NEWSLETTER E-MAIL ADDRESS:
This issue of NAATS News represents a new approach to disseminating the Newsletter - We are providing a Word Formatted version online for downloading and printing:
Plain DOC version ZIPped Version
Please bear with us as we try to work out the bugs. Of course any and all comments are welcome.
Wally Pike, NAATS President
We're meeting with mixed success in trying to schedule the pay subgroup meetings despite the efforts of the NAATS subgroup leaders. The issues and status are listed below with the associated NAATS representative.
- Facility Levels: SO Regional Director Craig Campbell. Air Traffic is unavailable until the last of this month and unwilling to empower subordinates prior to that time.
- Part timing and FSDPS: NE Regional Director Kurt Comisky. Preliminary discussions have yielded nothing of substance with little interest or energy expressed by management representatives.
- Remaining Work Rules: EA Regional Director Ron Maisel. First meeting is scheduled for August 23.
- Pay Rules: NM Regional Director Don McLennan. A meeting is scheduled for the week of August 7 and the outlook appears promising.
I've discussed our concern over this lack of enthusiasm with both the management chief negotiator and ATS-1 Steve Brown and I'm meeting with AT-1 Ron Morgan on August 21. Hopefully this will lead to some activity on their part. FAA management needs to come to the conclusion that these negotiations are important and assign the necessary priority. The September 1 date is fast approaching and the NAATS team is unanimous and committed to our pay proposal. We're also communicating with our congressional representatives and NAATS Congressional Representative Hal Gross and I attended an Al Gore fundraiser on Friday evening, August 4. Please feel free to contact your Regional Director about any issues or questions involved in these negotiations since they are all on the team and knowledgeable about all the details.
We've invited Deputy Administrator Monte Belger and Steve Brown to speak at our national meeting in November. I've also invited the management Chief Negotiator for pay, Ray Thoman. We'll have the agenda published and available to you shortly. Please plan to attend if at all possible.
The NAATS Board of Directors meeting will be the week of August 14 in Washington, D.C. If you have any items you would like discussed please contact your Regional Director. A report on the May BOD meeting is included and available on the NAATS web page.
Wally
The following are some of the items discussed at the NAATS Board of Directors Business Meeting the week of May 15. Please contact your Regional Director with any questions or comments.
President's Report:
Our new Labor Relations Specialist Chris Klemm was discussed as well as our expectations of his employment. Chris will work full-time at NAATS Headquarters.
It was acknowledged by all that Gretna Stefano is doing a fine job at NAATS Headquarters as our Office Manager.
The Board of Directors confirmed that NAATS Board meetings have priority over any other business.
The relationship with Air Traffic needs improvement. Specifically the latest letter from AT-1 to the NAATS President denied bargaining unit usage of the FAA Intranet to provide aviation services. All agreed that was extremely shortsighted by AT-1 and counter prductive to the agency's mission.
Congressional Relations were discussed and it was emphasized that we will continue to be active in lobbying for our issues. Congressional Representative Hal Gross is at NAATS Headquarters on Fridays to coordinate his efforts and receive instructions.
NAATS/FAA Initiatives:
NPC will offer input on budget discussions on the Air 21 initiative. This is a bold move for the unions, as we have not ever participated in these types of discussions at this level before
WP Regional Director Ward Simpson will be the NAATS focal for the 7110.10 revisions.
OASIS was discussed and it was decided that the Human Factors and testing teams would present their views directly to the Board at a future meeting.
Finance Committee Discussion:
Recommendations from the Committee were discussed. Gretna has gotten our membership roles to match those of the Agency. It shows us with 1,322 members. The committee will explore the option of self-insurance instead of using insurance companies.
Public Relations Team Briefing:
John Dibble has been added as the newest member. He is researching different types of outreaches both Internet and non-Internet. So far, this year, the team has attended the Helicopter Expo and Sun 'n' Fun. NBAA is scheduled later this year and so is AOPA. Pike will be attending both of those with the PRT. We received a lot of positive comments last year from those who attended.
Chairman Larry Burdick is presently securing more Jeppesen Flight Watch inserts. He will send some to HQ for those RDs that want to get more. It was suggested that a national pilot database would help the team do a better job in keeping in touch with our customers. The BOD is committed to making the PRT more successful.
Larry Burdick was selected as the national WSI representative. He has already been informally acting in this capacity for the last year. WSI had inquired of Burdick about the FTW AFSS SUA/ISE product. They seem to have indicated they might be interested in developing a similar product.
Familiarization Training:
The program was discussed, specifically procedural problems in Alaska. It appears that AK management is responsible for the errors.
Aviation Labor Coalition Charter:
It was decided that the NAATS President could use his discretion regarding this charter.
Liaison Reports:
Welcome to Margaret Hamilton our new ARW Liaison. She has identified six UNA (User Needs Analysis) items:
Terminal Convective Weather Forecast
- Ice Accretion
- Turbulence
- Temperature SPECI
- Volcanic Ash
- Long-line RVR Reporting to comply with ICAO Annex 3
The final list for the first 90 SAWS units has been issued. Ten units will be installed in each region: included are 8 AFSS and 8 FSS (Alaska).Dan Petlowany, ARS Liaison, discussed the AFSSVS final Requirements Document is now making its way through the approval process. The SAWS (Stand Alone Weather Sensors) program is approaching the Final System Review in Seattle at the end of the month.
Kate Breen our ATX Liaison, has sent out to all of the Directors the draft answers to the Familiarization Training Program questions. The commitment for training at the Academy this year is only 98 so far. Also, the Air Traffic Division is currently about 30 million in the hole for this year and it is still growing.
ATP Liaison Donna Holmes advised the following:
Several PTRs are still outstanding on AIS. NAATS is working on the flight planning capabilities as well as the ability to use the NOTAM 2000 program that was developed in CXO. The national ACD workgroup will be getting together to resolve the many national issues they have identified. Also being looked at is the delivery of the Marquee Boards to all facilities (installation is mandatory, however, you may complete I/I on what goes on it and where it is placed in the facility). A meeting is being set up to develop recommendations for FSDPS staffing, training and other interim issues that need to be addressed as a result of the OASIS deployment delays. An MOU is currently being worked to cover the national issues surrounding RAIS. The LAA private test will be taking place in North Bend, OR, Arcata, CA, Rock Springs, WY and Marquette, MI.The draft of the national constitutional review has been approved by the BOD for the membership to vote on. There will be a mailing to advise members of the changes and a pro/con argument as information. There will be two consecutive NAATS News articles on the constitutional changes and, also, the ballot that goes to members for ratification will have this information on it too. There was BOD consensus an all these issues.
Labor Relations Specialist Chris Klemm was introduced to the group. Regional Directors, in turn, advised the new LR specialist on those issues pending within their regions.
A Drug/Alcohol Testing FacRep checklist should be developed. EA Regional Coordinator Pat Less will be asked to work with Drug/Alcohol Representative Tom Halligan on this.
