NAATS NEWS, DECEMBER 1996
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NAATS/FAA Professional Committee Report
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MEMBERS ASK QUESTIONS AND GET ANSWERS FROM THE LEADERSHIP
The 1996 National Membership Meeting provided a forum where FAA and NAATS leaders were asked hard questions - and provided answers that were straight from the shoulder, if not eagerly accepted by the attendees.
Western Pacific Director Ward Simpson greeted the assembled crowd to San Francisco, the Western Pacific Region, and the 1996 NAATS National Meeting. NAATS President Mike McAnaw introduced the members of the Board of Directors, who in turn introduced their respective Regional Coordinators. Mac reported to the members about major achievements during the past year. He focused on coordinated efforts with NATCA and PASS to secure the retention of Chapter 71. "It really worked well," he stated. "We have other issues coming on line," the President stated, and "the future is, in my view bright."
Mac stated that our top priority is obtaining designation as part of the safety related work force. He reported that he has discussed the matter with AT-1, Ron Morgan, and that Morgan has indicated that he will push for this designation for Flight Service employees. Mac added that another major agenda item will be to further enhance the image of our Union, the growth of which was recently demonstration by our invitation to the White House for the signing ceremony for the FAA Reauthorization Bill.
"This union is built upon you. This is your union, and we are working for you. What we want to
see is a Flight Service that goes into the future. OASIS will help, and your support, bringing the
pilots back to us, will make that happen. We want to be the provider of choice," McAnaw
concluded.
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Deputy Administrator Linda Hall Daschle
Deputy Administrator Linda Hall Daschle stated, "I want to thank Mac, Wally, and Gary for their leadership and help in working on so many new initiatives," she stated. "We are producing the type of aviation system that the whole world will envy."
Daschle noted that the FAA is a "high profile" agency, but this year has been particularly noteworthy, and questions have been raised how well we are doing our jobs. "We must demand zero tolerance for accidents," she said. She also predicted that future historians will note that this period has been one of success. "You have helped us bring about meaningful change, and I thank you for it," she said. "In one hundred days, we were able to rewrite a hundred years of civil service rules." She added that her desire - shared by Administrator David Hinson - is to dramatically increase training for the entire workforce, and improve the tools and equipment used to enhance productivity, and invest in people. "We will become the model government agency," she predicted.
Ms. Daschle turned to budget issues, noting that a balanced budget will arise by the year 2002, but in order to do that, we will see tight budgets from Congress. The FAA has projected a $12 billion shortfall by 2002. While there are those who believe that Congress will not cut FAA funding, the FAA budget must grow to meet the demands of increased air traffic. She pointed to new hires in the controller work force, security inspectors, and a new hazmat initiative. She stated that the bigger problem is in the capital accounts to meet the increased personnel costs. This is a danger, she stated, because the infrastructure of the system is thereby threatened.
Making the problem worse is the fact that funding is increasingly unpredictable. With 70% of the FAA budget coming from the Trust Fund, and with questions being raised about continuation of taxes to support the Trust Fund, our "safety cushion" in the Trust Fund has been called into question. To meet this need, there is a "growing recognition that FAA financial reform must be accomplished soon," she argued.
She reported that the work coming from the Gore Commission to date has focused on security issues. They are now turning their attention to ATC and safety issues, and they will be looking at the future of Flight Service.
Questions and answers followed. She stated that she believes that the high end users of General Aviation - business jets in particular - should increase their share of support. She was specifically asked about the need for a Flight Service employment pipeline, since no new hires are scheduled to go to the Flight Service Stations. "I know of no plans to close any Flight Service station," she responded.
Asked about the promise to build smoking shelters, she remarked that "At a time we are battling for every dollar, I just don't think we can ask the taxpayers to fund this activity. It's the little things that shape the perception of how we do things."
A question was raised about DUATS, particularly whether its users should pay for that service. Daschle stated that "DUATS is a valuable service, but I also think Flight Service Stations are. I hear General Aviation wants both. You have to embrace new technology."
A question from the floor asked what the incentive is to work hard and save money in Flight
Service, when the savings go to the towers and the centers. "The system today doesn't provide
you with the incentive to save," she acknowledged. "Congress cuts our budget when we save
money. That's a reason why I believe in fee for service. We need a budget process that allows us
to give you the incentive to save. But some of the savings do need to go back to the taxpayer -
that's the reason for the whole process across the government." She added that we "really don't
know" what the true costs are for Flight Service.
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Associate Administrator for Air Traffic Services Monte Belger
The Associate Administrator was next up before the assembly, and he began his talk with a "conceptional approach" to the future of Flight Service. This is now part of the architectural proposal for the FAA. "The fundamental recommendation is that we need to continue with a federal system - nonprivatized, noncommercial - of Flight Service, and within the system, include a DUATS type of service. There should be no doubt about the goal."
He added that there needs to be more interaction with the users in the future, better weather graphics, and better equipment. There will be a discussion of "operational issues" for the future. "I am pleased that NAATS is participating aggressively and constructively," he remarked. "OASIS is a fundamental part of this operational plan for the future," he stated, and is at the testing stage with four vendors. He will meet with George Donohue and other Associate Administrators in December on a final investment decision. The new acquisition process should make that purchase a quick one.
As to personnel reform, "we will not unilaterally implement personnel policies or procedures that conflict with any contractual provisions," he stated. "And if we don't deal with them now, they will be raised in the next round of collective bargaining." He discussed the requirement to negotiate changes in the system contained in the new Reauthorization Bill, and voiced his support for the language. "This is something we want and will support," he added.
Belger also discussed the center weather function. He stated that "We are paying through the nose" to administer the provision of CWSU service by Weather Service personnel - perhaps as much as $6 million in overhead costs. He described three options: do the function ourselves, hire the weather service personnel into the FAA, or arrange a different financial arrangement with the Weather Service.
Belger discussed the issue of new pay systems. One of the objectives of personnel reform is to allow the FAA to get out from under complex civil service rules, he indicated. Complexity is not recognized sufficiently, according to Belger. He noted that Airways Facilities has done "a very thorough" job of drafting a new classification system. "NATCA has also been working on a new system for six years," he added, but Air Traffic had not bought into the process until recently. "We have also started looking at a new system for NAATS," he added, and announced that he will be meeting with Wally Pike and Don McLennan shortly to continue the work. Because ATS has been so far ahead of the rest of the agency, they have had to slow up the process to allow other segments of the FAA to catch up. "We have to be very, very, very, careful not to create expectations that compensation will increase dramatically," he cautioned, "because of the limits on our budget." The Congress expects the FAA and the labor unions to develop cost savings.
"I support the 2153 concept which bases the classification on complexity of operations, not just numbers," Belger stated, and he has signed off on this concept as a basis for a new pay system for the NATCA bargaining unit. They are attempting to identify a set of objective criteria, and then match pay levels to it. "We have had no discussions - none, zero, zilch - on dollars. And we are not going forward with any pay increase until we investigate offsets very closely."
Questions and answers followed. "Will we have 61 automated flight service stations twenty years from now? "I don't know, honestly," Belger responded. "There will probably be a time when we will start to build up the work force, and we are working on 1999 budget right now. We were successful in making the case for growth in the controller work force and I need your help for the Flight Service option."
A question was asked about the fact that human factors have not been part of the OASIS program. "It has to be addressed. It's a fundamental part of the process and will be addressed before I make an investment decision," Belger stated.
It was pointed out that there are about to be major cuts in our 800 number operational telephone
lines. Jim Washington was been asked to follow up on this area.
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Negotiation Report
Wally Pike, NAATS Chief Executive Officer and Chief Negotiator announced that this Annual Meeting contained some experimentation in format. We designed a program with high level administration officials speaking to us, we also have a speaker on investment, retirement, and related issues, and we have the traditional labor relation format as well. He asked for comments on all areas.
Pike called the current Board of Directors the "most insightful and productive group of individuals I have ever worked with." He also extended thanks to Mike McAnaw, who work together very closely in a spirit of teamwork. He also extended his thanks to Gary Simms, Executive Director, and Carol Dubin, the office manager. He added thanks to Mike Doring, particularly for his work on arbitration cases this year, and his work on performance appraisals negotiations. Irv Woods and Jeb Burnside's efforts "were invaluable" in the personnel reform effort, together with their counterparts in NATCA and PASS. Finally, he extended thanks to Bill Westin, who serves as the "Phil Donahue" at NAATS National Meetings.
Pike informed the group that Memoranda of Understanding (MOU) will soon be a subject of additional training. He asked for input, through the regional representatives, for the next round of collective bargaining. He stated that he expects negotiations to commence this coming June. NATCA and PASS will also be negotiating new contracts, and Pike expressed his belief that the three unions will be able to work together well. He also stated that areas he hopes to see expanded in our contract include antidiscrimination protections, Partnership, drug testing, union publications and communications, compensation, alternative work schedules, watch schedules, NTSB, medical exams, and others
He voiced support for Partnership, but noted that it cannot be a substitute for traditional
bargaining. We want to cooperate, he stated, and hopefully that will happen. "But," he added, "if
they are going to force us to be a bear, we want to be a Grizzly."
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Questions and Answers of the Leadership
A major portion of the meeting was devoted to questions and answers from the Directors and work group leaders. Pike noted that we are aggressively pursuing CWSU duties through bargaining; the normal weather training course (usually 12 weeks) is to be compressed to 4 weeks. Craig Campbell, the focal on the issue, added that "I have no doubt that EFAS specialists can and will do the job well."
There were requests for a new area of training: customer service. Pike asked Bill Dolan, as chair of the Training Committee, to take up the issue.
In response to the question about the recent failure of the M1FC, Mike McAnaw reported that he had contacted AT-1 Ron Morgan, who, to Mac's surprise, had not been aware of it. After a face-to-face meeting, Morgan announced his clear support for OASIS as an immediate need. Kurt Comisky, the OASIS focal point, informed the audience that a year ago, OASIS' future had been somewhat shaky. But that was before the impact of the GRASSROOTS 2000 effort, and the introduction of a new procurement policy. OASIS is one of the "lead the fleet" procurement items, and we hope to see implementation and installation next fall.
