After months of wrangling and political maneuverings, federal legislators acted on a raft of pending aviation legislation in late July and early August before abandoning Washington until early September. Among bills which advanced through the legislative process were FAA reform, reauthorization of the agency and FAA spending for the next fiscal year. This sudden flurry of activity in the House and Senate means a busy time for your NAATS lobbyists in September when legislators return from the August recess - and political conventions - and rush to finish work on these bills before beginning the October 1 fiscal year and adjourning to prepare for their November elections.

FAA reform received a long-awaited boost as a Senate committee forwarded to the full Senate its counter to a version adopted by the House earlier in the year. Bills continuing FAA airport and airway programs beyond their scheduled September 30 expiration date also progressed, with House and Senate versions readied for votes soon after Labor Day. Major issues for Congress (and NAATS) in the reform measures include whether the FAA should become an agency independent from DOT, and how its top-level management should be structured. Policies under scrutiny in the reauthorizing bills revolve around how the FAA should be funded and to what extent system users must shoulder the burden of the agency's expenses. This latter issue is especially critical to NAATS as some proposals would force pilots to pay fees for each weather briefing, flight plan or in-flight contact.

For NAATS, details in both reform bills on how the agency's personnel reform efforts will continue are also important. FAA's spending ability for the fiscal year beginning October 1 seems well on track with a House-Senate conference planned to convene shortly after Labor Day to resolve outstanding issues between different versions. Highlights include renewed emphasis on airport and airline security as well as additional maintenance inspectors, both reactions to the highly publicized ValuJet DC-9 crash into the FL Everglades, and that carrier's subsequent grounding, and the still-unexplained explosion leading to the loss of TWA's flight 800, a B747. What few major issues remain to be resolved are mostly within specific program areas instead of disagreements on overall spending priorities.

Of strong importance to NAATS are retaining spending for OASIS, set at $500,000 for FY 1997, and increasing the House-passed funding level for permanent change of station (PCS) moves to that of the Senate. The OASIS money would be in addition to the several millions appropriated in previous years and helps ensure that the program remains alive and viable for additional funds in, hopefully, 1998. Additionally, NAATS was instrumental in convincing the Senate to restore some $3 million cut by the House for FAA's PCS. This money is especially critical as 1997 is the year the agency says it will finally consolidate non-automated CONUS FSS facilities into nearby AFSS's. The funding level adopted by the House, however, would not come close to covering these expenses, possibly delaying into 1998 the actual closure of these facilities.

Another long-standing issue resolved in late July was the short-term funding of the FAA and status of expired user taxes. The Congress finally passed along to the President for signature legislation to reinstate the aviation system user taxes which expired at the end of 1995. The reinstated taxes will go into effect seven days after President Clinton signs the bill containing small business tax relief and an increase in the minimum wage but will expire again on December 1 1996 unless Congress acts in the interim to make them more permanent.

Revenues from the 10% tax on air transportation, the "ticket" tax, $0.175 per gallon jet fuel tax, $0.15 per gallon avgas tax and 6.25% freight waybill levy will be deposited into the Airport and Airway Trust Fund providing resources for new ATC equipment and airport improvements.

Aviation industry observers and NAATS consider reimposing the taxes a victory since the trust fund would otherwise be drawn down to a zero balance sometime late this year. Additionally, proposals to impose additional, targeted "user fees" for various services provided by FAA and certain types of operations on top of fuel and ticket taxes were "backburnered" as a result of the new law.

In all, it has been an eventful few weeks for your NAATS lobbyists after a summer filled with fits and starts. When Congress returns after Labor Day, Irv Woods and I will be working closely with the NAATS Board of Directors and Congress to ensure your organization achieves these and other legislative goals for the remainder of this Congress.

Well, I did not take July off, I was dying from a cold so I missed my August newsletter. By the time you see this note the kids will he back in school, most of the summer leave crunch at work will be over with. It will be time to prepare for winter again.

This past July I was in Dallas TX, for the NFPC meeting, we have amended the Charter, and you should be getting a good copy with your minutes, please if you have any questions about what happened at the NFPC meeting. Ask your manager where the minutes are, they should be in your facility NFPC binder - and in this issue of NAATS NEWS, too. The NFPC is looking for two people from Flight Service to fill the positions of National Coordinators for the next two years. Both Ted Brookshire and Regina Pickering did an excellent job over the last two years, but their details end in November 1996. If you are interested, please submit your resume to Shan Franklin ATX-500 at FAA HQ or fax it to me. We need those names in by Aug. 30, 1996. The selection will be on Sept. 15, 1996.