Chris Klemm will provide LR training at the national meeting in San Diego.
The next BOD meeting will be in Washington, D.C.The NAATS National Office structure was discussed and it was agreed that a final decision would be made at the next BOD meeting.
For more details on any of these topics please contact your NAATS Regional Director.
Wally Pike, NAATS President
The NAATS negotiating team is proposing reclassification as the basis for our new pay system. There are sound reasons behind this preference as opposed to a generic, across the board increase that leaves little opportunity for future salary gains.
The FAA is moving toward becoming a "pay for performance" agency. Basically this means that employees are to be compensated for the work they perform as opposed to the old "flat rate" GS system. This forms the foundation for the NATCA pay plan and the other core plans that have been implemented.
It must be emphasized that the NAATS proposal ensures all of our members at facilities, small and large, will receive more compensation than they would have under the old GS system. This comparison includes government-wide increases and step increases. Differentials are to be retained, as is locality pay.
I think all would agree that our facilities do not have identical work requirements. We all brief pilots, provide SAR, NOTAMS and flight planning but there are differences. Some facilities deal with Customs, others have significantly more ICAO workload and one, Miami, has Cuban airspace considerations. Operations per specialist, while a major consideration, are not the only determining factor. While it can be endlessly argued exactly what job functions should receive exactly what weight, the NAATS Classification Index (CI) is a reasonable attempt to quantify several of these differences between our facilities.
The differentiation between facilities is essential for reclassification. Also necessary is a mechanism that will ensure members can move from the lower level facilities to the higher ones. We've addressed this by requiring that all new hires be placed at the lower level facilities; members would then have the option of remaining at these facilities or moving to one at the higher level.
Another critical issue that has to be addressed is the overall staffing figure for our bargaining unit. As you're aware we're lumped into the 3,000 number that contains all flight service personnel. It's vital that we have a number that contains only those bargaining unit members who actually provide the service to the aviation public. Specifically we do not want to include anyone who is on detail, medically disqualified or on temporary promotion. The best way we've concluded to determine this number is by using the facility watch schedules to reflect the personnel actually working the operational positions. Once agreement is reached the FAA will have to maintain this staffing requirement.
The NAATS team feels that reclassification is the better choice for both our option in Air Traffic and our membership as Air Traffic Controllers. We feel it sets a bad precedent to allow the FAA to treat us differently than NATCA. We also feel the previous membership vote supported this choice. Regardless of the course we pursue on pay we realize that not everyone will be happy. The final decision will be yours when you vote on ratification.
The NAATS negotiating team is well qualified for its task. All members have completed a minimum of two courses, FLRA and Karrass, as a bargaining foundation. We have additional number crunching and reclassification resources in Arthur Fox and Randy Barber who have been involved in the Postal negotiations.
It is possible that reclassification won't happen and we'll continue to compensate all of our facilities the same. The playing field isn't level in these negotiations and there are factors beyond our control. And, of course, there's always the management team's opinion of what's best for us.
In any case we'll do the best we can legally, congressionally and administratively. NM Regional Director Don McLennan will continue to keep you updated on our negotiation progress via the Compensation Bulletins. Your continued support, patience and comments are appreciated.
NAATS Appoints New National Customs Representative
On July 27th, NAATS President, Wally Pike announced Al Osborn will now be serving as the NAATS National Customs Representative. Al is a specialist at the Miami IAFSS and a longtime NAATS member and supporter. He will be responsible for the coordination between NAATS and Customs. Any facility having Customs concerns should contact Al at (305) 253-7640.
NAATS
CONVENTION
2000
SAN DIEGO, CA
NOV. 15-16, 2000
- The Handlery
- Hotel & Resort
FACREP TRAINING
NOV. 14TH
- Reservations: 619-298-0511/800-676-6567 (M-F 8-5)
- Refer to NAATS meeting for special group rate of $89.00
- By Oct 12, 2000
Hal Gross, Legislative Liaison
Because of the infrequency of this column this year, I've decided to summarize the whole history of the major legislation we are following, even though some of this material will be "old news" to many NAATS readers. Here goes.FAA REAUTHORIZED FOR 3 YEARS AFTER STRUGGLE:
FUNDING NEAR AGREEMENT AS CONGRESS WINDS DOWN
FAA Reauthorization (H.R. 1000)As the year began, negotiations between Chairman Bud Shuster (R-PA) and his allies on the House Transportation and Infrastructure Committee, and their opponents on the House and Senate Budget and Appropriations Committees were at an impasse after a year-long dispute over the terms of the FAA Reauthorization bill (H.R. 1000). Shuster wanted a guarantee of General Fund spending for aviation to go with assured funding from the Aviation Trust Funds. The others opposed these assurances on principle.
On November 10, 19999, Chairman Shuster had pulled out of negotiations with Sen. Pete Domenici (R-NM), Chair of the Senate Budget Committee; Sen. Ted Stevens (R-AK), Chair of the Senate Appropriations Committee; and Sen. Slade Gorton (R-WA), Chair of the Senate Commerce, Science and Transportation Subcommittee on Aviation. In late February 2000, Shuster indicated he was again willing to talk and negotiations resumed. (During the interim, the FAA's authorizing legislation had expired and the Agency had been reauthorized for short periods by a series of Continuing Resolutions.)On March 1st, tentative agreement between the negotiators was reached. Shuster did not get guaranteed funding for the programs supported by General funds, but managed to achieve his fallback position: funding guarantees for aviation programs supported by Trust funds along the lines of the highway and transit funding agreements reached in 1998. The agreement calls for a guarantee that all receipts and interest in the Airport and Airways Trust Fund (an estimated $33 billion) for the next three years will be appropriated for aviation programs, with an additional authorization of $6.7 billion from General funds, subject to appropriations. The bill authorizes $12.7 billion for aviation programs in fiscal 2001, a $2.7 billion increase.
To support the funding increases, the parties agreed to increase the maximum air passenger facility charge from $3 to $4.50 per leg.
Resolving a controversial side issue, the parties agreed to begin a phase-out, to be completed by 2009, of slot restrictions (limitations on the number of take-offs and landings) at three airports: O'Hare (Chicago) and J.F. Kennedy and La Guardia (New York City), with regional jet service without limitation to begin immediately. At Regan National (Washington, D.C.), 24 flights per day were added, including 13 per day outside the 1250-mile perimeter.
The conference agreement called for $40 billion in new appropriations, reauthorized the FAA for 3 years, and guaranteed an increase for airport construction.
Under the agreement, the Airport Improvement Program increased from $1.9 billion in FY 2000 to $3.2 billion in FY 2001, $3.3 billion in FY 2002, and $3.4 billion in FY 2003.
While the funding increases in trust fund protected programs is encouraging, the FAA retains its burden to fight for its highest priorities, including its operations budget and safety programs, such as air traffic control, through the regular appropriations process. Underscoring this fact, Transportation Secretary Rodney Slater said, "it is most important that any final legislation fully fund FAA operations at the level required in the President's budget for FY 2001."