A question was raised whether OASIS will actually add capabilities to Flight Service, or whether it is basically a "whitewash replacement" for M1FC. Comisky responded that the new system capabilities will far exceed those currently available in Flight Service. This will be an integrated system, merging alpha numerical and graphics in a way we have never been able to do. The functionality for display of SUA information is there, although the automated function may not be there in the commercial market. "And it is a market driven process," he stated. "It is all expandable, with a server, a LAN, and a workstation," he added, and can be upgraded continually. Comisky also stated that the system has an excellent cost benefit ratio, and will in effect pay for itself within a couple of years of operation.
"A usability factor is a critical element in the evaluation," Comisky added. The speed of system operations is a major element of consideration. A question was raised about the DUATS element in OASIS. Comisky added that we want to bring the Director User Access (DUA) functionality into each Flight Service Station.
A question was raised asking whether we will be losing the Regional Coordinator position in the next contract? Craig Campbell stated that no one proposes this; our constitution calls for coordinators, and "I am not party to any discussion about eliminating the position." Mac pointed out that official time has been a sticking point in the past, and may well be an issue again in the next round of negotiations.
A serious question was raised about CWSU. The questioner stated that the FAA pays the Weather Service $9 million, which we could save if we take over the function. But the EFAS specialists need to be replaced in the facilities - 84 people - and there is no way to guarantee the replacement. Bill Dolan stated that these individuals will remain in our bargaining unit, and it is NAATS' position that these duties should not be kept in the center, but should remain in the Flight Service Stations. It was pointed out from the floor that if we agree to a test at a center, you are testing how it works at the center, not the flight service facility. Dolan responded that the test the FAA wants to conduct is whether our option can do the work, before they expend - maybe -dollars to move equipment around. We have never agreed to put this work into the center. If the agency says they are going to put this work in the center; we have the right to negotiate on the impact. We have to convince them that it should be done in the AFSS. Ron Maisel concurred, and stated that the real test is to do it at an AFSS, and see the productivity gains.
Don McLennan was asked a series of questions about the New Pay work group, and the NATCA 2153. He stated that the 2153 effort is an attempt to separate us from the NATCA unit; he also stated that the agency has some serious problems with it. Campbell stated that the 2153 proposal changes the basis of pay from volume to complexity of the work, which is how we got upgrades at the AFSS. NATCA also wants to tie staffing and pay to this issue of complexity.
"Regarding the New Pay structure, we want to know more specifics. The new pay bulletins are not specific enough. We need for information. Will the unit members have the chance to vote on any recommendation? Why will we wait for NATCA to act before we get going?" Don McLennan responded that the New Pay Bulletins he has been issuing were designed to provide as much information as possible. He challenged the group to respond to the following questions: do you want no change except more money? A plan that says we get paid more for higher work loads? A tiered system depending on traffic count? These are examples. Regarding NATCA, McLennan stated that he doesn't want to adopt a plan that says we would be willing to accept the "fact" that we will work more with less when NATCA says they want more money without changing their jobs.
"What time period are we looking at until NATCA presents its plan?" McLennan stated that the 2153 idea s being kicked around seriously now, and the pay plan will come soon thereafter - maybe some months. I want to see it before we commit ourselves to a position.
"On AWS, we have been hearing about cost-neutral and some computer program, and we want to know what our position is as a union on tying pay to costs and staffing" McLennan stated that the idea of "offsets" is worth looking at. We can show areas of savings that can be applied to our compensation. AWS and staffing are inextricably linked.
"AWS has a family friendly purpose. We can't forget that. On pay, is there any way we can quantify the amount of money we are saving the agency? Why do we feel we have to satisfy more savings before our pay can be raised?" McLennan responded that he agrees we have already made our offsets. Why should we base our plan on less resources, fewer people, and more work?
Pike was asked how we cope with personnel system change. He stated that there's a lot on the plate right now, including PRIBs. It is tracked by the ATS productivity work group, on which he sits, and which must approve each one before it is issued. NAATS, NATCA, PASS, NAGE, and others are on it. The process is bogged down right now because of possible conflicts with the collective bargaining agreements. We reserve traditional bargaining rights.
A question was raised regarding CIC work, and argued that we need compensation for it. McLennan responded that there is "a chance in hell" - but not much more than that, that a differential will be approved. It may one day move into the PRIBs. Interestingly, he stated, NATCA does not support CIC's, and PASS doesn't use them. It's possible, it's on the table, but will probably be part of pay reform. Campbell noted that we are trying, through the National Partnership Council, to get this considered. We need some figures and background to present this issue to the Council. It's win-win, because eliminating supervisors saves money.
One attendee next asked whether we could talk about reorganization? "We are concerned whether it is coming, if it is coming, and how it will affect us." Ron Maisel, chair of the committee, said that the process was working well until the managers' conference, when they realized that it was designed to eliminate supervisory positions. We want unit members to be multifunctional, he said, and be allowed to do more duties without supervision. However, this effort has stalled totally. Since 1981, our unit members have decreased by 1,000 while the management numbers has been reduced by 12. Despite the fact that the plan was developed buy consensus, the managers backed off quickly. The money pressure seems to be less also. T
A question was raised about seniority. "With the new negotiations coming up, has the Board decided an approach?" Ward Simpson responded, "not yet." Mike Doring stated that NATCA's recent decision to change their seniority rules was designed to keep their members in the unit; the FAA constantly uses temporary appointments and details as a way to avoid paying higher rates of pay. McAnaw noted that the NAATS position has been to allow the facilities to decide the appropriate measure for the facility. Boberick added that the issue has been highlighted at the national level, and the membership must make sure that their views are brought to the attention of the Directors and Wally Pike.
The future of Flight Service was the focus of several questions. "Considering staffing levels and retirement eligibles, is there any chance for new hires into Flight Service?" McAnaw stated that this issue has been raised with Ron Morgan recently, and we have been pushing it hard. We are taking numbers for critically short staffed facilities. Mac responded to a White House Commission inquiry that a pipeline is a necessity, and has carried the message across to AOPA and others. Campbell added that the staffing work group gets some lip service, but as to new hires, none are currently planned. There is sufficient money in Flight Service to pay for more people than we have on board, he added, but so far there is no planning for training.
"This last month's NAATS NEWS had an article on cutting down on trunk lines. Please address this." Bill Dolan responded that our 800 service operational lines were put into FTS-2000 many years ago. This is a GSA contract that covers all government 800 lines and gives AT&T the right to charge for so-called "excess" lines. Obviously, this is unacceptable, and the only thing we can do is to put pressure on the FAA to pay for it. It's a safety issue, and AOPA and ATPAC are going to look at it. Additionally, regions will be allowed to pay for it. Campbell said that it's "chump change" for the agency. The Southern Region has decided that they will pay for all current lines already.
A question was raised about performance appraisals " What ever happened to the new position description for Flight Watch Specialists?" Doring responded that once again, the FAA has not met its commitment. We have supplied our input.
"Will OASIS definitely abolish FSDPS, and what are the options for FSDPS Specialists?" Comisky responded that OASIS will eliminate the FSDPS positions. Scott Chapman, chair of the FSDPS committee, stated that there are more questions than answers about the transfer to AOS. Most FSDPS specialists will probably go to AOS, although we hope to allow them to transfer back to the AFSS facilities. He has started an automated mailing list to keep FSDPS personnel informed of developments and share thoughts. The transition to AOS may take place prior to the end of this year.
A question was raised about the National Partnership Council: when will our NPC and management make the process a reality in the regions? Mac responded that the FAA is supporting it, and we do. National Partnership dollars for distribution to the regions are there. The NPC at the national level owes the regions more; and we should ask Belger why the regional managers are so oppositional.
"Is there anything we should be doing politically now?" Irv Woods responded that while Congress is adjourned until January, this is a good opportunity to meet with Congressmen and Senators back home to build support for Flight Service. He is available to help members make such contacts.
"What about the major FAA reforms bills in this coming year?" Woods responded that FAA reform like McCain-Ford and Duncan-Lightfoot will be reintroduced and looked at again. Other questions were raised about GPS, DUATS, and other technologies, and their use in General Aviation and Flight Service.
Another question was raised about internal NAATS practices. "We all voted on the new constitution, " one member stated, "and I am concerned that the constitution is not a living document. There are areas we might want to vote on as an assembly." Bill Dolan stated that the constitution provides for an amendment process. Any member can start the process, spread the word and propose the change. You need 20% of the members on a petition, and then we have to have a vote. Simpson added that the membership has the ultimate power to vote. What needs to be identified are the specific changes to the constitution that are necessary.
Reports were also provided by Ron McKinnis on behalf of the Future Vision working group, on
OSH from Suzanne Pellosmaa, GPS from Fred Manthey, Jim Parris on EEO.
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Title V and Chapter 71
Executive Director Gary Simms gave a talk on the experience and relationship between Title V, Chapter 71, and the new personnel system under development at the FAA. During the past year, the potential loss and the restoration of Chapter 71 and Title 5 protections has been one of the most important issues facing NAATS. It has been an issue which has required the coordinated work of our leadership - Mike McAnaw, Wally Pike, and the Directors - as well as our legislative staff of Irv Woods and Jeb Burnside. I would also be remiss in not publicly thanking our friends in both NATCA and PASS with whom we worked very closely to make sure that all of us retained - and even enhanced - the legal basis for so much of what we do.
Let me take it a step back and remind everyone what Chapter 71 and Title 5 are all about. When we use the phrase "Chapter 71" in this context, we are really talking about the Federal Service Labor-Management Relations Program, contained in the Civil Service Reform Act of 1978, as amended. Since it appears in Chapter 71 of Title 5 of the United States Code, we often refer to it as Chapter 71.
Title 5 contains all of the personnel laws that cover federal employment, from antidiscrimination to pay to leave to travel to insurance, retirement, promotion, training and classification.
