NATIONAL MEETING 2003

Dan Hart, Ketchican FSS; Photos Courtesy of Scott Morrissy

Pictures from 2003 NAATS Convention:

DAY 1 -- APRIL 23RD

Wally Pike welcomed all of the attendees to San Antonio. He introduced the Regional Directors, Coordinators, Liaisons and other NAATS representatives to the group.

Runway Safety Program

There was a presentation by the Runway Safety Program Representatives: Martha Grimsley for NAATS, and Inez Kennedy from FAA. This program started in October of 1996 to address concerns about runway incursions and safety. The FAA wanted to increase safety. Currently the program mainly works with towers. Runway Safety is a high priority with the Administrator. The current objective is to expand the role of FSS in the program, because right now there seems to be little involvement for FSS. The reason that non-towered airports are not being addressed is that there is no good reporting system and pilots do not tell on each other. A question was raised on how FAA can market runway safety and FSS. I noted that the group had little information on how this is handled in Alaska. Contact Martha for questions and comments on this program.

A-76

John Barrass, NAATS contract support; Kate Breen, NAATS A-76 National Liaison; Rick McCarthy, FAA Hq. Office of the Chief Counsel and NAATS� PWS Team, Dave Hoover, Tim DeGrazio and Jerry VanVacter discussed A-76 with the assembled group. Dave reminded us that the people in the field are the important ones, and that we should keep our dignity. Do not turn the pilot off because of our situation. The pilots are the ones we serve and we need to keep their support.

John Barrass stated that if a contractor happens to get the bid, the ratio of management to workers is about one to fifty. The contractor first figures out how many are needed to do the operational duties and then sets an amount of management. It would be much less than what we presently have. Management should be very concerned!

As far as the PWS (Position work Statement) goes, we must concentrate on figuring out the "what" for right now, but we must also keep in mind how long it takes to perform these functions. Remember, industry will respond to what is in the PWS. If a function is not in the PWS, it will be lost.

If industry gets the bid, there will be less people and people with less experience work cheaper, so they would probably get be hired first. Cost is the bottom line for business!!!

Currently, the FAA is not renewing any more long-term leases for AFSS buildings.

Mark Jaffe and Donna Holmes are the MEO (Most Efficient Organization) representatives for NAATS.

Treasurer�s Report -- Marc Lackman

Marc talked about what the Treasurer does and how the position serves as the head of the Finance Committee. Among his duties, he recommends policies and practices to the Board of Directors. No official time is authorized; there is a stipend of $225 per month. The current auditor�s report shows that there are no irregularities.

As of year-end, there are assets of 1.2 million. Most of the cash is in CD�s. The NAATS building is valued at approximately $238,000. Anticipated dues income for the year is $830,000. NAATS spent about $55,000 last year for membership life insurance. The budget is a guideline, but the Board of Directors is able to shift focus as need be to address issues. We have about $26,000 in the Political Action Committee (PAC) Fund at the present time. This fund is kept separate from other funds by law.

Technical Representative Reports

Steve Glowacki briefed on the voice switch efforts. He hopes that we will be getting new equipment and there will be no off-loading capability in it (equipment only).

Regarding headsets, each controller has the right to choose the headset they use. See the MOU. This is an issue at KTN as we have been told that new people have to take what is left over at the facility. If any of you are having problems on this issue, contact Steve. Steve also needs to be kept in the loop for UCRs.

Jeff Barnes briefed on OASIS. Riverside AFSS just went operational on OASIS today. Jeff says that if there are any glitches with the system, please let him know directly. ABQ and DAY are the next two facilities to go operational.

Questions and Answers with the RegDirs

Where is the 7110-rewrite program? It�s not dead, there is some work ongoing at this time. Were is the FAM program? TSA has not Okayed the program. They are the hold up. No one seems to be able to get TSA to move.

There was some discussion about reimbursement of travel expenses for this meeting. Many people had travel expenses that were well in excess of the $200 offered as reimbursement. It is possible that many people were unable to attend because of the expense of travel. I am very aware of that issue!

Official time for this meeting. Right now there is 8 hours (or one work day) to be official time for this meeting. The Board will consider this issue for the next meeting. Usually there are 16 hours available under Article 4.

Who will replace Dolan as chief negotiator? This will be addressed at the next Board meeting in July. If you are interested, you should talk to your RegDir.