The Board met in Milwaukee and discussed the future of Flight Service. At times it looks grim, other times we have won another battle and are a little bit closer to winning the war. You have heard from me and your Board members on their future vision, now I want to hear from you. The Future of Flight Service is just too big for the Board to decide, so we need your input, NOT A 30 PAGE EDITORIAL EITHER. I don't want to hear doom and gloom (doom and gloom will be placed in the "File 13")! I want positive suggestions of what you want to see Flight Service do in the future. I want it in writing; don't call, but mail it or FAX it to me. Just a simple sentence or paragraph will do, absolutely no more than one page. I want creative suggestions from you in the field, and when I get a bunch together we will publish them to get your feedback, and suggest a direction for the Board to go.

In other news, everyone knows a long time supporter of Flight Service retired August 3, Mr. Bill Jeffers; he will be missed. I wish Bill the best in the future and good luck. Mr. Ron Morgan has been selected for AAT-1; I have met with him in the past, and I look forward to working with him for the betterment of Flight Service.

Till next month,

Mac

It's Safety

When President Clinton was running for election in '92, his advisors kept telling everyone that the one and only campaign issue was the economic state of the nation. The phrase "It's the Economy, Stupid" became a catch phrase for the proposition that all of the energy of that campaign had to be focused on a single, solitary issue.

When it comes to Flight Service, when we start talking about the concerns of the men and women who work the boards at Flight Service facilities, we need to concentrate our message on safety. They're certainly not "stupid," so we'll adapt the Clinton phrase. In other words, "It's Safety" becomes a catch phrase for all of us who want to see Flight Service provided with the necessary funds, equipment, and (most importantly) staff resources to do the job that our customers need and demand.

With the recent disasters taking place in Florida and off the coast of Long Island, attention has been diverted (both among the public at large and in Congress) toward the needs of that portion of the Air Traffic Control system which is the primary support for commercial aviation. Nevertheless, we know full well that the safety needs of our customers - through thorough briefings, weather and airport advisories, search and rescue, and the rest of the services provided by our members - has never been more important. With the changes in technology in the offing (OASIS, GPS), there is always the tendency to assume that machines can take over the role that our bargaining unit members perform. We must continue to fight for the attention of Flight Service with a federal agency which focuses on the needs of commercial travel, and before a Congress which reacts to the headlines more often than it may react to long-term needs.

All of our comments must be based on the issue of safety. The motto of NAATS - "Aviation Safety is our Business" - is not a mere play of words. It is the reason why our dedicated and loyal members continue to work at their jobs despite deteriorating working conditions and despite an appalling lack of support from the FAA's honchos in terms of budgetary and staff resources. "It's Safety" may be a simple phrase, but if it helps us keep our eyes on the ball, perhaps it is one which we should post far and wide.

Fraternally,

Gary

It's that time of year. I know you have waited longer for your favorite meeting with your supervisor this time, but it's for a reason. You have not been evaluated for 18 months. Why?? NAATS and the FAA have negotiated a new Performance Appraisal System to be used October 1, 1996. Like all federal employees, when time comes to sit down with your supervisor and talk about what you have been doing or have not been doing on the job, you can hardly hold back the excitement. Just a reminder of what to expect.

As I stated above this is a new policy. Gone are the levels of Outstanding, Exceeds, Satisfactory and the like. Replaced with the simple Pass/Fail rating. If you are satisfactory you get a rating of Pass, if you are Unsatisfactory you will receive a Fail rating. Not to belittle the system, your career still is heavily impacted by the rating you receive, but the new system will be easier for all involved, supervisor and employee.

You will be rated on the last 18 months not the normal 12 months in a rating cycle. We had to extend the date for rating to allow the new system to take affect. Your rating should be given at a meeting between you and your rating official, normally your immediate supervisor. At this meeting you may ask questions and get answers. Also on the rating form there is a place for both supervisor and employee comments. If you feel you need to say something about the rating, put it in the employee comment box on the form.

No rating system is fool proof. Problems with ratings should be brought to the attention of your Facility Representative. NAATS will review the system and identify problem areas to the FAA in our next round of negotiations. Until then give the system a chance but don't surrender your rights.

A critical part of the meeting was devoted to a review of our activities in various work groups, together with policy deliberations and guidance to the work group leaders. Key actions are summarized below:

Don McLennan provided an update on work by the New Pay Work Group. He and Ron Dawson have been participating in the group. The FAA is working on a variety of new pay systems, and NAATS began an effort with the FAA this spring in a brain-storming session in May and June. The effort in June, however, was less than successful because the FAA failed to provide requested information.

