FAA or we'll pull your funding. So, then FAA contracted with Dr. Peter Lester of San Jose State University to provide the enhanced training.
NWSEO, the weather service union, has elevated this to Congressional Hill, so now FAA is also meeting with congressionals and their staffs to reassure them that, rhetoric aside, we can do the job, and that safety will not be compromised. I found out that one of the NTSB members is a former CWSU meteorologist. This helps explain why NTSB is so against the program. Ron Morgan and Dave Whately have met with Drs. Friday and Seven (NWS #1 and 2), and are in the process of working things out regarding the POC, so my hope is that by the time you read this, we will be well into the test. It is just a test, no long term decisions have been made, we just want to be able to prove that we can provide the service equally as well as NWS. We keep getting glowing reports about our comrades at the Command Center and the great job they are doing there. All the details as to location, etc. can be worked out later.
We received a briefing from Tom Fahey of Northwest Airlines regarding their turbulence avoidance program. They have some sort of turbulence plot program that they have been using since 1968 that they use in conjunction with weather depiction charts. They also plan their routes to avoid mountain wave activity by avoiding the highest and sharpest dropping terrain. They plot grids or profiles for planned level changes based on forecasts for turbulence. The briefing came along with an air traffic bulletin article we all will see on turbulence and reporting it.
Two other items of peripheral interest to us were deferred for further investigation. I submitted an AOC on the unavailability of RVR on the automated METAR reports. While walking the aisles at ZHU, I asked a few controllers what they thought about METAR/TAF. Their main concern was they can no longer get the RVR at an airport on their computer as before. This necessitates more interfone calls to towers when aircraft request RVR reports. I checked on our M1FC and it appears the RVR only comes out on Svc A when it is a manual observation, the ASOSs do not include it. I recommended the ASOSs be fixed to include the RVR in each METAR/SPECI. An AOC was presented regarding rapidly changing altimeter settings. PRESFR was on the METAR, but the controllers currently have no requirement to issue the actual rapid altimeter changes during the approach phase of flight. An aircraft crashed into some trees when making an approach to the airport with PRESFR, and NTSB felt if they had been given constant updates on the ALSTG as they flew the approach, they might not have hit the trees.
Wake vortex reporting might be the next type of pirep to come into the system. An AOC discussed the idea of having a formal wake vortex reporting system in place especially due to some of the more recent changes in wake vortex separation standards. The Air Transport Assoc. will present this idea to the wake vortex committee at their next meeting. In the same "pirep mode", there appears to be a problem with ATIS/AWOS frequency congestion. NBAA will put out a request for pilots to advise ATC facilities where ATIS and AWOS frequencies overlap so the problem areas can be identified and fixed.
We received briefings on the Land and Hold Short (LAHSO) program, Class B airspace requirements, and runway incursion program. Runway incursions appear to be on the increase, so for you pilots, "be careful out there." There is a lot of attention being paid to this by FAA with Willie Card now named the Runway Incursion Program Manager.
Other issues we covered included SIDS and STARS, visual separation both enroute (a new concept for centers), and during approaches to multiple runways; parachute jumping (we saw a video!); and pre departure clearances (PDCs). We also talked about poor voice quality on digital ATIS, and cutting a new ATIS when a tower must temporarily close to avoid a pilot getting old weather. Finally, we discussed LLWAS decommissioning. There is a reliability problem with the TDWRs, so we will have a briefing next time on TDWR, LLWS and something new called ITWIS.
That wraps it up for now. Remember to pass any concerns on a national level to me, and I'll be glad to bring them up for consideration.
This work group consists of; Joan Bolyard, ATO-340.7, Carol Veazie, ATM JNU AFSS, Bill Lukens, AS DCA AFSS, Fran Gullo, PPS MIA AIFSS, Nadine Torregano, ASW-540.5, Pat Loach, ATO-340.10, Fred Cooley, ATX-200 and myself. I feel like we have a pretty good cross section of people to discuss counting traffic. We met the last week in April to discuss the way we currently count traffic, and decide whether we need to change it. After doing some research, we found out that the way we count traffic now has been the same for around 40-50 years. What we found out both from our group and the survey was that it definitely needs to be changed somehow to keep up with the times. We have had two meetings, and the next one will be the week of May 12th. We are expected to have it completed by the 1st of July.