Chapter 71 contains most of the rights we all think of when it comes to labor management relations. That includes the right to form, join, and be represented by a labor union, without any fear of reprisal from management. It means the right to be free of unfair labor practices - prohibitions against any management action that interferes with the exercise of employee rights; It means that management is prohibited from discouraging membership in a union; It means that management is prohibited from discriminating against an employee for filing a grievance or a complaint; It means management must negotiate in good faith with the union.
Chapter 71 also gives us various avenues of appeal in case of management violations. Not only does it require a negotiated grievance procedure - it provides for arbitration, and it provides for appeal to the Federal Labor Relations Authority for violations of the provisions of the Chapter. Chapter 71 also provides for the resolution of negotiation impasses through the good offices of the Federal Mediation and Conciliation Service. Finally, Chapter 71 provides for the judicial review of all of the activities under the law which relate to employees and the rights enumerated.
We all know what happened last year. The FAA persuaded a majority in Congress that so-called "reform" was required in financing, procurement, and in personnel. For a wide variety of reasons, most of them being political in nature, Congress didn't budge on the issue of financing reform - on budget or off budget, new taxes or user fees, an independent FAA or a corporation. Almost everyone agreed that procurement reform was a necessity - since the FAA had set a record for cost overruns, equipment that didn't work, and programs that were scandalously absurdly operated.
For some reasons, never well articulated, the FAA persuaded the Congress to through in so-called "personnel" reform at the same time - almost as an add on. The brains in the legislative department at the FAA thought that the best way to do it would be by exempting the FAA from ALL personnel provisions of Title 5 - not just Chapter 71.
That immediately ran into a political roadblock. Congress was not about to exempt the FAA from antidiscrimination laws, from retirement and insurance, from veterans' preference, from whistleblower protections, so all of these particular area were left in.
We fought a vigorous campaign to keep chapter 71 in the list of items to stay applicable, but despite the best efforts of many friends on Capitol Hill, Chapter 71 was eliminated, and when HR 2002 went into effect on January 1, 1996, the FAA had 90 days within which to create a new personnel system - including a new Labor-Management relations program. I won't reiterate here the incredibly long hours put in by all of the Directors, by Wally Pike, by Mike McAnaw and Mike Doring through the coalition process with NATCA and PASS during the first three months of the year. Suffice it to say at this juncture is that we all worked together. We saw at once that we had to have some legislative basis for a Labor-Management program with Chapter 71 gone away. There was simply no way we could gain access to the courts, the FLRA, or any outside authority to review disagreements between ourselves and the FAA. We had all of the promises of the FAA and its leadership to enter into a true partnership, and to continue adherence to the principles of Chapter 71 - but no way to enforce them.
The clock was ticking, and the midnight hour was April 1, 1996, the time at which the new personnel system was to go into effect. The FLRA had already said that they would not listen to any appeals against the FAA after that date, because they lacked jurisdiction with Chapter 71 eliminated for us. Together with our NATCA and PASS friends, we agreed that the restoration of Chapter 71 was essential. And thanks to the good work of our friends on Capitol Hill, and the ability of our friends to obtain the blessings of the Administration, we were successful at the last hour of obtaining the restoration of Chapter 71 through Congressional action. At that point, we were back at the status quo - at least as far as negotiations, labor management relations, and related items were concerns. What was left, however, was the fact that a new personnel system was to be implemented.
Now how far was the FAA allowed to go without obtaining the agreement of NAATS and other recognized representatives? What we now call the PRIB process began, and those couple of items which impacted on our bargaining unit were not put into effect until NAATS signed off. So to a certain extent, we were living in a bit of never-never land. We didn't know whether the congressional grant of authority contained in HR 2002 to the Administrator to establish a new personnel system mean that unions had to be consulted, or whether negotiation was required, or if the traditional limitations within Chapter 71 on negotiability applied to deliberations for the new personnel system changes. As a footnote, Chapter 71 places whole areas of activity outside of the scope of negotiation. That chapter says that the agency does not have to negotiate on the numbers, types, and grades of employees, or positions assigned to a work unit, or on the technology, methods, and means of performing the work. All of these areas, traditionally under Chapter 71, are not negotiable without the concurrence of management.
Obviously, when we are talking about the kinds of major systematic changes called for by Congress, many of these changes would - at least under Chapter 71 - not be deemed negotiable.
Now on the bright side, FAA management has pretty much frozen issuance of new PRIBs in recent months, so we have not been forced to test the limits of what we have the right to negotiate about, and what we don't. But again thanks to friends on Capitol Hill, our legislative staff, and the cooperation of NATCA and PASS, we have successfully obtained language in the new FAA Reauthorization Bill which clarifies this area. The bill says that in making changes to the personnel management system initially implemented by the FAA on April 1, "the Administrator shall negotiate with the exclusive representatives of employees of the Administration certified under Section 7111 of title 5".
The bill goes on to say that if agreement is not reached on these personnel system changes, the FMCS is brought into play to try to resolve the differences. If the FMCS can't obtain agreement between the FAA and the union on changes to the personnel system, the change suggested by the Administrator must be transmitted to Congress, along with the objections of the union. Congress has 60 days to decide before the proposal goes into effect. In addition, the new reauthorization bill contains another set of important protections. Until January 1, 1999, basic pay, including locality pay, and operational differentials "shall not be adversely affected" unless agreed to by the representatives. I can't speak for our Chief Negotiator, but I doubt we would accept any pay proposal that adversely affects pay among our members.
Second, under the statute, negotiated collective bargaining agreements remain in full force and effect until the normal expiration date unless we agree with the FAA to do so. So where are we? If we have a traditional bargaining issue, the requirements of Chapter 71 seem to still apply. That includes issues of negotiability, and appeals to the FLRA. It's traditional, and we can understand it. On the other hand, if it is a negotiation concerning a change in the system itself - usually to be expressed through a PRIB, then issues of negotiability go away, because we will be under the special requirements of the new statute. In other words, traditional limits on what we can negotiate - or what we have the RIGHT to negotiate - have been eliminated. For the first time, issues of staffing levels, grade levels, pay technology, methods, and means of doing the work will become negotiable.
The FAA asked for personnel reform authority, with the ability to write a whole new system. The also got something they didn't ask for: they now have a true partner in that process.
Mike Doring will be talking a bit more about impasse procedures, but I wanted to leave you with
this challenge: we asked for the ability to do more... are we ready to take up the challenge? With
leaders like Mac and Wally, I have every confidence that we will be able to do it, and do it well.
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Grievances and ULP's
NAATS Labor Relations Director Mike Doring provided an update on grievances and unfair labor practices. "NAATS is growing up in the sense of a true union, and the FAA is recognizing that. We're not done. We have a long way to go, but we're getting it done," Mike stated. He added that the Board recognizes that there is a need for more training, and has scheduled four classes in 1997 - two basic and two advanced. "We put a lot of responsibility on facreps - by choice, not by chance," Doring stated, "and they need the training." With dwindling resources, the elected officials of this union are seeking every way possible to secure our future.
On performance appraisals, Doring stated that it is a pass/fail system; it is to be on the last 18 months of performance - not 3 months or 6 months. Other supervisors are required to have input if you worked for them. One the determination is made, an award fund - and time off - will be available under the terms of the MOU. "I would like to hear some feedback on what types of awards are being handed out," Doring requested. "And if you are not being rated, I need to know that too."
Our contract expires in July, 1997, he reported. "Wally has been working diligently in collecting issues and proposals," he added, "and you are going to have to live under the contract. Tell us what you want, tell us what is bothering you."
On alternative work schedules (AWS), Mike stated that the FAA ran a study geared on the centers, which alleges that it costs the FAA $6 million a year for Flight Service. We have a negotiated agreement for AWS, so we have refused to negotiate with them since the issue is "covered and contained" in our contract. However, the FAA is continuing to try to undermine AWS at the facility level. Mike reminded the audience that if the facility makes such a suggestion, it should be elevated to the region, and then to national.
Our experience with ULP's on the national level has not been very productive, Mike added, and
we have had more success at the regional level. On the arbitration front, we are doing much
better, and our successes are beginning to mount. The effective representation of grievances at the
regional level is helping make our position stronger at the national level.
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Jim Washington Offers Air Traffic Insights
The NAATS Board of Directors held its regularly scheduled quarterly get together in October, just preceding the National Membership Meeting in San Francisco (see accompanying story). Budget planning, government relations initiatives, preparation for collective bargaining, and meeting with FAA's AT-2 Jim Washington were among meeting highlights.
The highlight of the meeting was a special presentation by the FAA's Jim Washington, AAT-2. Washington expressed thanks to President Mike McAnaw and NAATS CEO Wally Pike for the chance to come and meet with the NAATS leaders and exchange some ideas about the future of Flight Service. He specifically asked for help about the priorities that are coming from the bargaining unit, at a time when we can take advantage of new legislative authorities and anticipated new programs from the White House after the upcoming election.
Washington stated that the new Director of Air Traffic, Ron Morgan, has a background in structure, process and concepts ("architecture"), and now has moved to the operations area. The transition to his leadership means that there has been an adjustment in Air Traffic priorities, but the way in which senior Air Traffic interacts with NAATS will remain unchanged, allowing for a good flow of ideas. Morgan reportedly does want to improve the partnership process.
In addition to his Air Traffic duties, Washington is now also serving as the FAA's liaison to the White House Committee on Aviation Safety and Security Commission. ATC issues will soon be addressed by the Commission, and there is a current "window of opportunity to help them establish agenda items. He stated that there will be an opportunity" for the interests of General Aviation to be addressed. The issues of financing and sustaining FAA operations in the future, as well as the structure for providing services, are likely to be the key focal areas. The FAA believes that fundamental changes in both areas are necessary. The outcome of these debates will be resolved in Congress.
He indicated that the Commission will release its last report on February 1, 1997. Under the Reauthorization Act, a Management Advisory Board (industry members, primarily) will be looked to by the new Administrator to help manage the agency. The bill also identifies a Finance Board (comprised of private sector representatives) to study ways and means of financing FAA operations in the future.