NAATS Supports FAA Budget Request
Meanwhile, in testimony submitted at the end of March to the House Transportation Appropriations Subcommittee, chaired by Rep. Frank Wolf (R-VA), NAATS "strongly supported" the Administration's budget request.
Among its requests, the Administration supported, "full funding of multi-year fixed asset projects as part of an ongoing attempt to improve the cost and performance of agency procurements. To implement the Administration's full-funding policy, advance appropriations are requested for … OASIS."
The request also said that, "Flight Service facilities must be upgraded and improved on a continuing basis to provide the level of service required by users to meet current and future operational requirements. New equipment must be installed or existing facilities and equipment must be improved, expanded or relocated to assure the continuance of high quality navigational and landing aids." Again, NAATS strongly concurred.
The Administration's budget request also sought $6 million in FY 2001 and $39.4 million in the future for Flight Service Station voice switch modernization, and again NAATS provided strong support.
Conference Report Passes
The conference report on the FAA Reauthorization bill (H.R. 1000) passed the Senate on March 8th, 82-17. Twelve Republicans and only five Democrats voted, "no" (mainly to reflect opposition to increased noise at the four large airports where slot rules had been relaxed).
The House voted on March 15th to pass the conference report on H.R. 1000, 319-101. The bill was said to reshape the nation's aviation system, speed the airport construction boom, boost airline competition, improve airline service to small cities, and spur a new effort to modernize the air traffic control system. President Clinton signed the bill into law on April 5th.
As passed, the Act contains authorization for $40 billion in total spending over three years, an increase of $2.6 billion, allocated as follows:
- $12.7 billion for FY 2001
- $13.1 billion for FY 2002
- $13.7 billion for FY 2003
From these totals, the Airport Improvement Program (AIP) is authorized to receive retroactive authorization of $2.4 billion in FY 1999 and $2.5 billion in 2000, plus the following new funds:
- $3.2 billion in FY 2001
- $3.3 billion in FY 2002
- $3.4 billion in FY 2003
For FAA Operations, $20.8 billion was authorized over three years, including:
- $6.6 billion in FY 2001
- $6.9 billion in FY 2002
- $7.4 billion in FY 2003
and "such funds as needed" were authorized for FY 2000.
For FAA Facilities and Equipment, a total of $8.6 billion over three years, as follows:
- $2.7 billion in FY 2001
- $2.9 billion in FY 2002
- $3.0 billion in FY 2003
The legislation retroactively authorizes $2.1 billion in FY 1999 and $2.7 billion in FY 2000.
Finally, for FAA Research and Development, the Act authorizes $224 million retroactively in FY 2000, including:
- $17 million for system development and infrastructure
- $33 million for capacity and air traffic management
- $11 million for communications, navigation and surveillance
- $19 million for weather technology
- $7 million for airport technology
- $44 million for aircraft safety technology
- $53 million for security
- $26 million for human factors and aviation medicine
- $3 million for environmental and energy research
- $2 million for innovative research
It authorizes:
- $237 million for FY 2001
- $249 million for FY 2002
- and nothing for FY 2003
The Act guarantees that the principal and interest of the Trust Fund will be spent on aviation programs administered by the FAA until 2003.
It gives priority to the Airport Improvement Program and to Facilities and Equipment Modernization. Giving priority to these tow programs will increase the pressure on the FAA Operations account in future years.
The Act also provides for a Chief Operation Officer (COO) for the FAA, to be appointed by the FAA Administrator with the approval of the Aviation Management Advisory Council, a body to consist of six members, on of whom must be an air traffic control employee union leader. The other five are private citizens, not from the airline industry, chosen from the fields of management, procurement, customer service, information technology, organizational development, or labor relations. The COO would be in charge of the Air Traffic Control System.
The COO will approve 20 development projects and issue permits to non-federal partners to share costs on air traffic control modernization.
FY 2000 Supplemental Appropriations (H.R. 3905)
On March 30, 2000, H.R. 3905, containing supplemental appropriations for FY 2000, passed the House by a vote of 263-146. The bill was supported by 64% of the Republicans and 56% of the Democrats in the House. It included $13.2 billion in mid-year funding.
In the Senate, the bill's prospects initially looked poor. Majority Leader Trent Lott opposed the bill. Sen. Phil Gramm (R-TX), another opponent, announced that Sen. Lott had promised him that the bill would not reach the Senate floor.
In defiance, Sen. Ted Stevens (R-AK) held an Appropriations Committee mark-up. The Senate version of the bill, as marked up, contained approximately $7-8 billion in new appropriations.
The House bill contained an appropriation of $77 million for the FAA to fund 170 Safety Inspectors and medical certification staff. Although this funding had importance within the FAA, it was not significant enough to drive the bill. H.R. 3905 disappeared totally from the radar screens, while behind the scenes negotiations continued. Eventually, the Senate Appropriations Committee reported out the bill, and it passed the Senate, setting the stage for a House-Senate conference, which swiftly reached agreement.
On June 29th, the House adopted the conference report on the supplemental appropriation bill by a vote of 306-110. The Senate adopted the bill the next day by a voice vote.
As passed, the conference report contained a total of $11.2 billion in supplemental appropriations, including $75 million for FAA Safety Inspectors and medical certification personnel.
The President signed this bill into law on July 13th.
Transportation Appropriations for FY 2001 (H.R. 4475)
On February 7th, the Administration submitted its request for Transportation Appropriations, including $965 million in new aviation fees.
The first sign of trouble ahead came on March 6th in the House of Representatives when Appropriations Chair C. W. Bill Young (R-FL) outlined a series of reservations about H.R. 4475, as reported from the Transportation Appropriations Subcommittee (chaired by Rep. Frank Wolf (R-VA). Young noted that the bill was $1.5 billion over President Clinton's request. Joining Young in opposition were House Budget Committee Chair John Kasich (R-OH) and Republican Whip Tom Delay (R-TX). Others, including Rep. John Sweeney (R-NY), expressed strong support for the bill.
Meanwhile, in the Senate, opposition surfaced from Frank Lautenberg (D-NJ), the ranking Democrat on the Senate Transportation Appropriations Subcommittee, who felt that the extra funding in the bill for air transportation amounted to (unfairly) choosing one mode of transportation over another.
Other Senate opponents were Sen. Peter Fitzgerald (R-IL), Sen. Charles Robb (D-VA), and retiring Sen. Daniel P. Moynihan (D-NY), all of whom were concerned about increased air traffic at their local airports resulting from relaxation of the slot rules.
The Administration, however, was pleased with the bill. Secretary Slater said that the bill met 95% of the Administration's goals for safety, airport security, modernizing air traffic control, adding capacity, and increasing competition among airlines.