The work group prepared a "charter" for a continuation of the work group, and Don prepared a rationale document to set forth NAATS principles. Monte Belger put together a charter at CMD for a work group to look at pay systems for NATCA, PASS, and NAATS. However, the money to fund the work group is in Air Traffic and AF, and therefore subject to decision by the heads of those divisions.

McLennan further stated that our current pay system is actually good; however, there is some pressure to reconsider the pay system because NATCA and PASS are actively working on systems which will enhance compensation. In addition, there are possibilities for certain pay changes we have long sought legislatively but which now are possible through discussion within the agency work group (e.g., OJTI, CIC incentives, etc.).

The Board passed a series of motions to support NAATS' participation in the new pay effort. As a result, NAATS officially supports the development and implementation of a new pay system for the benefit of its members. NAATS also supports participation in the ATS Pay Project Work Group. McLennan stated that four (4) NAATS members will be on the Work Group, and the Board voted that the NAATS representatives should include 2 Board members and 2 nonboard members. McLennan and Simpson were appointed as the Board members of the work group, and delegated to McLennan authority to appoint the other two NAATS representatives to the work group. Finally, the Board authorized up to $30,0000 to support (through September 30, 1997) the pay system project, to be separately accounted for. Funds will be available for operations, communications, transportation, related expenses, and outside consultants. The Board voiced its appreciation to Don for his effective presentation.

Ron Maisel stated that we have requested an Article 9 briefing preliminary to negotiations. He added that while the FAA is supposed to be in "Phase 1" of the program, requirements are not being adhered to in many areas; many facility managers are strongly opposed to reorg efforts, and budget pressures appear to have eased.

Maisel gave a report on the test underway at the Herndon VA facility with Flight Service personnel at the ATCSCC. It appears to be working well. Mac noted that there is controversy about moving the CWSU function to centers, or having other than meteorologists undertake some of the ATCSCC responsibilities, since the NWSEO and the NTSB have both voiced objections.

Craig Campbell reported that the Transportation Research Board, part of the National Science Council, is studying the FAA's basis for traffic standards for controllers. Craig is the representative for NAATS. Most members of the group are PhDs and university representatives, along with liaisons from NAATS, NATCA, and ATCA. All committee members are volunteers. The FAA has briefed them on the current methodology. There will be 4 meetings by December, and the panel will issue a report to Congress by April 1, 1997.

Campbell reported that he had attended a Work Group meeting on CWSU July 8-12 with key FAA staff, headed by Pete Quinn, on the process of establishing a test in Southwest. It will involve moving EFAS specialists from Conroe to Houston Center. The agency will place 4 individuals in the center. Craig advised the Work Group that it will require bargaining, conducted by Wally. He also noted that despite the fact that he proposed the Board policy to oppose the test at any place other than an AFSS, he now recognizes that the test will probably have to be done in a center. He continues to prefer that the test take place in the AFSS. The Board adopted the following revised statement of policy: NAATS does not support or endorse the use of EFAS personnel for a CWSU test which does not result in the function being physically installed at the AFSS.

Kurt Comisky and Ward Simpson reported that we are getting very good access to developments within the FAA. Kurt stated that Dr. Donohue appears to believe that "off the shelf" means that he can purchase a full system - already prepared. However, it is clear that additional development will in fact be required. Site visits are planned for the end of August and beginning of September to the remaining vendors, and NAATS representatives will be included. The JRC (Joint Review Committee) will give the final green light to OASIS, and it will be handed off to the project director for the selection of the contractor. The problem is that no vendor currently has a system which meets all needs; the FAA is opposed to spending any funds on development, so the vendor selected will probably be the first to meet the most possible needs (probably by joint venture).

NAATS OSH Chairperson Suzanne Pellosmaa distributed packages for the regional OSH representatives, and provided a review of the contents of both the National handbook and the Regional handbook. The Board commended Suzanne for her preparation and work.

Ron Dawson reported that the workgroup is considering several topics which had not been discussed prior to NAATS' withdrawal this spring, including a new "alternative 2" which would emphasize so-called direct access (DUATS, kiosks, etc.) and one-on-one briefings, and "incentivize" automated access, including subsidizing contractor preflight services. The work group does suggest a realignment of inflight functions with ARTCC boundaries, which may be an indication of moving inflight positions into centers. We obviously oppose this set of recommendations. Future question marks include the role of VFR flight plans, the potential elimination of airport advisories, and a new communications strategy.

There will be a follow-on work group to look at consolidation of functions, not facilities. We will participate in the work group. Bill Jeffers stated that we will remain firm at 61 AFSS's. The work group activities are to be completed by October 1, so that the input can be used as part of the OASIS procurement process. However, the group has yet to schedule a meeting.