In response to a question from McAnaw about Air Traffic's reaction to the M1FC failure several weeks ago, Washington stated that Flight Service modernization is centered on OASIS. He quoted a letter from Morgan to McAnaw stating that "Air Traffic is committed" to the implementation of OASIS immediately. It is one of six "lead the fleet" projects under the new procurement authority, designed to demonstrate the effectiveness of the new procurement system. Washington stated that within the FAA, there remains the need to make sure those in acquisition understand the needs from the operations side of the agency.
There was discussion about the fate of Reorganization, which Washington remarked has been languishing in recent years. With more than a year and a half experience in Phase 1, it will be necessary to provide training and to evaluate results before moving to the next Stage. Craig Campbell noted that as membership in our bargaining unit dropped by over 1,000 since 1981, the number of staff and managers has gone down by a total of 12. Reductions in staff and management are essential, according to Washington, and he reported that the targets set by the NPR have largely been achieved outside of FAA headquarters. "We have not done our part in Washington D.C." he stated. .
Mark Boberick stated that even with OASIS, because of the reduction of the work force, we are pushing customers elsewhere. A reduction in facilities would lead to even fewer staff - a spiral downward which will have an impact on safety. Kurt Comisky stated that, in effect, we have limited the pilot's access to a weather briefing, and forced the customers to accept something less. Bill Dolan added that Bill Jeffers, the prior head of Air Traffic, had suggested that Flight Service would have to "sell itself" to the customer. However, Dolan stated, with the proposed removal of telephone lines, and with the reduction in manpower, it is increasingly difficult for us to "sell" the public as Jeffers suggested. Ron Dawson stated that he has been dissatisfied with the newest Architecture Work Group's receptivity to NAATS involvement and point of view. He added that its decision-making process seems focused on the OASIS procurement date, making it at least appear that a decision from the work group will impact on the number of OASIS systems ordered.
Washington stated that both AOPA and NBAA have been supportive of Flight Service and the need for ongoing staffing of Flight Service - and indeed, have argued for increase staffing levels. "Everything under the sun has to be addressed," he stated, to meet the challenge presented by external forces - primarily the budget restrictions in the coming years. As a result, financial reform is increasingly important he argued. McAnaw noted that AOPA is increasing efforts to recruit and train new students, which of course will impact on the need for Flight Service.
Ron Maisel raised the issue of "safety related" status of Flight Service controllers. Washington responded that Flight Service are "of course" safety related, and he agrees with that point of view "lock, stock and barrel." He remarked that the issue is being actively pursued within Air Traffic, and he pledged that Air Traffic would do everything possible to see that this status is attained through the budget process. Washington also added that attainment of the safety status is not necessarily a guaranty of job number growth; in fact, the controller work force is increasing not because of its status, but because of projected increases in the controller work load. Maisel reiterated that the Reorganization effort demonstrated ways in which additional staff could be made available, but management disregarded these ideas. Maisel also added that with potential retirements, unless a new pipeline is established for future controllers, there will soon be insufficient people to do the existing work - let alone to handle the growth in the work load that is anticipated.
Washington stated that the only way we can establish a true level of staffing is through creating a staffing standard which has a basis in reality - a sustainable position we can defend on Capitol Hill. The current system for establishing staffing levels "is not sufficient, to say the least."
"The focus is clear to me. In the current climate we've got to look outside our traditional
definitions of how to support and sustain the organization," Washington said. "We've got to be
more creative, and make sure we're not driving the process with the wrong end point," he added.
We need to "look seriously at the interactive DUATS" capability in OASIS, and emphasize the
need for the "human interface" in safety.
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Work Group Reports
A major portion of the Board's agenda was devoted to reports and discussion of the various work groups in which NAATS is participating.
New Pay Plan: Don McLennan reported that there have been no developments since the Pay Plan group met in CMD to create a charter, which was subsequently rejected by the Compensation Committee of the FAA. McLennan added that FAA management has communicated to NATCA that "personnel reform" must be a part of their 2153 proposal to be acceptable to the FAA; an increase in pay alone is not acceptable. McLennan stated that the charter drafted at CMD contains much that is commendable, and should remain under active consideration. McLennan is scheduled to meet with Pike and Monte Belger soon.
Reorganization Work Group: Ron Maisel reported that there is little activity to report. The managers' meeting in Arizona appears to have resulted in a decision among the managers to slow down the process. FAA headquarters officials seem not to have much more information. It is clear that first line supervisors are being hired and selected (on a permanent basis), in apparent violation of the Phase 1 requirements. On a national basis, there has been no bargaining. Article 9 briefings have been canceled twice by the FAA for Pike and Maisel at FAA headquarters.
Staffing Standard Work Group: Craig Campbell reported that the group has not met since the last Board of Directors meeting, and is still waiting for the data requested from the FAA. Campbell noted that the standard is just one part of the equation, because it does not deal with authorized positions, hiring limits, or funding.
CWSU Work Group: Campbell attended a work group meeting in July on the issue of how EFAS specialists might be able to assume the CWSU functions. They are looking for ways to move the EFAS (and perhaps in-flight) into the center, and undertake CWSU duties as well. The primary focus, however, is on CWSU at present. Campbell stated repeatedly that FAA would have to bargain the impact. Pike asked the Board if it is still their position that we want to undertake CWSU duties? The consensus was "yes", with the understanding that we still oppose the physical location of the duties in the centers, and that the duties must be in the AFSS.
OASIS: Kurt Comisky pointed out that the entire outlook for OASIS has changed in the last year, from whether or not the program would proceed to its current "lead the fleet" status as noted by Jim Washington. He stated that we should be supporting a lease of software and graphic services; the FAA should purchase hardware and maintain site level maintenance; that OASIS should incorporated remote monitoring; that immediate installation of OASIS should be a top priority; that DUA functionality at each facility is essential; that ASD and automated SUA should be incorporated; and that dual monitors should be part of the system. The latest rumor is that the contract will provide for incremental purchases; that is, the FAA will order 20 immediately, then a second 20, then a third. This will be more expensive for the FAA, since the contractor will take all of the projected profit out of the initial buy, increasing total costs.
Future Vision: Ron McKinnis presented a draft of a paper prepared by his NAATS work group, with special thanks to Dan Hart and John Dibble for their assistance. The project is designed to articulate a NAATS vision of the future for Flight Service as well as for NAATS as an organization. A revised draft will be submitted to the Board at its March meeting.
Flight Service Architecture: Ron Dawson distributed copies of materials created by the Future Flight Service Architecture Workgroup, including a copy of his report to the membership in NAATS NEWS. It also included a copy of more than 60 "brainstorming" ideas for the AFSS. The main thrust of the group appears to be consideration of a functional realignment of Inflight Flight Plan areas to ARTCC boundaries, and consolidation of hard to staff, inefficient, and/or costly AFSS into fewer facilities. Campbell stated that the consolidation discussions have been largely inconclusive because of the group's refusal to consider basic elements of the traffic count or other activities undertaken by Flight Service personnel.
The group seems to be pointing towards OASIS as a key to the process, but ICSS limits are probably a more significant roadblock. The work group only has one meeting left before they report to the OASIS decision makers on the number of facilities they are recommending.
FSDPS: Scott Chapman reported on the probably transfer of FSDPS personnel to AOS. Nothing is concrete at this stage, he stated. Terminal and enroute automation went to AOS about 18 months ago, but the FSDPS transfer has not taken place. Many questions still remain. He described the use of the new automated mail list for use in FSDPS issue discussion.
800 Line Cuts: Bill Dolan reported on a series of briefings he has attended on the subject.
Recently, AT&T has asked for relief under the FTS-2000 contract, which will permit AT&T to
remove so-called "underutilized" 800 calls - or else substantially increase the rates they charge.
There is no negotiation involved with the FAA, since it is a GSA contract. Any "extra" line cuts
will be negotiated regionally between the FAA and NAATS. Overall, Dolan reported, they want
to reduce our lines by over 50%. It was noted, however, that Regions can retain their lines if they
are willing to absorb the additional cost, an amount called "chump change" by one disgruntled
Board member.
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Presentation by Ron Smith
Ron Smith, the former President of CAPRO, is now President of the renamed Air Traffic
Specialists Association of Canada, as the system in that country is being commercialized into a
private entity. They are becoming a private sector union, and are negotiating changes required for
the transformation. He also talked about the impacts on the change to fee for service.
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Mac Reports
NAATS President Mike McAnaw had begun the meeting with a series of reports on CPP moves, meeting plans, and partnership. He noted that Temporary Flight Restrictions, national meeting of regional gatekeepers, sharing successes and failures of regional and facility activities, and CPP procedure management in the regions will be discussed at the next meeting in Atlanta. Kurt Comisky asked that he be replaced on the committee, and Mike Terry was appointed to replace him. McAnaw reported that the next meeting of the DOT Partnership is scheduled for November 19. He also circulated copies of a response made to the White House Commission on Aviation Safety and Security on critical issues facing Flight Service.
McAnaw reported that after a conversation with Phil Boyer of AOPA regarding a recent article in
AOPA Pilot, McAnaw will be given the opportunity of writing a response to the contention that a
DUATS briefing equates to a Flight Service weather briefing.
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Pike Reports
NAATS CEO Wally Pike provided the Board with commentary on several issues. He suggested a change in Board agendas, including written reports from participants prior to the meeting, and will work with Simms and distribute a proposal prior to the next meeting, perhaps for use at the December meeting.
On the collective bargaining front, Pike gave a report on Midterm Negotiation issues, and stated that we should review significant MOU's at future meetings of the Board. It was also suggested that we add MOU discussions to facrep training. Pike
initiated a discussion about plans for the next round of collective bargaining, including potential
team members and support, a timetable for the development of proposals.