Under the fill, every airport with a construction project would gain funding. The basic construction grant would double, form $500,000 to $1 million. This, the Secretary said, would insure that airports could add capacity as the number of travelers increases from 650 million per year to a projected more that a billion per year by 2007.
The House Appropriations Subcommittee pronounced the Clinton user fee for aviation "dead on arrival".
Meanwhile the Budget Resolution created tight budge allocation fro FY 2001 appropriations for the FAA. This set up a conflict, because the authorized level of FAA funding (from H.R. 1000) was $2.7 billion higher than the FY 2000 appropriation. Most of the increase was for airport construction and FAA Capital Programs, whose funding was guaranteed by H.R. 1000. This puts serious pressure on the FAA Operations account, as the largest piece of remaining discretionary funding, setting the stage for a "pitched battle" over the need to modernize the air traffic control system (which constitutes 80%of FAA Operations spending).
On May 16th, the full House Appropriations Committee marked up H.R. 4475. A $2 billion increase for aviation programs was provided, in accordance with H.R. 1000, the authorizing legislation. The bill would increase the appropriation for the Airport Improvement Program (AIP) by $1.3 billion to a total of $3.2 billion in FY 2001. The Facilities and Equipment account was increased by $2.1 billion to $2.7 billion, FAA Operations received and increase of $5.9 billion to $6.5 billion, $48 million below the Administration's request.
On May 19th the House passed the Transportation Appropriations bill for FY 2001 (H.R. 4475) by a vote of 394-13. The bill provides $12.6 billion for the FAA, including $3.2 billion for airport construction from the Airport and Airways Trust Fund.
The Senate passed its version of H.R. 4475, after substituting the Senate text of the bill, by a vote of 99-0 on June 15th. As passed, the Senate bill under-funds air traffic control.As we await the completion of the House-Senate conference on the Transportation Appropriations bill, the difference between the House and Senate bills can be summarized as follows:
House
Senate
$55.2 bil. $54.8 bil. of which: $15.3 bil. Appropriated $15.8 bil. $39.5 bil. Trust Funds $39.5 bil. For the FAA: $12.4 bil. $12.6 bil. Airport Construction (AATF) $3.2 bil. $3.2 bil. FAA Operations: $6.35 bil. $6.54 bil. (a difference of $194 million) This can be put into perspective with the following numbers: FY 2000 FY 2000 - Pres FY 2000 - H FY 2000 - S $8.131 bil. $9.271 bil. $9.305 bil. $9.190 bil. If the House and Senate conferences split the difference, they will come out at $9,287,500, or $16.5 million above the President's request.
Chairs Play Musical Chairs
Both Frank Wolf and Bud Shuster are reaching their 3-term limits as Chair of Wolf's Appropriations Subcommittee and Shuster's Transportation and Infrastructure Committee. Wolf is expected to seek the chairmanship of Foreign Operations. Rep. Sonny Callahan (R-AL), who tried unsuccessfully for the position in the 105th Congress, may replace him. Don Young (R-AK) may replace Shuster.
Of course, if the Democrats gain the majority in the House, as some expect, then a Democrat would become chair of each committee and subcommittee. If the Democrats win, Rep. Jim Oberstar (D-MN) is the likely chair of Transportation and Infrastructure. The Appropriations Subcommittee chair is more uncertain.
Christopher G. Klemm, Director of Labor Relations
THE NEW DIRECTOR OF LABOR RELATIONS CHECKS IN
Hello NAATS!
My name is Christopher Klemm and I'm your new labor relations specialist. I have been here at the National Headquarters for three months and have been rigorously enforcing our collective bargaining agreement with the FAA.
I have been in contact with all of the regional directors over this period of time to discuss their regional issues. I am really excited to be here and begin a progressive enforcement of our collective bargaining agreement. Our collective bargaining agreement is the centerpiece of our union. It serves as protection and a reminder towards the FAA that if the agency is not willing to take our issues seriously, then the agency can explain their policies in front of an arbitrator. Our Facility Representatives, Regional Coordinators, and Regional Directors our trained and are experienced union representatives. They know the contract and are aware of all MOU's that covers your employment with the FAA. As a solid union, we must hold the agency accountable for all employment actions, no matter how large or small the issue is. The contract must be enforced to make sure your employment rights and the rights of your fellow union brothers and sisters are protected.
Currently, I have three cases scheduled to go to arbitration. The first case is scheduled for August 15, 2000, and it involves official time for representation of bargaining unit employees attending the Mike Monroney Aeronautical Center. The second case is scheduled for September 6, 2000, and it concerns the agency's hiring 125 new employees in the Flight Service Option. The issue is the FAA failed to notify and negotiate this action as required by the CPP MOU. The third case is scheduled for November 8th, and 9th, 2000 and it revolves around the FAA's mishandlings of a dismissed employee in our Central Region. I am aggressively making sure that the FAA is administrating an effective labor relations department and if they are not, well you better believe that I will be waiting for them.
Finally, I am currently in the process of updating our new Facility Representative Manual Guide. It has been a little while since the manual has been updated. There have been new rules and procedures created and new laws enacted for the protection of workers. Hopefully, a copy will be available for the representative's after the first of the year. It takes a tremendous amount of time to create and edit an effective operational manual. The purpose of this manual is to establish a national guide for training our representatives to correctly enforce federal labor relations laws and procedures. The facility representative is one of the most important roles in NAATS; he/she is the spokesperson on the local level to advocate for their follow employees. They are skilled negotiators, grievance/arbitration representatives, and peacemakers. They develop a skill of knowing what to say, or do when the time is right.
I would like to conclude by welcoming all new members to NAATS and if there is anything we can do for you, please do not hesitate to call or write your Regional Coordinator or Regional Director. I look forward to meeting you all and seeing you somewhere down the road, hopefully not in a disciplinary situation. My goals for NAATS is to have an effective labor relations program and that our members our treated with dignity and respect in the workplace.
Air Traffic Procedures Advisory Committee
Andrea Chay, NAATS Representative
Our 100th meeting of ATPAC was convened in the DOT NASSIF Building in Washington DC, July 17th. We were supposed to meet in Anchorage, AK, but with the FAA budget being so short, we ended up back in DC for the summer. Fortunately, the weather was beautiful, and low humidity. Quite a nice break from the Houston temps. of 101-103 for this Texas gal!
Peter Chilen, ATS-2 visited with us and spoke about the delays in the Air Traffic System and the DSP, departure sequencing system that New York Center controls. Jeff Griffith, ATP-1, also came by and discussed LAHSO and the new order that becomes effective Aug. 14th. There will be training for all pilots, general aviation and air carrier, and the order is generic to cover all airports. Final agreement just occurred the Friday before we met. Jeff also told us about another weather avoidance program that just started. This involves using, in cooperation with the military, some of their special use airspace along the Atlantic Coast to reroute traffic around severe weather. Apparently, it was not as successful as they had hoped the first weekend it was in use, because in part, the military wasn't willing to give up as much airspace as FAA would have liked.