Ward Simpson gave a report on behalf of Scott Chapman regarding the transition to AOS. Wally mentioned the fact that bargaining is required. The continued representation of NAATS members after a transfer to AOS may require the need for filing a representation petition (or unit clarification petition) with the FLRA.

Mac reported that Fred Manthey is now our GPS focal, and is trying to take steps to bring GPS technology into the Flight Service option. Kurt noted that GPS route filings are now in effect in New England for flights over 13,000 altitude.

President McAnaw reviewed recent NAATS FAA Partnership Council (NFPC) activities, including a region-by-region listing of training expenditures. Regina Pickering, the NAATS NFPC Coordinator, discussed the amended Partnership Charter which is very wide-ranging and all-inclusive. Wally Pike noted that Regina's term as coordinator expires in November; the Board agreed to seek FAA approval of her appointment to a new, full-time position as NFPC Partnership Process Manager. Mac reviewed recent moves under the CPP MOU, and distributed a list of former NATCA bargaining unit members who are moving into the NAATS unit, giving rise to additional move possibilities.

NAATS Chief Negotiator Wally Pike reported that his relocation to the DCA area for an 11 month detail had been completed. He added that weekly NAATS staff meetings with Pike, Doring, and Simms now take place Monday mornings at 10:00 a.m. to compare notes and provide an update on all office activities.

On the FAA's PRIBS, he reported that the Accelerated Promotion PRIB was signed off by Monte Belger on July 19, retroactive to April 14. He added that PRIBs on Night Differential and Sunday pay already have been implemented. Several PRIBs remain matters of contention between the FAA and NAATS. We are not in agreement on #5 (highest previous rate), #12 (PCS benefit); #19 (interview for external and internal hires); #23 (temporary internal assignments); and #24 (Career transition program).

On the FAM 160 program, Wally reported that some additional restrictions are likely, including limits on multiple trips to the same location, but that the Administrator has opposed any radical changes in the program, for which he stated personal support.

Wally noted that it is not too soon to begin serious considerations for the next round of collective bargaining. He asked each Director to review the contract and MOUs. He also asked that members at large submit ideas through their regional representatives.

On a currently "hot issue" regarding FAA attempts to undermine Alternative Work Schedules (AWS), Wally stated that we had notified the FAA that the issue is covered and contained in the contract, and that a meeting is scheduled with ATX next week to clarify that we will not bargain about the issue.

NAATS Labor Relations Director Mike Doring reviewed the CPP Arbitration decision which we recently won. Mike reported that FAA Central Region claims they have no jurisdiction on another CPP arbitration request now pending, and will not select arbitrators. The issue has however been transferred to the national office, and the selection of arbitrators is anticipated. Mike also reported that the FLRA has rejected ULPs filed on the issue of FAA's noncompliance with the smoking shelter agreement, even with the FAA's admission of violation of the agreement, because the settlement requires a grievance to be filed, not a ULP, for a failure to comply with the settlement.

Mike distributed a list of proposed places, dates and subjects for national training in 1997. It was agreed that places and dates have been scheduled for national training conferences in 1997, as listed in the accompanying box printed here.

NAATS Executive Director Gary Simms provided an update on the budget and finances, indicating that we are currently operating very close to budget projections on both the income and expenditure sides. He added that the Budget Committee will meet on September 10 in DCA.

He also gave a report on NAATS NEWS and asked for additional reports for the national news section. Simms stated that he wants to prepare a special annual report for the National Meeting. Work Group reports are flowing to Wally, and should continue to do so; he will forward copies to Mac for status reports to the NFPC.

Simms stated that NAATS is prepared to proceed with the initiation of a web page, to be maintained by Simms and Burnside. Hot links to any regional pages will be included, as will be hot links to other aviation related home pages.

Mark Boberick raised an issue related to parking and building security. It became clear that security practices vary considerably around the country.

Mike Terry reported that there is an updated schedule for rebuilding STL. Bids go out in September, an award in December (and start of construction). The building is to be ready on September 10, 1997. Mike attended the Partnership Challenge Course recently, and learned that there will be a follow-up course made available. He also reported on a Central Region work group designed to redefine the inflight position. Ron McKinnis provided an update on the strategic planning initiative and suggested that it be staffed by 3 regional coordinators. It was agreed that we need a document that we can take to Congress or the public regarding the NAATS vision of the future of Flight Service; it would be the source of principles to drive the efforts of a wide range of work groups by setting forth goals and objectives in a dynamic manner.

Ron Maisel reported that there is a recall for a facility representative now underway, and that it will be dealt with under the constitution.