What we do in this group probably will have some effect on the restructuring and compensation work groups. We sent out a survey about 1 month ago and went through it at the last meeting. We are looking at counting the following: Pilot Briefs, Inflight Contacts, NOTAMs issued (both L and D), Flight Plans, Weather Observations, Broadcast functions, search and rescue, emergency services, PIREPS, SVFR with a control zone and customs notification. How much we decide to weigh each remains to be seen. There was a good deal of discussion at the last meeting on different kinds of pilot briefs, inflight contacts and flight plans (pre-stored as well). If you have any concerns or ideas about how you want these counted or weighed, let one of the work group members know ASAP. We are planning to meet the week of June 2nd and the week of June 16th if needed to complete the task.
With continued delays in the details necessary to implement the overall "Budget Deal" you recently read about in the news, all appropriations actions are still on hold. Fortunately, the budget framework doesn't lean as heavily on pending cuts as previously anticipated. Some threats to federal employees have been reduced. Your lobbyists continue to have meetings with Appropriations members and their staffs on the upcoming House Transportation Appropriations mark-up, which now isn't expected until late June or July. The legislation then works through the full House and on to the Senate.
Rep. Ron Packard (R-CA) introduced HR 1389, "Linked Financing" legislation developed last year by AOPA and former Congressman Jim Lightfoot. The concept, as its name implies, directly links aviation tax receipts to the previous year's FAA spending. In Rep. Packard's April 17th House floor remarks, he stated that "This is an innovative and bold new mechanism for ensuring that FAA receives the funding it requires while preserving the advantages of the existing tax structure. The services by the FAA are an essential government function, for which users pay. So it ought to be possible to spend more on FAA programs -- when and if users are willing to pay more.
If enacted, the key element would be that aviation taxes for one year would be set (by predetermined formula)( based on actual FAA spending in the previous year. Spending goes up, taxes go up; spending goes down, taxes go down. Two main results of linked financing would be the removal of FAA funding from the overall federal budget limitations, and preserving the current aviation tax structure, avoiding pay-as-you-go user fees. As under current funding, Congress would continue to write appropriations legislation for the FAA, but not be constrained by political brinkmanship and delays.
It's a vicious circle. That about sums it up. The events of the past month have been encouraging.... then discouraging.... then encouraging. In November, NAATS HQ sent a request to Chairman Hall, NTSB, requesting a meeting to develop a plan or procedure to allow us deeper participation in accident events. After 5 months of waiting, I sent a follow up letter myself. The response came from Chairman Hall himself, indicating his support in our efforts, and quoted Title 49 of Federal Regulations Part 831 Para. 831.11, which basically states who may be party to accident investigations. We as air traffic specialists could obtain "party status" if the situation showed involvement, and we could offer some expertise. (personal interpretation). He stated that party status was not automatic, and the IIC (Investigator in Charge) makes the determination on a case by case basis. He then referred me to contact the Chief of the NTSB's Major Aviation Investigations Division, M. Haueter, and set up a meeting at the Safety Board Headquarters for a detailed briefing by their senior staff. I have made this request through NAATS HQ, and will post updates.
At the BDR quarterly meeting, I sent a letter to Kurt Comisky to present to John Boyce, that I was going to try to arrange a meeting with our FSDO Office Manager, Anthony Liquori (and through my FACREP, I was told that John Boyce said to do so). I contacted the Manager at the PWM FSDO, and he was VERY supportive of my request. I suggested a "shadow program" to work with the Accident Investigators base at the FSDOs to gain knowledge in the process. I express my concern that our participation was to be non-intrusive and transparent. He did however, suggest I make my request through the Division Manager, due to concerns on legalities with the Office of Accident Investigation. So.... the vicious circle continues. The ball is once again in my (our) court.