AOC's that concern us include 1-800 WX-Brief cell phone call transfer problems, tower light NOTAMS, alternate altimeter setting minim, PIREP dissemination, and NOTAM distribution in general (i.e. local NOTAMS).
NOTAM Distribution
Gary Bobik from FSS Division gave us a very thorough update on the status of distribution of NOTAMs. There are currently about 23,000 NOTAMS in the database. Tower light NOTAMs take up about 45% of this database. There were 7500 FDC NOTAMs as of July 12, they expect rollover of 9999 by August and will go back to 0001 again. Last year this did not occur until December. There are about 100-125 FDC NOTAMs being issued per day. The problem is that they will use FDC NOTAM numbers that have been canceled, so there may be a great deal of skipping around looking for canceled NOTAM numbers. There are three new elements for snow initiatives. Now 1/4-inch snow will be a valid reporting value. NOTAMs for MU meter readings will now include the name of the FAA approved device, since the numbers reported by each piece of equipment mean different things. (Just a reminder, this NOTAM remains an "on request" item. Most of these NOTAMS only concern air carrier operators.) Also, the time of the snow observation will be included in the NOTAM, (WEF 0007252000 etc.). Gary explained that in moving to ICAO format NOTAMs, that the platform and templates must come next. FAA has received 3 vendor proposals using an Oracle database with Windows NT, and DUATS users would have access. But WMSCR cannot support ICAO; the long-range goal is to replace WMSCR in 3-5 years. The current NOTAM platform, however, cannot be supported past 2002-2003. An open architecture is needed. FAA is looking at the current DOD Internet NOTAM program as a possible replacement. They are also looking at AIS as a possible replacement for WMSCR faster than the 3-5 year time frame. All of this is being put into a letter responding to ATPAC's request to fix the NOTAM system, so we deferred the AOC pending receipt of this letter. In the NOTAM workgroup, we as of now do not have another meeting scheduled, but will probably get together once the new fiscal year starts.
Tower Light NOTAMs
I introduced a new AOC regarding those pesky tower light NOTAMs. Several members at my facility asked me if there was any way to get rid of the requirement to pass tower light NOTAMs to centers and towers, especially since they really can't use them, and don't like them. I though I'd try a two pronged approach. First, I wanted to ask the user groups if there is any value to having a NOTAM on a tower light outage that is less than 500 ft. AGL and more than 5 SM from an airport or charted helicopter route. If we could just eliminate those NOTAMs, that would cut the number a center specialty that I checked with from 115 to 45, eliminating 70 NOTAMs! And that is just one of six specialties in one center! This takes up a lot of time for both us and the Center and Approach controllers. Plus, they really don't know what their legal requirement is in issuing these NOTAMs to pilots on approach. They generally only use NOTAMs within 5-10 miles of the airport; any others are not affecting their IFR traffic. We even have a NOTAM in the system now for a tower light outage 65 miles east of NEW, 480 ft. AGL. How useful is this? Unfortunately, the helicopter group represented by HAI, and the military members stated tower light NOTAMs are very important to their groups, and they need them to remain in the system. So, I guess we will be stuck with them, but at least a while ago in the NOTAM workgroup, we got them all changed to one type of NOTAM, D NOTAMs. The 200 ft. requirement coincides with FCC's requirement that any obstruction 200 ft. plus must be lit. My hope was that if the users agreed we could eliminate the low, distant tower light NOTAMs, then I could go to the NOTAM workgroup and work on changing our procedures regarding the requirement to pass the NOTAMs to the control facility. Since there is a bona fide need for these NOTAMs, I see no chance to change our procedures, and told the NATCA reps we will still be passing those NOTAMs!
Cell Phones Calling 800-WX-BRIEF
Another AOC that NBAA and I introduced together concerned the problem with cell phone calls and 800 WX-BRIEF numbers. A pilot calling to request a briefing or clearance on a cell phone will usually get the AFSS where he is based, not the local AFSS for his location. Not too much a problem for a weather brief, but requesting a clearance causes a possible big problem. Just prior to coming to ATPAC, we in CXO (near Houston) got a call for a clearance from Troy, MI. (We told the pilot to call back on a regular phone). Lyle Miller from ATP-420, aviation weather, briefed us that with the new MCI FTS-2001 contract, that each AFSS will be assigned a dedicated national toll free number, i.e. specific for that AFSS. These calls will come into the ACD and go into the regular queue with the 800-WX-BRIEF calls. These calls can still be offloaded, but only in case of catastrophic failure, not as part of normal traffic management, etc. This contract will be effective October 2000 with full implementation to occur no later than Dec. 6, 2000 after proper I and I with the union. FAA will put this information in the AIM, AFD, on the website, pass out cards through the FSDO, etc. I was pleased this solution came about, in large part due to an AOPA recommendation. I hope you will be too. You may also find that some of your local loyal pilots might prefer to call your station from out of town, just because they like the way you do things better than however the local station does it. Isn't that what customer service should be? And, local NOTAMS can be acquired preflight, thereby helping the pilot fulfill his/her FAR Part 91 obligation to get "all pertinent NOTAMS prior to preflight"!
Collection and Dissemination of PIREPs
We discussed again the collection and dissemination of PIREPs. Daphne Jefferson, ATP-310, explained the idea of one frequency nationwide for PIREPs, with the unavailability of a frequency spectrum being mentioned as a possible problem. The recommendation from the GA Summit was for one nationwide VHF PIREP broadcast frequency. This would most likely be a HIWAS type recurring tape. Don't know who would cut the tape, or where it would be located, etc. They want to provide Internet access through Aviation Digital Data Service (ADDS), and also educate the pilots on the quality of PIREPs provided. The Aviation Weather Center in MKC hopes to sponsor a test at centers for controllers to request specific PIREPs over specific locations to validate their forecasts. This is call the Solicited PIREP Program, and they hope to begin the test in FY-01. Perhaps we can help by requesting a specific PIREP when briefing, i.e., if turbulence is forecast, request a ride report, instead of just the generalized PIREP request which most pilots tune out by now. We also discussed getting the ACARS reports to be downloaded into our system automatically, e-PIREPs. One of the airline dispatcher reps. said a few airlines are sharing their ACARS PIREPs, but most are not. The technology is there, if we can just get all the computers to talk to each other. Also, Lyle mentioned in his FTS-2001 briefing, that the ACD is also being programmed for PIREP reporting, maybe like the Fast File number.
Altimeter Setting Minima
Finally, an AOC about needing alternate altimeter setting minima in case of altimeter failure was covered. It was discovered that at many locations, the alternate minima was deleted with no explanation, thus only one source of altimeter reading was available, and if inaccurate, no approach could be made. Howard Swancy from Flight Standards said he could discover no plan to remove the alternate altimeter minima, yet it occurred. There is now a moratorium on making any other deletions, and if anyone finds an airport location that does need the alternate minima reestablished, we should have that airport operator get in touch with Howard in Flight Standards, AFS-3.