Bill Dolan reported that set up for the OSHKOSH event will be this Wednesday. Bill also gave a report on DF developments. He is looking for input on a DF replacement policy position from other members of the Board. AOPA is not supportive of the loss of DF coverage without an alternative. Bill added that it is important to collect UCRs and use them as part of the Congressional effort.

Craig Campbell reported on the XFSS program. FAA funding may not be used in the Flight Service Stations (unautomated) after 1997. They will remain Flight Service Stations until the individuals there are transferred. The time for closure remains at issue depending upon funding. Craig stated that we need to bargain the transfer because it is no longer strictly a closure of FSS, but rather a contracting out of service. The FAA does not want to negotiate. Wally has sent a letter requesting to bargain.

Ron Dawson reported that Albuquerque was awarded facility of the year honors. The SUA project at FTW is proceeding. A major issue of attempted part-timing of facilities has been raised in the region. Zero money seems to be available for overtime.

Ward Simpson stated that the closing of XFSS is a major issue.

Government Relations Director Irv Woods gave a report on FAA reform legislation (which has a very clouded outlook), DOT appropriations, related legislation, and the PAC. Special efforts have been undertaken to retain funding for PCS moves associated with the closure of the XFSS's in CONUS. GRASSROOTS 2000 had been held off to see what is in the appropriations. On the PAC, it was noted that we give just as much to Republicans as we do to Democrats. We will continue to focus on incumbents on committees which oversee FAA issues.

Other matters discussed included the potential recruitment of new membership, and the fact that we need to keep our members satisfied. A written report from Dan Holodick, our NTSB focal, was discussed by Mac, noting that training is required for the NTSB representatives. A report from Tom Halligan was circulated to the Board concerning his activities in the FAA's Weather office, with a focus on contract weather observer costs and CWSU. On Drug/Alcohol Testing, a concern was raised that the "random" list of drug tests has been less than random at certain facilities. A concern was also raised that management officials may have advance knowledge that testing will be conducted, even if they will be among those tested.

As you're aware NWM Regional Director Don McLennan, with the aid of SW Regional Director Ron Dawson, has been working hard on developing the concept for a new pay plan for our bargaining unit. Don has issued several pay bulletins regarding this matter and I encourage you to read these closely and to provide him with your input.

Some questions have surfaced as to why we're even considering a new pay plan. Some comments Don has received indicate a general satisfaction with the GS pay scale and our current benefits. Obviously there's a need to explain the impetus behind this work group and what we hope to achieve as a result. I'll try to address the former and let Don explain the later as he progresses with his task.

Personnel Reform removed several obstacles to FAA goals. It also removed some protections for our bargaining unit. One of the initiatives available to the Administrator is devising a new pay structure. This is something the Agency has chosen to explore with the goal of moving away from the GS pay scale. The status quo is not a viable option for us based on the latest Agency initiatives. Our choice is whether to take the lead on how we're compensated or to have it determined for us. NAATS has chosen to take the offensive.

Both PASS and NATCA have developed pay plans. As FAA employees we're all compensated from the same budget. In other words, what the Agency gives to PASS and NATCA affects what is left for us. Therefore it behooves us to move aggressively forward to protect our interests and to work in conjunction with the other unions to the extent possible.

The details of our pay proposal will take some time to complete. Don, three other NAATS members, and FAA representatives will strive to identify these details using a joint work group format. Their goal is to develop a system that accurately compensates us for the work we perform. It's hard to imagine a more important area of concern for our bargaining unit. Again, I encourage you to keep abreast of the details on this proposal and to provide any comments or suggestions to Don and his work group.

I hope this has provided some insight on this matter. If you have any questions please contact your regional representatives.

1) Issue - Future direction of the NFPC. Discussion: Now that the Partnership Training is almost completed (six AFSS's left, all will be completed by Sept. 27, 1996) in the 61 AFSS's and no issue received from the field facilities. Resolution: The NFPC amended the NFPC Charter to be more proactive in FSS issue at FAA HQ. Make sure that partnership principles and practices are used in all FAA work groups and committees. Better control on what affects us in Flight Service.

2) Issue - NFP Budget for FY 1996 and FY 1997: Shan Franklin ATX-500, reported to the NFPC on how much money is left in FY 1996 budget to distributed to the regions. The following regions have requested additional funds, for year end training. ASO- $13,000; ANM-$4,000; ASW-$6,000; ANE- $5,600; AEA-$6,000; AAL-$1,500. This takes care of all funds for this fiscal year. The NFPC has put over $161,000 dollars to the regions. This does not count the initial training expense of the last four regions. Next year's budget is still unknown; the NFPC has taken the National and Regional Coordinators' suggestion and those dollars identified will go to the regions for regional disbursement. Again the fairest way to distribute those dollars is: $$$$$/61 AFSS's =$$$$ to regions for Partnership.