I recently returned from a Symposium, held by the NTSB, on Corporate Culture & Safety. The meeting was attended by Major CEO's, Company owners, FAA Management, Global Accident Investigators, and Airline Management, as well as Management from all modes of transportation. It was inspiring to listen to and meet Jim Reason, Univ. of Manchester, England. He is a world renowned professor, with books and theories on human behavior. The theme was to develop methods to improve safety and eliminate weak spots in transportation safety practices. The Aviation culture was widely represented. Our counterpart NATCA has a representative there also. I made numerous contacts and expressed our concerns as a union, to enhance safety in aviation. It was worth the effort to attend, and all input was recorded, and will be compiled in a report to be issued shortly. I will keep NAATS posted. The future, I see holds a massive push for safety improvement and not to blame accidents on the corporate culture. More on this later. I will send ( if I have your address) copies of my latest efforts to all the regional representatives. I am not going to chase you down any further, to obtain your address.
Till next time....
Dan Holodick, BGR AFSS
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With the flood waters having receded and the cleanup under way, Grand Forks AFSS resumed its full range of operations after only two days of reduced services. This speaks very highly of the caliber of the employees there. Only time will tell how long the process of getting their personal lives back to full functionality will take
Dale Walker, NAATS CISD Peer, AGL, will accompany members of the NAATS/NATCA/FAA EAP Critical Incident Stress Management Program to meet first hand with FSS and ATCT employees and their families on May 16 and 17, with follow up visits planned throughout the ensuing months.
AGL has authorized administrative leave for regional employees desiring to assistance in the clean up. NAATS has asked the region to consider designating its affected employees eligible for the leave donor program should it become necessary.
An emergency assistance fund has been established in ASO to collect funds to help with the immediate financial needs of the affected employees. Persons interested in helping should make checks payable to The Great Lakes Relief Fund care of:
DOT/FAA Southern Region
ATTN: Denise Jenkins, ASO-50
Box 20636
Atlanta, GA 30320
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www.ed.gov - the Department of Education site has access to the National Parent Information Network, where one can download software to complete financial aid applications, access data bases for grant opportunities, or gain access to a wide array of research topics.
www.nps.gov - the National Park Service site gives you all you'll ever need to prepare for this summer's vacation sites. You'll also find lots of information on the Register of Historic Places. Lots of great links to related sites.
www.whitehouse.gov - Want to tell the President what to do next? Here's the direct link to the Executive Mansion. You can also take a virtual tour of the Nation's House, and gain access to all sorts of hot links to executive agencies. A special White House for Kids section is great for your younger children who are doing their social studies reports.
www.faa.gov - You will want to visit the site for direct access to all regulatory activities. Special links are available to ARP, ATS, AST, AVR, ARA and system safety.
www.house.gov; www.senate.gov - your direct link to the House of Representatives and U.S. Senate, respectively. You'll gain access to all individual members with eMail. You can also gain access through these sites to the Library of Congress (www.loc.gov), where a wealth of research capabilities exist.
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I did not report last month because there was a great deal of uncertainty with the information concerning the Oasis Program. I will not report information that I know may be inaccurate. There was a breakdown in the flow of information. This situation has been corrected. The Union has worked out an arrangement for a detail to DC for the sole purpose of Oasis. Scott Chapman has been identified for this detail. I will still remain the Oasis Representative. With all this, there is still precious little definitive information on what exactly Oasis is.
As you recall, in the light of procurement reform, Oasis is a vendor generated solution. We are in the final procurement phase. There are two vendors remaining, Harris and EDS. There are differences between the two, the basic commonality is that each should at least replace the present functionality of M1FC and graphics. Each vendor has a different approach to fulfilling our needs. This is the reason why no one is able to say with certainty what Oasis is. The agency is still holding to signing a contract in August of this year. Remember, the agency must commit the appropriated funds by the end of this fiscal year.
The agency is looking for a two monitor solution that will fit into the present consoles. Last fall, the agency performed a survey with selected individuals from MCN and DFW. Through the results of this survey, the agency determined that 17 inch monitors were appropriate.
The Union has objected to this survey. The objections are, the survey did not sufficiently address demographics, the presentation was not representative of the Oasis solution and the results were not based solely on the survey itself. The cost of the monitors was a significant factor, if not the determining factor for the results of the survey. The point is that the agency should not conclude that the users prefer 17 inch monitors rather than 20 inch or larger monitors. At this point in time, the agency has planned is to install two 17 inch monitors in the present consoles. There are some discussions on replacing the consoles, however nothing has been proposed or approved.