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Simms Reports
Executive Director Gary D. Simms presented the recommendation of the Budget and Finance Committee to the Board for a 1997 budget . The Board reviewed the budget -line by line - and made several critical changes, including allocating funds to support the New Pay initiative. There was a consensus to allocate up to $60,000 from the LMR Fund to support 1997 contract negotiations. The final budget will be reviewed by the Board at its next meeting (in December). Copies of the budget will appear in a future issue of NAATS NEWS.
Simms reported on the special National Meeting edition of NAATS NEWS, the regular monthly
report, and on the establishment of a web site at www.naats.org. In other business, he reported on
a contract for the 1997 meeting in Las Vegas, investigations for 1998 (New Orleans is the target),
and 1999 (Las Vegas again). The Board directed that a day of facrep training be undertaken in
conjunction with future National Meetings.
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Doring Reports
Director of Labor Relations Mike Doring gave the Board an update on current ULP's and
arbitration matters. He reported that the Kansas City CPP arbitration has been continued to
December 6, in Washington D.C Doring added that the Arbitration Committee has approved
taking a series of additional matters to arbitration. The next training session will be held in
Phoenix in February, and it will be advanced training. The June training session will be basic
training.
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Woods & Burnside Report
Government Relations Liaisons Irv Woods and Jeb Burnside led a Board discussion of recent legislative activities and future priorities. Woods reported on major legislative achievements this year : Chapter 71 restoration, FAA funding issues and appropriations (restoration of PCS cuts), FAA reauthorization (negotiate, not consult on personnel reform), fighting successfully against user fees. Some items will be continuing next year: weather observations at AFSS locations, and safety work force status (with sufficient manpower to do the job). Burnside stated that we will not commence serious Congressional action until January, particularly if there is a change of leadership in either House, since many subcommittee chairs will be shifting.
Woods reported that the PAC has been very active. Our contributions from the PAC have been
fairly equal between Democrats and Republicans, although not necessarily by design. We have
made more contributions to House races than Senate races. Back to Table of Contents
In Other Issues
In other matters, Wally Pike reported that there has been no change in the FAM program since the last meeting; Rick Flores reported that he is available for advice as the medical representative, and he received the congratulations of the Board on his attainment of RN status; NAATS Treasurer Ken Lloyd has announced that he will be resigning; Bill Westin, Ward Simpson, and Bill Dolan will work on a proposal for a review of the NAATS constitution; and the future meeting schedule of the Board was confirmed: December 2-6, 1996 in Silver Spring; March 3-7, 1997 (DC), June 23-27, 1997 (DC), October 27-28, 1997 (LAS), National Meeting 29th and 30th, 1997, and the Board on December 1-5 (DC) in 1997.
WEAR YOUR NAATS LOGO!
NAATS Headquarters is pleased to announce that ever-popular golf shirts - complete with pocket - are available for purchase at $15 per shirt. Colors available are White, Red, Navy Blue, and Black, and they are available in medium, large, XL, and XXL. There are several yellow and black XXXL without pockets.
Also available for purchase are the new NAATS embroidered denim jacket. These are all American made by Union workers, and have a beautiful NAATS Logo on the back, stitched in yellow, with a white suede circle surrounding the logo embroidered with the name of our Union. They are available in Small, Medium, Large, and XL for a charge of $75.
Please call Carole or Eva at headquarters to order your Union regalia.
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NAATS/FAA PROFESSIONAL COMMITTEE REPORT
The NAATS/FAA Professional Committee met October 8-10 in Washington DC.
Participants for NAATS included: Ron Maisel, Chair; Ward Simpson, Craig Campbell, Mike Terry, Kurt Comisky, Tom Halligan, and Gary Simms. Participants for the FAA included: Shan Franklin, ATX-500; Pete Quinn ATO-120; Mike Coffelt, ATX-110; Lyle Miller, ATO-120; Ellen Cook, AIT-200; Bob Coffey, ATO-140; Jim Slate, ATO-140; Bill Smith, ATR-320; Myron Jenkins, ATR-320; Carol Gaunt, ATO-120; Pete Kovalick, ATX-320; and Jim White, ATX-310. Shan Franklin welcomed the group to FAA Headquarters.
OASIS was the subject of a report by Bill Smith. He stated that there is strong support for OASIS among management; although volatility of requirements has been significant. The ORD was finalized and approved by ASD. There has not been a contractor selected as yet. The agency is now doing an investment analysis regarding the capabilities of contractors (determined through the recent site visits) as measured against the 98 capabilities distilled from the ORD. There is no true "cots" system ready to plug and play right now; venders have indicated that it will be ready by the end of the year. The Operational Capability Examination (OCX) Analysis is to be completed on October 15, with vendors being notified on November 1. The Investment analysis is to be completed on December 12, with a JRC investment decision on December 19. It was noted that some major design issues (the need for new consoles, the size of monitors, the number of work stations, location of test facilities, etc.) have not been resolved, and NAATS representatives suggested that we need involvement in the decision making process. Similarly, many issues regarding connectivity have not been resolved.
Smith provided a budget break down of the program by fiscal year; however, Maisel stated that more definitive information was necessary so that we can monitor exact costs by program authorization code.
Carol Gaunt gave a report on the Flight Service Issues Work Group, which followed up on previous work groups. Privatization has in fact been rejected, but a variety of "global" considerations are under discussion - and no decisions have been made to date. A contractor is collecting requested data, to be shared with the group at a meeting in December in Dallas. Major objectives are to identify the optimum number of facilities or a range of alternatives. Also being examined is development of a concept for matching resources to meet demand, aligning in-flight service areas with ARTCC boundaries, identifying a flight planning area for use of commercial, kiosk type equipment, defining the capability of M1FC and ICSS to support functional and/or facility consolidation, and investigate the creation of a Flight Service Network of data in conjunction with the common national aeronautical information and weather data base. These issues are being examined from a short term, mid term, and long term perspectives. It was clear that while the word "consolidation" is not being used, the group seems to be aiming at reducing the number of AFSS's.
Pete Kovalick provided the briefing on current staffing levels. It indicated a total of 3,374 Flight Service Employees, including 2464 bargaining unit employees (plus 124 automation specialists for a total unit of 2,588).
Jim White ATX-310 gave the report on budget items. In the submission to the Congress, requests are made, but the money provided is not always equal to the budget request, nor is the manner in which funds are expended exactly the same as the budget request items. The budget assumes attrition in FY '97 in FS workforce, with a leveling off in FY '98. (This is supported by DOT, but faces a challenge from the NPR review because the controller work force will be growing.) He noted that a portion of costs associated with Contract Weather Observation contracts are listed in Flight Service budget. Attrition has been greater than expected in recent months in Air Traffic.
Pete Quinn began his briefing on the Auxiliaries. Congressional language was adopted in the new appropriations bill requiring an FAA certification for closure of New Bern and Hickory; the certification will be forthcoming. Pierre must remain open for a minimum of 180 days before it can be closed, under the statute. There is $1.05 available for associated PCS moves in the FY '97 appropriation, plus $1 million left over from FY '96. This, according to Quinn, is sufficient for the closure of all CONUS auxiliaries in this fiscal year.
Quinn added on DUATS that GTE came on line on October 1 under the new contract with only one T-1 line available; there were other problems as well on the start up. Users are not happy with what they are seeing in terms of the applications software. The ability to search for adverse weather conditions without a complete briefing is a particular problem. DTC is on-line with their old program on new hardware, and must still be tested by FAA. Quinn stated that GTE is claiming a loss of business due to FAA requirements; the FAA is responding that problems are the result of additional factors added by GTE to their program. When OASIS comes on line, DUATS will be integrated into the system, according to the thinking now current in headquarters. Quinn stated that there were a total of 5.1 million DUATS transactions last year. The budgets are set at around $9 million for this and the following two fiscal years (possibly growing to $11 million in FY '99).
Quinn also reported on the planned reduction in 800 operational lines. According to a study undertaken by AT&T, roughly one-half of all trunk lines are "underutilized" according to the terms of the GSA FTS-2000 Contract. Unless the regions pick up the tab for the so-called "additional" lines (as has already been done by the Southern Region), there will be a 3.2% default built into the system, meaning pilots will get 3.2% busy signal when calling.
According to Quinn, $104.6 million was spent on the VDF program (salvage value was a mere $3.7 million), and there is no clear accountability for where the money went. There is a possibility of a GAO or IG investigation on the program. A replacement for VDF? Quinn stated that we are hoping for new capabilities to be added in the OASIS system. Until then, the 9964 system is working and is supportable.
As to GPS in Flight Service, the uplink/downlink data display on the OASIS seems to be a good direction in which to head, according to Quinn. The FTW AFSS proof of concept remains theoretical at this stage, but technology is not now available at the AFSS's. ATR-130 (part of the ARS unit to be) is the unified office for GPS.
Metar/TAF Training activities at the FAA Academy and training issues were reported on by Mike Coffelt. He noted that current records are not accurate, but that reporting capabilities will be enhanced with the adoption of "Trax" in about one year.
A report was given by Ellen Cook on ODMS, noting that the program has been rebaselined, and that the delay is due to a need to accommodate all existing formats. There should be no change in the information at the AFSS level.
Bob Coffey and Jim Slate provided an update on Contract Weather Observations. Funding is increasing rapidly due to the required take over of National Weather Service sites. The FY '97 budget falls about $3 million under the sum requested. It was noted that CWO funds are national funds - not regional. It was also noted that weather observations are being made at some AFSS's at present, and that more will be taking them pursuant to a negotiated agreement with NAATS. The NAATS representatives urged that FAA headquarters press the regions (who have authority for decision making even though the funds are national) to save money by using AFSS personnel, even though this may require a short expense in regional F&E dollars to save national operating funds now and in the future.
Myron Jenkins gave an update on M1FC and FSDPS transition plan. He has been working with
Scott Chapman of NAATS. It identifies responsibilities for the transfer to AOS. This is a holdover
from an older reorganization plan. The issue is still being worked, and no decision to move
forward has been made. There is no anticipated final date. The current draft recommends that
FSDPS personnel be allowed to transfer to AOS.