3) Issue- Finalize bid for next NFP National Coordinators: Both Regina Pickering and Ted Brookshire's detail as National Coordinators are ending November 1996. The Gatekeepers are going to issue a letter requesting resumes from those interested in filling the National Coordinators' positions. Again the Regional Coordinators have recommended that the term should be staggered, so one term will be for 2 years the other will be for 2 1/2 years. Resumes will be due by August 30th 1996, the selection by September 15th. Get those resumes in!

4) Issue - NFPC Future vision: The future vision is incorporated in the amended charter. Control the future of Flight Service.

5) Open Topic

a) Carryover issue- Hardship MOU: The NFPC has withdrawn this issue by NAATS request. NAATS has checked into NATCA's Hardship MOU history and has found more problems not only for Management but also NATCA. So NAATS will continue to work with management for an equitable handling of hardship requests.

b) New Issue- Establish National Hardship Award for Exemplary Partnerships: The Gatekeepers have forwarded this issue to the NFPC for consideration. Kurt Comisky and Dave Sprague will be doing the research on this issue. The suggested name for this annual award will be The Bill Jeffers Partnership Award, in honor of Bill's support for Partnership process.

c) New Issue- Replace Mr. Sprague with AAT-2 This issue will not go to the NFPC; the issue in this suggestion is that the party believes that Mr. Sprague doesn't have the authority to implement issues at FAA HQ. Mr. Sprague has the confidence of Mr. Jeffers (AAT-1) and Mr. Washington (AAT-2) so there is no need to replace Mr. Sprague.

d) New Issues- EFAS FPL's replacing NWS employees at the ARTCC's CWS Units: This issue is presently being worked somewhere in the Reorganization work group, where no one knows. NAATS has also requested an Article 9 briefing on this issue. So this issue will not be submitted to the NFPC until after the briefing to NAATS.

6) Other issues discussed: for further research by NFPC members for future meetings. CIC Pay, EFAS training for Flight Service Controllers, Staffing.

7) The National Coordinators and Regional Coordinators gave a number of suggestions and a couple of issue that were discussed by the NFPC. The one issue about the NFPC receiving training was approved by the NFPC in Portland Oregon meeting last year, but with all of the new members it was decided that the Coordinators were correct and the NFPC will schedule the NAATS/FAA Partnership initial training in the near future. The rest of the suggestion were either incorporated in the newly amended charter or were approved at this or previous NFPC meetings. Thank you to Coordinators for all of the work you have done these last couple years, and a special thanks to Gina, Ted, Janice and Isaac.

8) Next NFPC meeting is scheduled for October 29th-30th in New Orleans.

This MOU represents the results of bargaining between the Federal Aviation Administration (FAA) and the National Association of Air Traffic Specialists (NAATS) concerning the new FAA REVAMP (Remote Electronic Vacancy Announcement Microfiche Program). Within 30 days of its effective date the Employer agrees to place a copy of this agreement in all facility Read and Initial (R&I;) Binders where NAATS bargaining unit members work.

Section 1. The Parties agree that the provisions of the NAATS/FAA Agreement, specifically Section 37-01, remain in full force and effect.

Section 2. The Employer agrees to ensure that, through whatever means necessary, there is no change in the application of Section 37-01 of the Parties' Agreement.

Section 3. Nothing in this MOU constitutes a waiver of any Union contractual or statutory right.

This MOU addresses the Remote Electronic Vacancy Announcement Microfiche (REVAMP) Program.

Section 1. Air Traffic Promotion Plan announcements must still be open for at least 21 days and each facility must have a display of these bids in accordance with our contract.

Section 2. Management must ensure the above; no excuses are acceptable.

Section 3. We didn't waive anything in these negotiations.

ATPAC 84 convened at 9 AM on Monday, July 15,1996 at the Danfords Inn in Port Jefferson, Long Island, New York. This was the first time in a number of years that we met at an Eastern Region location. We were fortunate to be visited by the Eastern Region Air Traffic Division Manager Johnny Walker, and Terry Bolerjack, the New York Center manager. Before covering the regular business, I'll go over some briefings and conversations we had.