There is some discussion on replacement of the ICSS. There is a draft mission need statement, which has not been approved. One significant need identified is to support the interactive capability in Oasis. I have been also identified as the ICSS replacement representative. More to come of this in the future. Next time, Acquisition strategy.
Look for upcoming articles from Scott on Oasis, please remember we are both sworn to secrecy on the vendors statements.
The
1997 NAATS NATIONAL MEMBERSHIP MEETING
Wednesday, October 29
Thursday, October 30
at the new
Monte Carlo Resort
in
LAS VEGAS
Reserve the date now!
Please look for a special notice to your facilities for reservation details and agendas.
Please note: There will be an additional day of training for facility representatives only on Tuesday, October 28.
The last few weeks have been very productive for NAATS both nationally and regionally. If you are not a union member, now is the time to join. Flight Service needs the effort of NAATS both politically and administratively with the FAA. The efforts cost money that is paid by union dues. Share the load and join today.
President Michael McAnaw and I met with Congressman James Oberstar to discuss the needs of flight service. President McAnaw discussed: Center Weather Units and possible duties being performed by flight service personnel; Staffing needs and hiring that needs to begin immediately to keep flight service safe into the future; OASIS and the need to purchase equipment for all AFSS facilities for rapid deployment to the field; Special Use Airspace needs, programs at FTW AFSS and the need for national support of efforts of agency employee's; Classification of flight service personnel as safety positions and the oversight of the FAA on this matter.
Congressman Oberstar is a leading (No. 1 on my list) supporter of flight service in Congress. It is always a pleasure to deal with him on aviation matters especially those affecting general aviation.
Are you a supporter of the NAATS PAC? Join today - just $5 or $10 (or more) goes a long way to bring important issues before Congress on behalf of flight service.
You all know about the Darwin Awards - It's an annual honor given to the person who did the gene pool the biggest service by killing themselves in the most extraordinarily stupid way. The 1995 winner was the fellow who was killed by a Coke machine which toppled over on top of him as he was attempting to tip a free soda out of it. In 1996 the winner was an air force sergeant who attached a JATO unit to his car and crashed into a cliff several hundred feet above the roadbed.
And now, the 1997 winner: Larry Waters of Los Angeles-- one of the few Darwin winners to survive his award winning accomplishment. Larry's boyhood dream was to fly. One day, Larry decided to fly. He went to the local Army-Navy surplus store and purchased 45 weather balloons and several tanks of helium. Back home, Larry securely strapped the balloons to his sturdy lawn chair. He anchored the chair to the bumper of his jeep and inflated the balloons with the helium. Satisfied it would work, Larry packed several sandwiches and a six- pack of Miller Lite, loaded his pellet gun-- figuring he could pop a few balloons when it was time to descend-- and went back to the floating lawn chair. He tied himself in along with his pellet gun and provisions.
When he cut the cord, he didn't float lazily up to 30 or so feet as planned. Instead he streaked into the LA sky as if shot from a cannon. He leveled off at 11,000 feet. At that height he couldn't risk shooting any of the balloons, lest he unbalance the load and really find himself in trouble. So he stayed there, drifting, cold and frightened, for more than 14 hours. Then he really got in trouble. He found himself drifting into the primary approach corridor of Los Angeles International Airport. A United pilot first spotted Larry. He radioed the tower and described passing a guy in a lawn chair with a gun. LAX emergency procedures swung into full alert and a helicopter was dispatched to investigate. Night was falling and the offshore breeze carried Larry out to sea with the helicopter in hot pursuit. Once the crew determined that Larry was not dangerous, they attempted to close in for a rescue. Finally, the helicopter lowered a rescue line. Larry snagged the line and was hauled back to shore. He was arrested by waiting members of the LAPD for violating LAX airspace. As he was led away in handcuffs, a reporter dispatched to cover the daring rescue asked why he had done it. Larry stopped, turned and replied nonchalantly, "A man can't just sit around."
1-800-WX-BRIEF
Use It Or Lose It!
Our Address:
NAATS 11303 Amherst Avenue Suite 4 Wheaton, MD 20902 301/933-6228 301/933-3902 fax Walter W. Pike, Chief Executive Officer
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