Other issues we covered included LAHSO, 250 KT speed exemption test at IAH, and runway incursions. If anyone has any questions, comments or concerns, please e-mail me at [email protected].
Suzanne M. Pellosmaa, NAATS OSH REP
This month I decided to write on fire safety in our facilities since I have touched bases with a few facilities and this very subject seems to be quite an issue. If there is any subject that you would like to see discussed in this section of the newsletter, your suggestions are very much welcome. Every facility should have an emergency evacuation plan and I do suggest that you review yours to see what the action plan is in case of a fire alarm/drill. Remember an annual fire drill should be performed at your facility and if this is not occurring, please seek assistance from your FacRep. Each region has their own OSH program, and a copy should be made available to your facility, I would ask to see the OSH program and to review what it has to say about fire prevention and emergency evacuation procedures. The following information provided below is quoted from the
FAA Order 1600.69 and from the 29CFR1900.While glancing through the 1600.69 Appendix 3, 101-20.103-5, Initiating Action Under Occupant Emergency Program, it states (b) When there is immediate danger to persons or property, such as fire, explosion, or the discovery of an explosive device (not including a bomb threat), occupants shall be evacuated or relocated in accordance with the plan without consultation. This shall be accomplished by sounding the fire alarm system or by other appropriate means.
Below is quoted from the 29CFR1900 regarding Employee Emergency Plans and Fire Prevention Plans.
1910.36 General Requirements
(b) Fundamental requirements
(1) Every building or structure, new or old, designed for human occupancy shall be provided with exits sufficient to permit the prompt escape of occupants in case of fire or other emergency.
(2) Every building or structure shall be so constructed, arranged, equipped, maintained, and operated as to avoid undue danger too the lives and safety of its occupants from fire, smoke, fumes, or resulting panic during the period of time reasonably necessary for escape from the building or structure in case of fire or other emergency.
(6) In every building or structure equipped for artificial illumination, adequate and reliable illumination shall be provided for all exit facilities.
(7) In every building or structure of such size, arrangement, or occupants, fire alarm facilities shall be provided where necessary to warn occupants of the existence of fire SO that they may escape, or to facilitate the orderly conduct of fire exit drills.
(c) Protection of employees exposed by construction/repair operations
(6) No building or structure under construction shall be occupied in whole or in part until all exit facilities required for the part occupied are completed and ready for use.
(7) No existing building shall be occupied during repairs/alternations unless all existing exits and any existing fire protection are continuously maintained, or in lieu thereof, other measures are taken which provide equivalent safety.
(8) No flammable or explosive substance or equipment for repairs or alterations shall be introduced in a building of normally low or ordinary hazard classification while the building is occupied unless the condition of use and safeguards provided are such as not to create any additional danger or handicap to egress beyond the normally permissible conditions in the building.
(d) Maintenance
(1) Every required exit, way of approach thereto, and way of travel from the exit into the street or open space, shall be continuously maintained free of all obstructions or impediments to full instant use in the case of fire or other emergency.
(6) Every automatic sprinkler system, fire detection and alarm system, exit lighting, fire door, and other items of equipment, where provided, shall be continuously in proper operating condition.
29CFR1910.37
(h) Discharge from exits
(1) All exits shall discharge directly to the street, or to a yard, court, or other open space that gives safe access to a public way. The streets to which the exits discharge shall be of width adequate to accommodate all persons leaving the building.
29CFR1910.38 Employee Emergency Plans and Fire Prevention Plans
(a) Emergency action plan
(1) The emergency action plan shall be in writing and shall cover those designated actions employers and employees must take to ensure employee safety from fire and other emergencies.
(2) Elements. The following elements, at a minimum, shall be included in the plan:
(i) Emergency escape procedures and emergency escape route assignments
(ii) Procedures to be followed by employees who remain to operate critical plant operations (inflight?) before they evacuate
(iii) Procedures to account for all employees after emergency evacuation has been completed
(iv) The preferred means of reporting fires and other emergencies
(4) Evacuation. The Employer shall establish in the emergency action plan the types of evacuation to be used in emergency circumstances
(5) Training(i) Before implementing the emergency action plan, the employer shall designate and train a sufficient number of persons to assist in the safe and orderly emergency evacuation of employees
(ii) The employer shall review the plan with each employee covered by the plan at the following times:
a. Initially when the plan is developed
b. Whenever the employee's responsibilities or designated actions under the plan change and
c. Whenever the plan is changed
(iii) The employer shall review with each employee upon initial assignment those parts of the plan, which the employee must know to protect the employee in the event of an emergency. The written plan shall be kept at the workplace and made available for employee review. For those employers with 10 or fewer employees, the plan may be communicated orally to employees and the employer need not maintain a written plan.
That is actually a quick summary and I have sent away for the NFPAA 101-1970, Life Safety Code from the National Fire Protection Association. If anyone does have a current problem with this at their facility please contact me at your earliest convenience and I also suggest contacting your local congressman to advise them of your facility situation.
Flight Service Celebrates 80th Anniversary
Elinormarie Morrissy, NAATS News Editor
August 20th will mark the 80th anniversary of the beginning of what we know today as the Flight Service option. In the 17 years following the Wright brothers' historic first powered flight at that Kittyhawk, NC beach, airplanes played a significant role in the first "war to end all wars" (WWI). The name of the Red Baron, barnstorming, and the term "ace," associated with a fighter pilot who shot down 5 or more enemy aircraft, entered the popular culture of the time.
As the peacetime economy began to flourish, airplanes found new roles in commerce and as private pleasure craft, foreshadowing their vital role in the economy of the early 21st century. As you will see in John Schamel's article that follows, Flight Service Stations, and the men and women who operated them, have been right there, too.
Ours is a long and distinguished history of service to aviation, to our country and to our communities. We are not dinosaurs from a bygone era and we are not obsolete! We should never let ourselves, or the FAA, forget it.
AMRS -- 1920 A Brief History ofFlight ServiceJohn Schamel, FAA Academy 2000 -- AFSSThe evolution of Flight Service from the aviation support facilities of 1920 to the present Automated Flight Service Station mirrors the remarkable growth of aviation during the 20th Century. In fact, today's modern Air Traffic Service (ATS) has its origins in those original stations. The following is a brief account of that evolution.
The United States military entered the aviation arena during World War I, an episode in history that was instrumental in demonstrating the versatility of the newly invented airplane. During the war, a variety of tasks for military aircraft were tried, one being a venture with the U.S. Post Office. In May 1918, the first air mail route was established between New York and Washington, D.C., with other short routes in the eastern states following. The Army turned the operation over to the Post Office in August 1918, transferring all the equipment and personnel. As Air Mail routes slowly expanded, work was started on the transcontinental route. This ambitious plan called for a 2,612-mile route from New York to San Francisco, complete with the 17 primary landing fields having an Air Mail Radio Station (AMRS). The transcontinental route opened on August 20, 1920. All 17 AMRS were operational by the end of 1921. The AMRS specialist made local weather observations, obtained other weather information by radio, and often made their own forecasts. They also assisted in loading and unloading mail, servicing the airplane, and maintaining their own equipment, often building their own radios.