CWSU, GPS, AND PUBLICATION PROBLEMS

Johnny Walker spoke about redesigning airspace within the next six years and how much the oceanic activity is growing. I had a chance to speak with him and ask about the CWSU program and our bargaining unit taking over that function from NWS. He is very much in favor of us coming in and doing the job. I also had spoken with Terry from the New York Center and he is very positive about the move. I asked him about the possibility of doing CWSU out of the automated stations or did he feel it had to remain physically located in the center. Terry said at his facility (ZNY) that the CWSU unit gives a face to face briefing twice per day to the TMU and the area managers and supervisors who then brief their controllers. They may brief more often if the weather requires it. Terry feels it is important to keep the CWSUs located in the centers. Based on a rumor I heard, I asked Terry if there was any doubt about the capability of our bargaining unit handling the CWSU job. He replied, "absolutely not!" In fact, he feels we would be much better suited for the job because we understand far better than NWS what they need from the CWSU to get their job done. He also felt we would be much more responsive to their needs than NWS.

We toured the New York Center and while I was there I spoke briefly to the CWSU person there (without identifying myself as a FSS person!) I asked her if all of their people were meteorologists and she stated they all were. She also confirmed that they give two or more face to face briefings a day especially to the TMU, and they write forecasts as well. One of our NATCA reps who is a center controller there at ZNY said he does look at the weather radars during the day because his sector is physically close to the CWSU, and he is personally interested in weather, but it is not a normal part of a center controller's job. So, I found this extremely interesting and encouraging. The idea of us taking over the CWSU has been talked about the past 10 years or so. It looks like at long last it is really going to happen. The test here in Houston is scheduled to begin in October with four of our EFAS people going to ZHU for training.

Dan Hanlon, the ATCA rep gave out copies of a letter he sent to our ATPAC Chairman regarding a GPS working group as a subcommittee of ATPAC. Dan was looking for which organizations from within ATPAC would be interested in working on this GPS workgroup. After a quick call to Mac, I gave Dan our resident GPS experts name, Fred Manthey from DRI, with Brian Gleich from CXO as a backup. I've faxed a copy of the letter to both Fred and Brian and am sure they will provide a great deal of useful input to the development and usage of GPS and how it could benefit Flight Service as well as in the terminal and enroute modes. This committee will explore all possible uses of GPS, such as SAR, VFR flight following, etc., and we will do well to have input at this stage of the game, when all options for GPS are being explored.

We also received a briefing from Steven Vuocolo, ATX-420, the manager of Air Traffic Publications. He explained they are considering changing the publishing cycle to save money. His department has been downsized to 6 people, and they put out the 7110.65, 7110.10, AIM, AIP, Class 2 NOTAMS, Contractions manuals and several others. A survey was sent out to propose changing the Class 2 NOTAMS publication to a 4 week cycle instead of two, and to go to a 182 day cycle instead of 112 days on 7110.65, 7110.10, 7210.3, AIM and AIP. This is just being sent out for industry comment, but slowing down the publication cycles really could save money. My facility has had trouble getting their Class 2 NOTAMS, so I gave Steve our address to get us back on the mailing list. If your facility is have the same problem, have your staff people or the region get in contact with the ATX-420 division at FAA headquarters.

Now, for regular ATPAC business. We satisfied 2 IOU's, adopted 3 recommendations, generated 4 new recommendations and left 3 pending. Four AOC's resulted in the recommendations, 2 were deferred with IOU's. We completed action on 6 AOC's, and deferred 10 AOC's which included 13 new ones this meeting. Two AOC's submitted were withdrawn. I'll cover in depth the ones that affect us and briefly discuss or summarize the others.

NOTAMS

We left the recommendation on GPS NOTAMS pending for a briefing from Pete Quinn at the October meeting. This was for RAIM outages to be available through DUATS and non-automated FSS's. Also pending is the recommendation of a central database for NOTAMS to include what are currently called local NOTAMS so that they are all more accessible to the users. The ALPA rep gave an example of NOTAMS for Reno, NV that did not come out on his weather packet. He finally got the full list from his dispatcher who was only able to get them by calling Reno Tower. The dispatcher then sent them to this Captain via ACARS in the aircraft. This list included several D type NOTAMS as well. I warned the committee members that the NOTAMS they do get will be changing as the new NOTAM handbook goes into effect Aug. 15th, except for a few specific paragraphs which include taxiway NOTAMS, which brought up this whole issue anyway. The Flight Standards rep will try to get some action on this, but he admitted this is low priority for that branch right now. Another recommendation was to add taxiway closures associated with active runways to the ATIS. A draft DCP was provided and this recommendation will remain pending to see the response from the field.