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AIR TRAFFIC PROCEDURES ADVISORY COMMITTEE
ATPAC 85 convened at 9:00 AM, Monday, October 21, 1996 at FAA Headquarters. We met our new Executive Director, Chuck Reavis, who is acting ATO-100. Chuck's division is called the Strategic Operations and Procedures Division. Under Chuck is ATO-110, Enroute, Oceanic and International Branch, ATO-120, which is the Terminal and FSS branch, and ATO-130, Military Operations and Procedures. The ATO-120 branch, where we are, is headed by Tony Ferrante. Under Tony are staff specialists including Pete Quinn, Carol Gaunt, and Lyle Miller. Carol will be leading a meeting with Terry Lankford - OAK AIFSS and me in November on METAR/TAF. Chuck reports to ATO-1, Roger Wall, who reports to AT-1 Ron Morgan, who reports to the Administrator. Just thought you'd like to know the latest in the hierarchy these days!
Before I get into the business, when at headquarters, I frequently get a chance to have a few
sideline conversations. Steve Bernier, my new alternate ATPAC rep from BTV and I had a
conversation with Chuck Reavis, and we asked him about EFAS training and the CWSU test
program coming up. He confirmed that all the people at EFAS stations will get EFAS training,
and he will check into EFAS training for people at non-EFAS facilities. He also believes that,
assuming the CWSU test goes well, and we do eventually take over the CWSU's, that all EFAS
trained people will also receive the CWSU training. I'll check back with him on my next trip to
DC to get the EFAS training answers. While wandering around the building, we ran into Steve
Vucolo from Publications, and he told us each facility is getting a CD-ROM player and the
publications will be on CD's, i.e. 7110.65, 7110.10, etc. Some have been shipped out and the
others will soon follow.
DF, ASOS, and GPS
Pete Quinn briefed us with an update on DF. As stated before, the strobe type DF's, 5530's are insupportable and as they break, will be decommissioned. By October, 1997, all 5530's will be decommissioned. The digital 9964's will remain on-line until there is a replacement. They are supportable for seven more years. Each Region has the option to spend the money to relocate a 9964 to where a 5530 has broken. They can get them from places where the 9964's are no longer needed, i.e. Florida, where the radar coverage is complete. The criteria for moving the 9964's is to place them where there is no radar coverage below 2000 ft. AGL.
As for a replacement, GPS technology will probably be used. There is nothing else foreseen on the horizon. We have a vague promise of something being worked into OASIS. It has an open ended architecture to allow for future development. I got my hands on a study done by Flight Standards and another group within FAA back in 1993 regarding upgrading the current DF receivers. It shows that a need for DF, or primary enroute radar, still exists to help lost aircraft. Primary radar is scheduled to be phased out except along domestic borders. Even in areas of radar coverage therefore, radar will not have the ability to provide DF type service in large areas of the US airspace for aircraft not equipped with transponders. Since FAA had been intent on decommissioning the primary enroute radars, this study shows the DF needs to be replaced, not just removed. The company that makes the 9964's is still in business, and is able to supply parts for them; plus, they have a new and improved version that is available for approximately $100,000 per antenna site. Thus, our AOC on the decommissioning of the primary enroute radar remains in a deferred status, while we try to determine what will happen next. Ron Morgan defended the decision to deactivate DF as a good one, even though the Martin Marietta study determined DF needed to be enhanced before taking out the primary enroute radar. There is one new improvement we heard of on the NEXRAD radar: they have now plugged it into DARC, so if the secondary radar does go down, the controllers will still have a weather presentation.
Pete Quinn also briefed us on the GPS RAIM outages, NOTAMS and DUATS. The current system uses algorithms off DOD NOTAM information, and DUATS would not be able to handle all of those NOTAMS to compute RAIM; it would overload their system. Our AOC for FAA to provide RAIM information to DUATS is still pending. A representative from the USNS said that FAA is looking at use of the Internet; apparently GTE is already on it. But there is a question of security, and they must assess the risks inherent with going on the Internet. He also said ODMS is coming partially on line around Christmas. Speaking of GPS, the workgroup that I mentioned in the last newsletter will still be convened, with a new chairperson. His name is Bill Moseley, in ATO-120. Fred Manthey from DRI will be involved with this group with Brian Gleich - CXO as back up. Fred and Brian are our GPS experts having done a lot of independent study on the subject. Hopefully, that group will start meeting soon after the first of next year. The purpose of this workgroup will be to generate ideas for use of GPS in the NAS.
Another briefing we had was given by an American Airlines pilot. He briefed us on an incident
where ASOS was deficient in getting the correct weather to both the pilots and controllers when a
fast moving front came through. Two briefings came from FAA on ASOS and the types of
augmentation services provided through the AO2's. There are four levels of augmented ASOS:
Level D - stand alone, and Level C - which has been negotiated with NATCA as of February,
1996. The tower controllers augment an ASOS with six items and any operationally significant
remarks they deem appropriate. Then there are Levels B and A augmentations which include
more items. These will be coming in the future and will be contractor provided. Contact me if
you want all the specifics on augmentation, plus information on which airports will get what.
After all these briefings, it is evident there are still severe deficiencies to ASOS delivering
complete, accurate and timely information to pilots. We feel ASOS is not an adequate
replacement for existing human weather reporting services. Thus, we recommended FAA
reevaluate aviation weather reporting requirements and the ability of ASOS to satisfy those
requirements.
MISCELLANEOUS AIRSPACE INFORMATION
Ron Morgan, AT-1 came in and gave us a bit of his background. He is a CFII with lots of pilot experience. He said his goal is to audit the procedures everyone are currently using, toss out the old procedures based on old technology, and streamline the way we are doing things.
Jeff Griffith, ATA-1, briefed us on Airspace and the NAS review. Twenty airspace reviews are ongoing, including the DFW Metroplex change implemented Oct. 10th. The general aviation representatives on the committee expressed concern that all these airspace reviews will mean an increase in positive control airspace. Jeff denied this, stating the reviews are for efficiency and the benefit of the flying public, not to expand class A, B and C airspace. Also, the idea of forcing every aircraft to have a transponder above 6000 ft. MSL has been temporarily shelved. That idea was part of the Martin Marietta study to decommission the primary enroute radar. The "powers that be" finally realized that whole study was "critically flawed" and has been set aside for now. Willie Card briefed us on land and hold short operations, LASHO, and standard taxi routes. This is targeted for the end of January, 1997 implementation.
Frank Brenner from Germany was introduced to the committee. He is here for one year. FAA has
been discussing with Eurocontrol how to standardize ATC procedures. Germany now has
corporatized ATC and they want to learn how ATC and the users intermesh. They are trying to
"harmonize" 32 European countries ATC procedures.
FSS ISSUES
An AOC regarding round robin stopover flight plans resulted in an ATB reminding us in FSS to
file separate proposals in 4 cases: (1) terminal area delays, (2) terminal stopovers, (3) enroute
delays if a change of altitude stratum is proposed at a delay point, and, (4) special use airspace
delays. We also had a recommendation for FAA to consider a central data base for all
NOTAMS, to include what are still currently known as local NOTAMS, i.e. taxiway NOTAMS.
Flight Standards feels there are current systems in place for all users at a given airport to get the
NOTAMS. A Flight Standards Information Bulletin (FSIB) will be sent out to ensure all the
POI's will ensure all the airlines know how to access and provide these NOTAMS to their pilots.
Also tied into this NOTAM issue were taxiway NOTAMS, and the recommendation was adopted
to include taxiway closures associated with the active runways on the ATIS.
1- 800 WX-BRIEF TELEPHONE LINE CUTS
I brought in an AOC on the 800 WX-BRIEF line cuts that will be effective January, 1997. I explained the amount of cuts planned and asked for a briefing as to how FAA plans to maintain the same level of service and availability of the briefer to the pilot with such huge cuts planned. Tony Ferrante, ATO-120 branch manager, explained that AT&T monitors the lines and can tell on a day by day basis how many callers are getting busy signals. A facility can request more lines if they are getting too many busy signals, and Tony said they can get additional lines put back in within two days. The committee expressed concern about the large amount of cuts and asked whom they could contact if they were unable to get into the 800 WX-BRIEF phone lines. Tony gave out AOP 500 - Mike Sullivan's phone number. Mike is the program manager for the FTS 2000 line reduction program. His number is 202-267-3061. One problem is that the only way a facility will know pilots can't get through is for the pilots to call in and complain, and if they can't get through, how can they complain? Tony also said a few facilities have already had their lines cut as of Oct. 1, 1996. We left the AOC deferred to see how things are going once the line cuts take place in January.
I would like feedback from all facilities as to how your ability to serve your local pilot
population is being affected. Please get any information you can to me no later than January
10th. Our next ATPAC meeting is Jan. 13, 1997 in Houston. I need to have hard data to
present to the committee if we are going to show that the telephone cuts are truly detrimental to
flight safety as we sincerely believe.
OTHER ITEMS
Another item we covered that concerns all controllers is controller performance during an aircraft emergency. There was a situation where a pilot had an engine out emergency, but did not declare a "Mayday". The controller stated he did not detect stress in the pilot's voice and felt it was a "routine engine out emergency"; thus, no additional steps were taken, and the aircraft crashed, resulting in eight deaths. After discussion, the committee recommended annual refresher training be reviewed and an ATB will be written to remind everyone there is no such thing as a "routine emergency". Other topics we covered this meeting included wake vortex avoidance procedures, AIM changes, 180 degree turns on the runway, standardization of STARS, landing clearances and conflicting traffic on crossing runways, GPWS alerts and parachute jumping in high density airspace (again).
I regret that I could not attend the NAATS national meeting, and meet or renew acquaintances
with many of you, but unfortunately, ATPAC and the meeting were scheduled the same week.
That will not happen again next year. Steve Bernier from BTV AFSS, as I said earlier, is now my
alternate in case I am unable to attend a meeting. So, to sum up, get me your data on numbers of
busy signals your pilots receive by mid January, and pass along any other concerns on a national
level to me here at CXO.