The passage of the Air Commerce Act on May 20, 1926 brought a variety of aviation-related tasks under the control of the Department of Commerce. The Transcontinental Airway System was transferred from the Post Office to the Bureau of Lighthouses. A new organization within the Bureau - the Airways Division - took over in June of 1927. By this time there were 45 radio operators working at the renamed Airway Radio Stations (ARS).
Early specialists were primarily former maritime radio operators. They were well experienced in building, maintaining, and operating radios for long periods with little or no assistance. These radios used point-to-point telegraphy using Morse Code -- known as CW (Continuous Wave) -- to communicate with other ground stations. CW was used for air ground communication until voice radios were developed. CW was not phased out of the air traffic system until 1948. Weather and aeronautical information was passed along the routes from one station to the next. The standard Morse Code gave way to shorthand methods as radio traffic increased. First Phillips Code was used, which was later replaced with "Q" calls. Many of the "Q" calls are still used in the computerized systems of today.
Standardized air-ground voice radios became available in the early 1930s as more aircraft became radio equipped. Teletype was introduced to the ARS in 1928. One circuit was available for all traffic, which included message traffic for other government agencies. A second circuit was added later, allowing weather information to be separate from flight information and administrative messages.
The station keeper's duties remained pretty much the same. Service wasn't limited to just mail planes, though. Any pilot stopping at or calling the ARS could get weather information or make a position report. Search and Rescue duties were added to look for overdue aircraft. Specialists still did their own technical maintenance on radios and teletypes, and often maintained the airport's lighting aids.
Pilots of the era came to rely on the dedication and professionalism of the station keepers, the pilots' only contact with the air traffic system. This reliance would continue, even with the addition of airport control towers in the 1930's. Tower controllers were specialized in that airport environment. The ARS controllers still provided the majority of services to pilots nationwide.
The continued growth of aviation lead to the Civil Aeronautics Act in June 1938, creating the Civil Aeronautics Authority (CAA). The CAA took over many of the functions from the Department of Commerce and the ARS became the Airway Communication Station (ACS). Skilled technicians were assigned for maintenance of the electronic equipment in the system. The basis of the Airway Facilities System was formed in the years before World War II.
With the U.S. entry in this war, the military took over the ACS. ACS expertise helped build the Army Airway Communications System (AACS), the Army's worldwide air traffic service. As the men were put in uniform and sent overseas, women became controllers and staffed the domestic ACS.
The end of World War II marked the return of commercial aviation. ACS controllers provided services to private pilots, airline pilots, and military pilots. New and improved radio navigation aids helped speed the growth of flying across the nation.
The rapid growth of postwar aviation lead, in part, to the Federal Aviation Act in 1958, merging the CAA and other organizations to create the Federal Aviation Agency (FAA). The name Flight Service Station (FSS) was unveiled in March 1960.
Flight Service controllers continued to provide a variety of services to pilots throughout the nation, however, they were limited to simply reading weather reports and forecasts verbatim.
An agreement was reached in 1961 between the FAA and NWS. Flight Service controllers were trained as Pilot Weather Briefers and could summarize and interpret weather charts and reports. Pilot weather briefings could be obtained by phone or air-ground radio from any FSS. Improvements in weather services, aimed at reducing weather-related accidents, gave more tools for the FSS controller to use. Flight planning services continued to grow. The FSS became "general aviation's operations office."
The Federal Aviation Administration came under the Department of Transportation in 1967. The FSS system continued to grow slowly compared to the rest of the air traffic system. Because of a series of fatal accidents in the 1950s and early 1960s, emphasis was placed on upgrading radio, radar and computer equipment in en route centers and towers. Flight Service continued to work with the teletype systems originally built in the 1930's.
A new program, initiated in 1972, was to reduce weather-related general aviation accidents. It started on the West Coast at four stations - Los Angeles, Oakland, Portland, and Seattle. It was known as EWAS -- En Route Weather Advisory Service. Specially trained and dedicated controllers provide pertinent, current weather information to airborne aircraft. After a very successful test period, it was implemented nationwide with only a minor name change -- En Route Flight Advisory Service (EFAS).
Flight Service also led the way in another important area in 1972. In June the National Association of Air Traffic Specialists (NAATS) became recognized as the first national air traffic labor union. The NAATS/FAA contract was the first nationwide collective bargaining agreement in the FAA's history.
In the early 1970's the Flight Service Automation System (FSAS) was conceived. Increasing traffic loads demanded a more efficient way of doing business. Two automation systems were tested. MAPS (Meteorological and Aeronautical Presentation System) was installed in the "new" Washington Flight Service at Leesburg, VA. Two other stations were closed and consolidated into the Leesburg facility shortly after it opened. These were the first in a long series of automation consolidations. AWANS (Aviation Weather and Notices System) was installed in the Indianapolis and Atlanta Flight Service Stations. Other stations experienced upgrading of teletype equipment. A CRT-based system -- Leased Service A System (LSAS) and later Leased A and B System (LABS) - replaced the familiar yellow paper and forest green mechanical equipment of the teletype system in most stations.
"Model One" was chosen for the FSS system. The first Automated Flight Service Station (AFSS) was commissioned at Bridgeport, CT on March 3, 1984. 60 more AFSS's followed over the next few years. Changing technology and funding modified the original plan, and by the late 1980s it was obvious the original plan was not feasible. A new system, the Operational And Supportability Implementation System (OASIS) is the blueprint for FSS into the 21st Century. OASIS will become operational in late 2000.From a high of almost 400 Flight Service Stations in 1973, the system has shrunk to less than 100. Most are the AFSS 'super stations'. On September 30, 1997, the non-automated stations at New Bern and Hickory, NC were closed. That marked the end of the FSS Consolidation and Modernization Program that had been started in the 1970s.
This quotation, from an article marking the 50th Anniversary of Flight Service, is just as appropriate today as it was then:
"Their day-to-day work is not as dramatic as it once was, nor as widely appreciated by the public, since they do not direct or regulate air traffic."
"But nevertheless they are the persons most pilots rely on for flight planning data, for guidance over unfamiliar terrain, for steady reassurance when they get into trouble. The men and women who staff the stations haven't lost any of the dedication of those early pioneer station keepers who helped bring aviation out of its infancy."About the author
John Schamel joined the FAA in 1984 and has been an Academy instructor since 1991. He teaches primarily in the Flight Service Initial Qualification and En Route Flight Advisory Service programs. He has also taught in the International and the Air Traffic Basics training programs at the FAA Academy.
History has been an interest and hobby since childhood, when he lived near many Revolutionary War and Great Rebellion battlefields and sites. His hobby became a part time job for a while as a wing historian for the U.S. Air Force Reserve.