FLIGHT PLAN HANDLING

An AOC filed by NATCA concerned round robin IFR flight plans. Apparently in many areas of the country, flight plans are filed round robin even when leaving one control area for another without a second flight plan being filed to pick up when returning. This creates a burden on the second controller having to manually coordinate or file a second flight plan, and a delay for the user. I found in the 7110.10L para. 6-3-2 a, b and c the reference requiring the filing of two flight plans, and that this is the standard procedure to be followed. The ATPAC Executive Director took an IOU to write an ATB to remind us in FSS how to file such flight plans. To educate the pilots who file by DUATS, the user groups will put something similar in their respective publications.

ASOS and DF

Two other areas discussed that touch us in FSS concern ASOS and the DFs in regards to the primary enroute radar deactivation. NASA ASRS has had complaints from controllers regarding inaccurate ASOS readings. How often can we as briefers and pilots relate?? ATPAC is requesting a briefing from the ASOS people and FAA as to how we are augmenting ASOS and getting that information out to the user. This is also a good place to remind all of us in FSS to use the ASRS form if you notice any problems with lack of availability of weather, or other problems, ASOS related or not. These do get the attention of a lot of people. Maybe we should file one on AWP/WMSCR's problems with getting the METAR/TAFs out in a timely manner...or maybe a UCR?? Does anyone out there want to write out one?

An update on the status of deactivation of the primary enroute radar brought back hope for the DF. The study justifying decommissioning the radar depended on the continuation and enhancement of the DF system; when it was discovered DF was about to be trashed, the brakes went on the decommissioning. Also, the idea of taking the digital DFs no longer needed in parts of the country, due to superior radar coverage, and relocating them to places where the tube type DFs are dying or dead, is being seriously reconsidered. Here at CXO, our PSX DF (tube type) was OTS when an instructor pilot called requesting a practice DF. All I could offer was a VOR-VOR practice which he wasn't interested in. I would love to have a replacement digital DF since the PSX site is along the gulf coast, and we frequently need the service. I am sure many stations would jump at the chance also.

WAKE TURBULENCE, AIRSPEED, AIRCRAFT LIGHTING, STARS, ETC...

Other items covered by the committee this meeting included limitation of aircraft speed to 250 KTS as directed by FAR, taxi into position and hold procedures, which lights to turn on when going into position and hold, issuing low altitude fixes to pilots using high altitude charts, etc. Pilots can now expect to hear a runway number when cleared to land at an airport where more than one runway is active. The parachute jumping in high density airspace issue remains deferred pending a briefing in October. The workgroup on standardization of STARS will reconvene since they couldn't figure out what they had said the first time they met!

Concerns were once again raised regarding separation criteria for the B757. Just as we finished up the meeting, we got a fax on new weight category reclassification. To summarize, small aircraft are now 41,000 lb.. or less, large is 41,001-255,000 lb.. and heavy is above 255,000 lb.. For us little airplane drivers, this means that we in the C152s, etc. are in the same weight class as the biz jets like a G2! And we would definitely get wake turbulence from that. But there are still different separation criteria weighing less than the old 12,500 lb. cut off. For more information, ask a NATCA controller about their latest safety notice.

We had one safety item on landing clearance being given for the full length of the runway, and then once the aircraft touches down, changing the clearance to hold short or exit the nearest taxiway. This really causes problems for the landing pilot in a very busy phase of flight. The Executive Director will do an ops con this week to all region air traffic division managers and speak to the three facilities thus far identified as have this problem. Controller responses to emergency situations were also discussed. It seems a pilot in a multi-engine aircraft had an engine out and declared an emergency, but because the pilot didn't sound stressed and had more than one engine, the controller handled the situation as a "routine emergency" and did not expedite the aircraft's flight. This resulted in eight deaths when the pilot was unable to make the airport. An ATB will be written on handling emergencies, and this incident will probably be used in annual refresher training. We also discussed changes to the AIM, GPWS alerts, and use of video cameras for ATC purposes.

NATCA submitted an AOC requesting longer readbacks for pilots of certain new mandatory items on clearances and this was deferred for comment from the user groups. One problem immediately apparent is frequency congestion and the busyness of the pilot when receiving these complicated clearances. I suspect this will be voted down by the users. And finally, an AOC was introduced to allow jump seat privileges for all ATPAC members. This would be very valuable for those unable to jump seat at present, as I know I learn something new just about every time I am in the cockpit.

TWA 800

The terrible tragedy of TWA 800 occurred just about 15 miles from where we were meeting. We remembered hearing the sirens, and when we later turned on the news and found out about the crash, we were shocked and dismayed by the gravity of the situation. We pray for the families of the passengers and crew, and hope that one day soon, there will be no more such tragedies, either planned or accidental.

Until next time....

Andrea