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MESSAGE FROM MAC
Well this is the December issue, and I will ask everyone to be careful this Holiday season. I did have four consecutive trips scheduled for November. They all got canceled, which is great for Cindy and myself, it looks like no travel for November.
I have read the article on DUATS in last month's AOPA Flying Magazine, and while at the AOPA convention in SJC I got the opportunity to discuss this article with Mr. Phil Boyer, President of AOPA, and he agreed that the comparison of the cost of a DUATS weather information versus a real briefing is like comparing apple to oranges. My Boyer has offered me the opportunity to rebut this article in a letter to the editor. I want to thank Mr. Terry Lankford NAATS member from OAK AFSS for his assistance in this letter.
The Convention in SFO was not one of the better attended, the group that did attend was a very good group. They asked some very tough questions and they listened to what was said. We had Ms. Linda Daschle Deputy Administrator for the FAA speak, it was kind of her to come and speak and take question from the floor, but her speech wasn't directed to the audience she was speaking to; in short it was a canned speech for some aviation group. Mr. Monte Belger Administrator for Air Traffic Services, did a better job; he did talk to the Flight Service Controllers in the room, was asked some the toughest questions and answered them frankly, some of the people there did not like his answers but he wasn't going to lie to you. When Monte said that there are no plans to close or consolidate AFSS's at this time he is correct, there are some work groups (public vendor run) that are going to report to Monte their recommendation which might include closures or consolidations but there is nothing on the drawing board with any dates or plans. Monte Belger left the meeting with a list of IOU's in which he promised to respond to in writing and when he does I will include it in the Newsletter. To Holly from ANB I want to thank you for your comments to Monte in SFO, everything you said about the loyalty, and hardworking controllers in the Flight Service option hit home. Good job.
I was accused of running a Bruce Henry membership meeting in SFO with guest speakers, no
questions and answers of the leadership. I was told that I snubbed the membership who spent their
money to hear the leadership. I want to make several things clear, I have never snubbed this
membership (or non-members). Look at the notes of this meeting you will see that there were lots
of Qs & A's. I have received comments from you the membership, you wanted to hear form
FAA leadership and a seminar on something like preparing for retirement. I did that at this
meeting. I did learn something this time, I will put the National Reps. and work group leads on
the schedule for a 40-55 minute period for questions and answers. I have always given the
membership and opportunity to question your directors and myself, (and I did it again this year)
and it is nice to see the directors responding to your questions. Next year we will return to the
one day of Doring's "terrorist training" before the membership meeting, I will start the meeting as
usual with my brief comments, then I will have the national reps from each of the work groups do
questions and answers, I will have a (singular) speaker from the FAA, maybe the new
administrator, maybe Monte or Ron Morgan (or both together). I represent you I will make this
meeting as productive as you want it. Till next year.
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FROM THE EXECUTIVE DIRECTOR
At the National Membership Meeting, many questions were raised about the new provisions of the Reauthorization Bill - particularly as they relate the our ability to negotiate changes to the FAA's personnel system. Please see the related story in this issue of NAATS NEWS, where some background is reported on this issue. But to simplify the matter a bit, I though I would devote this month's column to the subject.
The President signed the Reauthorization Bill on October 9, and it is in effect now. However, there is no impact right now on our ability to negotiate. Let me explain.
If you remember, HR 2002 took us out of title 5 and gave the Administrator the authority to create a new personnel system. The bill exempted from the Administrator's agenda a series of specific employee protections: antirdiscrimination, whistleblower protection, veterans' preference, life and health insurance, retirement. The continuing resolution subsequently added Chapter 71 (labor management relations) to the list, so that remains in effect as well.
The Administrator has chosen (and Congress has allowed him) to keep the provisions of title 5 in effect while he goes about the process of creating a new system - through the PRIB process. Then, the recent Reauthorization Bill stated that the changes to the personnel system are negotiable with the unions. That means, if we don't like what comes out of the PRIB's, we have the right to negotiate with the FAA - substantively. That means issues such as pay, leave, travel, performance appraisal, hiring & promotion are all within the scope of the unions' ability to negotiate.
Now, if in the course of such negotiations over changes to the FAA's personnel system we come to impasse, then the issue goes to the Federal Mediation and Conciliation Service, and possibly to the Federal Service Impasse Panel. If the FMCS and the FSIP can't resolve the issue, the Administrator submits his proposed personnel system change to Congress, along with a statement of the union(s) about why they disagree. If Congress fails to act, the Administrator's proposal goes into effect in 60 days,
That's the new framework. Traditional bargaining continues under the provisions of Chapter 71. Left unstated in the law - and still to be tested - is whether the provisions of the Reauthorization Act give the unions the right to initiate negotiation on personnel system issues, or whether we have to wait until such changes are offered by the FAA. That's a detail that time will reveal to us - probably when we bargain our next new collective bargaining agreement. I hope that this covers the issuer, and I would be happy to provide any additional information to you.
Let me also take this opportunity to express my best wishes to you and your families for a joyous
Holiday Season, and a happy and healthy New Year.
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ELECTION RESULTS BRING CHANGES
The aviation industry--and general aviation specifically--fared very well in the 1996 Congressional elections, as did NAATS. Few changes not already known before November 5 will be made when the new Congress convenes in January but those changes will have an impact.
Of course, while the White House's resident will not change, occupants of offices below the President's will. Already, FAA Administrator David R. Hinson resigned November 9. Deputy Administrator Linda Hall Daschle will serve as acting administrator until January 31, 1997, by which time the new FAA head should have been sworn in. Reportedly, early favorites to replace Hinson include current NTSB member Robert Francis and former Board chairman Carl Vogt.
Also, SECDOT Federico Peña formally announced November 12 his intention to resign on Inauguration Day, January 20, 1997. Early favorites reportedly in the running for his job include Federal Highway Administrator Rodney Slater.
Among the changes in Congress, the retirement of Sen. Mark Hatfield (R-OR) and Sen. Ted Stevens' (R-AK) reelection means Stevens will likely become chairman of the Senate Appropriations Committee. Sen. Stevens has been extremely helpful to NAATS on issues like restoring Chapter 71 and FAA spending priorities and we look forward to working with him. Also in the Senate, the defeat of Larry Pressler (R-SD) means Sen. John McCain (R-AZ) is the likely new chairman of the Commerce Committee. McCain, who is chairman of the Aviation Subcommittee and an ardent supporter of user fees, likely will be replaced by Sen. Kay Bailey Hutchison (R-TX) but will retain great influence as chairman of the full committee.
In the House, House Transportation and Infrastructure Committee chairman Rep. Bud Shuster (R-PA) was reelected. That panel's ranking Democrat, Rep. James Oberstar (D-MN), was also reelected, as were Aviation Subcommittee Chairman Rep. John Duncan (R-TN) and Ranking Democrat Rep. William Lipinski (D-IL). Few changes in policy or plans are expected.
At the Appropriations Committee, Rep. Frank Wolf (R-VA) has indicated a desire to give up his position as chairman of the Transportation Subcommittee. Although no successor has been named, Rep. Ron Packard (R-CA) is an early favorite to succeed Wolf. Also, a long-time friend, Rep. Jim Lightfoot, lost his bid to defeat Sen. Tom Harkin (R-IA). He will be sorely missed.
New pilots in Congress include Leonard Boswell (D-IA), Bob Riley (R-AL), Jim Gibbon (R-NV),
Bob Smith (R-OR) and Joe Pitts (R-PA). Irv Woods and I have looked closely at these and other
changes. While many new opportunities present themselves, so do new challenges. As always,
we will keep NAATS members fully apprised of Congressional twists and turns.
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Critical Incident Stress Debriefing (CISD) Program Update
In response to the significant level of interest in this program received at the national meeting last
month, I thought it beneficial to provide this update. First I would like to acknowledge those
members who as of this writing have volunteered to serve as the designated ClSD representatives
for their respective regions. Those representatives of regions highlighted in bold print have
indicated a willingness to serve until such time as member volunteers come forward to replace
them as Peer Support Members. Please contact your regional Director or myself if you're
interested in serving.
AAL- Mark Boberick, Fairbanks AFSS
ACE- Gary Johnson, Ft. Dodge AFSS
AEA- Ron Maisel, Leesburg AFSS
AGL- Don Walker, Green Bay AFSS
ANE- Kurt Comisky, Bridgeport AFSS
ANM- Don McLennan, Seattle AFSS
ASO- Holly Wilson, Anniston AFSS
ASW- Glen Renken, Jonesboro AFSS
AWP- Terri Salzbrenner, Riverside AFSS
Peer Support Members, in conjunction with regional EAP program representatives and contract counselors, will be called upon to travel to affected facilities to provide employee debriefings should circumstances warrant. Peer Support Members will receive formalized training at the national level (early 1997) prior to assuming an active participative role and will be granted official time and expense for their services.
Ms. Karen Phillips, Assistant National EAP Manager, is in the process of coordinating a national
telecon to begin orienting the nine regional peer facilitators on the overall program, including
background materials and training.
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LReport
by Mike Doring, NAATS Director of Labor Relations
Last week while watching a rerun of Walt Disney's "Ol' Yeller," it dawned on me that not all stories have happy endings. Real life doesn't follow a script, and in most cases life can't be changed by adding new lines or characters or changing the setting to a pleasant flashback to make all well. Inactivity in real life causes shortcomings, missed opportunities and, in some instances, failure.
Ol' Yeller didn't mean to get sick, it just happened. Things just happen to people.The FAA just happens to change your working environment. The Flight Service population just happens to be shrinking. Our work force just happens to be getting older. There just happen to be no replacements for retiring specialists. There just happens to be no new blood entering Flight Service. Rules that apply to all other federal employees don't apply to the FAA employees. Things just happen.
Ol' Yeller just died. Things do happen. As they happen, you as an individual have a choice: let it happen or do something about it! To just let it happen is easy. To do something about it takes guts.