John's first major historical project for the FAA was to help mark the 75th Anniversary of Flight Service in 1995.
Flight Service Controller and Instructor
On Saturday, 12 August, the Flight Service community mourned the loss of one of its own. John C Martin was laid to rest that day after a hard-fought battle with cancer and all its complications.
John's air traffic career started with the Air Force. He served proudly as a controller at Vance AFB and in Okinawa. It was through the Air Force that he met his wife, Linda.
John's FAA career started in 1975, shortly after leaving the Air Force. He trained at Houston Center and Houston Flight Service. He served at Monroe, Louisiana and Oklahoma City Flight Service Stations.
In 1984, John became a Flight Service Instructor at the Academy. In the next 16 years of service, John served in a variety of positions. He was an instructor in flight service, the air traffic screen, and facility management. John served in International Liaison and Student Services, and spent some time as the acting manager. He served as an EEO Counselor. He served as a facilitator, and helped train more employees to become facilitators. He worked on special teams and within quality assurance. He developed and taught seminars on Violence in the Workplace. He served in the Academy union (Professional Association of Aeronautical Center Employees - PAACE) as a representative, committee member, and an officer. When he wasn't teaching students, he was helping with the development and updating of lessons. He was a coworker, a team player, a mentor, and a friend.
John was a firm believer in improving the world around him. No matter where he lived, he volunteered in the community to help others. On the job he took on extra work to improve procedures, policies, and working conditions. He was a driving force at times in getting changes for the better.
John's 'cube' shows what kind of employee he was. Shelves and walls are covered with awards won through dedicated service to the FAA. Pictures show John's smiling face next to managers and surrounded by students. Prominently displayed are pictures of his family - wife, children, and granddaughter.
On his desk is a gift from a close friend - a clock that runs backwards, counting down to retirement. In a cruel twist, it still counts down to a retirement that will never be.
John trained thousands of FAA and international students. His legacy and dedication shall live on through those that have followed in his footsteps to do their best for the flying public, for the FAA, and for the community.
Prescott AFSS News
Jon Larsen
SPEAK OUT: More on NFP
To All FacReps,
I read, with great interest, the recent letter submitted by Mark Senter, DAY AFSS. His words rang true. We need to present a united front.
Mark, we at PRC AFSS have done just that. Last year, when NAATS pulled out of NFP, our facility team was disbanded. Partnership at PRC had been very successful, and was supported by all in our facility. After much thought and consideration, we reformed a work group, following close in line to NFP. The exceptions were in name, and the power of authority. The group acted in an advisory nature. And we continued to work in a positive way, with our goal of keeping our workplace a good one. Again we were very successful.
This all changed in January of this year. After our regional NAATS quarterly meeting, I disbanded our facility work group in support of the other facilities in our region. Now, management and the union I & I any and all issues that come up. We still work towards a good workplace, yet the involvement from those on the floor is lessened.
I personally miss NFP. It did work for us, and it worked for many other facilities. But we all must be supportive in this, each and every FacRep and facility.
Mark, thanks for bringing this issue to my attention.
Fraternally,
Jon Larsen
PRC AFSS FacRep
Altoona AFSS News
Dave Vitko
Since last issue, two more specialists have been zapped by the loud tone burst over the new phone system. One specialist was placed on administrative duties due to medication used to combat an inflammation caused by the tone burst and another used two administrative days away from the facility due to "ringing in the ears and headaches." My sources tell me that the FAA is investigating. I guess 11 people being zapped doesn't really constitute a problem, does it? Speak up... what did you say?
Side Note - When I was blasted by a very loud static discharge on our inflight position in March, I requested a copy of the tape under the Freedom of Information Act. A copy of the tape costs thirty dollars. A little expensive?
My opinion to the ongoing pay negotiations is to leave well enough alone and work on hiring more people and keep from consolidating any further. Also an additional benefit would be pay for more of our health care premiums - this would be a tax-free raise.
Recently, a student called and asked to speak to a pilot briefer, unaware that a briefer already answered the phone. The student was enrolled in a Part 20-141 Flight School in the Pittsburgh area. He identified himself as a student pilot and the reason he was calling is because the computer they use for weather was broken and his instructor told him to call the "1-800 weather number". As we conversed he told me he had heard about a flight service station but wasn't aware of our functions. I explained them to him and gave him a briefing. He seemed surprised that we handled so many operations. Before he hung up the phone he said he would use us more often because he liked "talking to a real live person."
The point here is not that he uses a computer service for weather, but that the school did not explain all the services available for the students.
As one specialist put it we have evolved from a flight "service" station to a flight "numbers" station.
Hawthorne AFSS News
Elinormarie Morrissy, HHR AFSS
We survived the Democratic National Convention in good shape. Juggling the various TFR's involved was the only major headache and that was simplified by a bright idea from Temporary SATCS Scott Morrissy. He created a Word document that listed the basic information on each TFR, including its number, effective dates & times, fix-radial distances, and actual location (i.e. Staples Center) and made copies available at each position so that no one had to wade through pages of extra text on M1FC to provide our pilots with the information they needed.
AOPA is Coming to Town
The next big challenge for the Southern California AFSS's is the AOPA Convention to be held in Long Beach during the middle of October. Cynthia and Steve Rietz are working closely with convention planners and FAA Management to help make that a successful event for all concerned.
Pilot Weather Briefer Refresher Course
The end of this month will see the second installment of the Southern California Pilot Weather Briefer Refresher Course being taught at Hawthorne. The first session, held at the end of May and attended by weather briefers from both Hawthorne and Riverside AFSS's. It was pronounced a success by HHR ATM Mike Lammes and now plans to make it a once-per-quarter event. Kudos to Mike for his support in making this much needed training a reality.
Is This Some Kind of a Record?
Twins are not all that common in families. So what do you think the odds are of a single Flight Service Station having 4 sets of twins numbered among its families' children? Greg Cox and Stuart Macofsky's are boys, Lori Collins' are girls, and Frank Holman's set is one of each. In addition, Stuart's sons have appeared on the TV series, "The Pretender" and Lori's daughters just made their 2nd appearance on "The Bold and the Beautiful." I suppose there are advantages to living close to Hollywood.
Author! Author!
While we're in a bragging mood, one more HHR specialist should be brought into the light. Mike Masotto has just published is first novel. The book is titled Deal and it's about (what else?) air traffic control. This is no silliness like Pushing Tin. It's a serious tale of one man's struggle with disaster on the job and in his personal life. Mike's hard work and determination finally paid off. Congratulations!
Just One More Thought
HHR FacRep, Henry Oltman, continues his battle for a return to good health. While the chemotherapy is working on his cancer, it has wrought havoc with his immune system. He was just recently re-hospitalized so that his doctors could treat a serious infection. Your good thoughts and whatever prayers you can send Henry's way would be greatly appreciated by Henry's immediate family and his friends at HHR.
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This page was last updated on 20 August, 2000