Flight Service, as we know it, is under attack.; it has been for quite a while, not only by the FAA, but by government reorganization, downsizing and "powers-that-be" that are so numerous they can't be named in this column. What allies does Flight Services really have? Let's start with ourselves.
NAATS is your Union. NAATS has been in the forefront of the fight to keep Flight Service viable, expanding and responsive to the customer's needs; yet, not all Flight Service personnel who are eligible belong to NAATS. How can that be?
I've heard all the stories, but the reality is found in Abraham Lincoln's words: "a house divided against itself cannot long stand." We need to unite and act as one in Flight Service if we are to maintain our status, future and present position in FAA, and government service as a whole. In the union, Flight Service has a voice, yet not all of Flight Service belongs. Why not?
If, for what ever reason, you do not belong to NAATS, please reconsider. Strength comes in
numbers. Our voice can be loud and everlasting with all of Flight Services members of the Union,
or we can continue to operate with only those individuals who wish to change things, missing
those who just let things happen. The latter way we become Ol' Yeller.
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OASIS: The Right Stuff
The following is the text of a letter to Mike McAnaw from Ron Morgan, Director of Air Traffic .
Mac has asked that it be printed here for everyone's information:
Dear Mr. McAnaw:
As we rapidly approach the twenty-first century, one of the Federal Aviation Administration's (FAA) primary goals is to continue to improve our ability to serve both our internal and external customers. In order for us to accomplish this, we must modernize our infrastructure. We are committed to replacing the antiquated equipment in the National Airspace System, in order to increase our efficiency.
With the initiation of the FAA's new Acquisition Reform, we are able to expedite the procurement process. The Operational and Supportability Implementation System (OASIS) is the replacement for the current Flight Service Automation System (FSAS). The current FSAS must be replaced to resolve an increasingly difficulty logistics supportability problem. Air Traffic is committed to the acquisition and deployment of OASIS. OASIS is one of the FAA's top six major acquisition projects.
If you have any further questions or comments, please contact Peter Sweers, Program Director
for Air Traffic Resource Management, ATX-1, at (202) 267-3022.
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OASIS UPDATE
The JRC decision date is approaching; the date has been moved back a day to December 20. This
is the date OASIS will become a program and set forth SIR 2, the procurement phase. The SIR 2
document will be given to the single or more vendors to begin the award process. The SIR 2
document will have to give direction to the vendors. Several questions will be answered. First
would be the acquisition strategy, how may units, how may facilities, what facilities, and when.
Next, direction will be given to the vendor(s) on monitor size, and position configuration. The
latest word I have received, we will receive new consoles for OASIS. Suzanne Pellosmaa, our
OSH representative has been brought on board to insure proper ergonomics/human factors. Next
week, November 18, we will be making a trip to both MCN and DFW to examine monitor size
and console configuration. As always, if you have any questions or comments, please call.
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Save the Date!!!!
The 1997 NAATS National Membership Meeting will take place on Wednesday and Thursday,
October 29-30, at the fabulous new Monte Carlo Resort and Casino in Las Vegas.
Back to Table of Contents
In Brief.....
HAPPY ANNIVERSARY TO THE AGP. 1997 marks the 50th anniversary of the first grant to a public airport (Idaho Municipal Airport in Twin Falls) under the Airport Grant Program. According to the FAA, more than 33,000 airports around the country have received funding for acquisition of new land, site preparation, and related improvements.
ANOTHER PUNY RAISE IN 1998 seems to be in the offing. Although it's not yet 1997 (when a 2.3% raise goes into effect), according to the gurus who figure out the national cost of living raises, it appears likely that 1998 will see an increase of 2.8%. And while the Pay Council - the official body designed to ensure parity between federal sector and private sector employees - has suggested that an 8% "catch up" is required to keep Fed's current, that recommendation has no chance of being adopted.
VICE PRESIDENT GORE'S "REINVENTION" EFFORT will be continuing in the second term of the Administration, according to press reports. However, the focus will change from altering the entire government to creating "performance based organizations" ("PBO's") that, on an agency by agency basis, will be given authority to amend personnel and procurement rules. It sounds like, at least in this instance, the FAA has been ahead of the curve. In fact, a Washington Post report specifically stated that Gore's senior advisors hope that the FAA "will provide a model for how to refashion procurement and personnel systems."
NAATS IS ON THE WEB. Construction is still under way, but those who would like to see the initial efforts can find the new NAATS Home Page on the web at www.naats.org. You'll find interesting information about NAATS, GRASSROOTS 2000, recent editions of NAATS NEWS, and much, much more. Soon to be added: direct hot links to a wide range of web sites - aviation, government relations, and labor related. So come in, surf's up. Give us your comments and ideas!
HINSON ANNOUNCED HIS RESIGNATION as FAA Administrator on November 7, just two days after the President's re-election. Widely anticipated, the formal announcement included the information that Deputy Administrator Linda Daschle will serve as Acting Director through January 31, 1997. In a note to NAATS President Mike McAnaw, Hinson stated that "As I prepare to conclude my FAA Service, I want you to know how much I have appreciated the many contributions and courtesies extended to me by you and your colleagues at NAATS. Your constructive criticism and your suggestions have been a very important part of any success we may claim." We wish David Hinson the best in the future.
PENA SAYS GOODBYE, TOO United States Secretary of Transportation Federico Pena submitted his resignation to President Clinton on November 12, to be effective on January 20, 1997. His service at DOT has perhaps been overshadowed by his too-quick-on-the-draw statement that ValuJet was safe - even as he was on his way to the disaster site. Initial press reports stated that he intends to return to the private sector.
HAPPY ANNIVERSARY TO THE AGP. 1997 marks the 50th anniversary of the first grant to a public airport (Idaho Municipal Airport in Twin Falls) under the Airport Grant Program. According to the FAA, more than 33,000 airports around the country have received funding for acquisition of new land, site preparation, and related improvements.
ANOTHER PUNY RAISE IN 1998 seems to be in the offing. Although it's not yet 1997 (when a 2.3% raise goes into effect), the gurus who figure out the national cost of living raises, it appears likely that 1998 will see an increase of 2.8%. And while the Pay Council - the official body designed to ensure parity between federal sector and private sector employees - has suggested that an 8% "catch up" is required to keep Fed's current, that recommendation has no chance of being adopted.
VICE PRESIDENT GORE'S "REINVENTION" EFFORT will be continuing in the second term
of the Administration, according to press reports. However, the focus will change from altering
the entire government to creating "performance based organizations" ("PBO's") that, on an
agency by agency basis, will be given authority to amend personnel and procurement rules. It
sounds like, at least in this instance, the FAA has been ahead of the curve. In fact, a Washington
Post report specifically stated that Gore's senior advisors hope that the FAA "will provide a model
for how to refashion procurement and personnel systems."
Back to Table of Contents
To the Editor:
My name is John Delfox. By this time most of you may have heard of me. I am 38 years old and have served in Flight Service sine 1982.
At this time, the treatments for my cancer are going extremely well and around Thanksgiving the doctors plan to start my chemotherapy. I would like to thank all of you who have already donated leave to me. My wife and I are forever in your debt. According to my T&A clerk, as of December 12, 1996, I will have used all the donated leave and an additional 240 hours of advanced sick leave. Please help us; I only ask that every Flight Service Specialist donate just one hour. This small donation from everyone will pull us through this ordeal.
Thank you everyone in advance, and we wish you all a happy holiday season.
John Delfox Back to Table of Contents
BTV AFSS
It's time for another issue summary of our current negotiations with the FAA. Before I get into that, however, I want to say how much I enjoyed seeing all of you in SFO. As I said at the meeting, I don't get the opportunity to talk with you as much as I did in the past and I really miss the interaction. It always recharges my batteries. Please always feel free to talk with me about any ideas, concerns or suggestions you have. Having said that, here are some of our pending matters:
1. OASIS - Pending bargaining
2. CWSU - Pending bargaining
3. METAR/TAF Workgroup - Andrea Chay (CXO) and Terry Lankford (OAK) are our reps.
4. Employee Express, Phase II - Bargaining in progress
5. LWOP Policy Change - Bargaining in progress
6. Terminal Information Briefing Service (TIBS) Modification - Article 9 briefing pending
7. New Non-Monetary Awards - Article 9 briefing pending
8. Draft Proposal Federal Meteorological Handbook 12 - Bargaining in progress
9. Air Traffic Reorganizational Plan - Article 9 briefing pending
10. Direction Finder (DF) - Bargaining in progress
11. Controller Chair Selection - Article 9 briefing pending
12. Staffing - Bargaining in progress
13. Digital Voice Recording System - Bargaining in progress
14. FAA Order 3120.xx, Fam. Flying - Talks in progress
15. FAA Order 7210.3M, Change 2 - Bargaining in progress
16. FAA Order 7110.10L, Change 1 - Bargaining in progress
17. Government Required AMEX Card - Bargaining in progress
18. 1995 Employee Attitude Survey - Article 9 briefing pending
19. Sexual Harassment in Work Place - Bargaining in progress
20. Staffing Adjustments and Reduction in Force - Bargaining delayed pending personnel reform
21. Facility Evaluation Checklist Change, Weighting Criteria Change - Pending Article 9 briefing
22. Medical Requirement for Fam Flights - Pending Article 9 briefing
Please remember that I depend on you to provide input into these proposals. We ask that you submit your ideas to your regional representatives so that they can get them to me. I also ask that your individual involvement not end with the signing of these agreements. Please review, critique and analyze our existing MOUs, MOAs and our contract so that we can better represent you. Remember - you are the subject matter experts and your thoughts are essential if we're to be successful.
NOTE - I want to expand both the scope and involvement of our network for facility review of proposed handbook changes. If you're interested please contact your regional representatives.
NAATS News, December, 1996, Ends
1-800-WX-BRIEF
NAATS 11303 Amherst Avenue Suite 4 Wheaton, MD 20902 301/933-6228 301/933-3902 fax Gary D. Simms, Executive Director