Staffing issues, we all need more people at our facilities. There are 7 in the academy now, and 27 more scheduled for the rest of the year. That�s it. Those that are already in the hiring process; those who have job offers right now will continue the hiring process. After that there is a hiring moratorium, not an official freeze.

What about a furlough due to the budget shortfall? Right now there is none planned. The shortfall is said to be between $2 and $5 million. The Alaska hiring program (local hires and from the University of Alaska) will also be "frozen" because of the budget shortfall.

With people waiting to retire until they hear something, what about the rumored buyout before the end of the year? There is no chance of a buyout before the end of the year.

Is the CPP program still in effect? Yes. If people really want to move, they should get information in to their RegDirs. Be sure that you really want to move.

What is the Board�s position on the FAA not signing any more MOUs? There is business as usual for now; there is no change in the handling of MOUs.

DAY 2 -- APRIL 24TH

Wally Pike -- A76 and Pay Status

The first matter addressed the issue of where the next convention will be. Las Vegas and Baltimore were the two choices. The advocates of Baltimore, gave a brief overview of the features of the city. The membership present voted; Las Vegas was chosen for 2004, probably sometime in early April.

On the matter of dealing with A-76, the first choice is to stop it. As long as the process runs, there is risk to the bargaining unit. The first option to stop it is by legislation. The House bill is bipartisan, and that is a big plus. If the language becomes the same, it won�t go to conference. Markup for the bill will occur about May 1.

We are also trying to pressure OMB to back off on making the FAA study the 15% of employees (reference A-76). NAATS is doing everything we can to stop the A-76 issue.

One way to slow down A-76 would be through appropriations. This would delay the study if no money can be spent on it. We will participate aggressively. We must make the FAA jump through all the hoops of the A-76 process. We are also trying legal challenges.

Ways of shaping A-76 are being looked at. We do not think that we will loose this, but we must be prepared. All options are being considered, including golden parachutes -- buyouts, early outs, cross training, etc. This does not mean we are giving up, just preparing in case. This would be an alternative to a Reduction In Force (RIF), which is a very expensive proposition to the FAA. If you have ideas on this issue, please send them to Bill Dolan (Chief Negotiator).

Pay negotiations began in January 2000. The FAA offered a 5.5% increase but wanted offsets. This is a net gain to us of zero; and this is the reason the reason we are at impasse. NAATS adopted "comparability" (with NATCA).

Right now we are waiting on the FAA to resume negotiations. We are not the only Union waiting to resume negotiations. We also have two outstanding ULPs, one on failure to implement the ratified contract, and the other on offsets on pay.

Congress will not deal with a pay dispute. They will not tell the FAA how to negotiate with one of its unions.

FSIP (Federal Services Impasse Panel) makeup is now anti-labor. FAA is now under some pressure from Congress to settle their Union pay disputes.

Question on A-76 whether it is 15% or 3%. Right now it is 15%, and the President wants to ramp it up to 50% some time in the future.

Keep in mind that constituents can do more than NAATS HQ can do reference congressional influence. If you have not contacted your representative, what are you waiting for???

Wally had marching orders from the Union to get "comparability" (17.5%). He told us now that there is no way that this will happen. We are FG-12s and get other increases, i.e. steps. We went at comparability from every avenue, but to be realistic, it will not happen. We now will have to shift gears to address pay, as there is no way to get to comparability. Remember, the FAA never offered a true 5.5%. This process is not a level playing field.

If the A-76 process goes forth far enough and we become under a MEO, we probably will not retain FG-12 or 2152. There will be no job security. The worst possible effect of killing A-76 is better than the best possible result of being in a MEO.

FAA has no interest in returning to the FMCS (Federal Mediation and Conciliation Service). They do not want the non-baseball type of arbitration. NAATS will negotiate at any time the FAA wants to address the issue.

Regarding the OJTI, FERS sick leave buyback, and CIC articles, what do we do? The Board needs to know what the membership wants to do if we end up loosing the ULP on this issue.

The FAA�s position to NAATS is that it is not in the Union�s best interest to get a pay raise while A76 is an issue.

East Coast ADIZ

A panel discussed the issues around the ADIZ. While it has gone away in the short term, it is likely to return. They may also spread to other selected cities. The ADIZ and the associated procedures have greatly increased the workload for the east coast facilities.

Bill Dolan -- Chief Negotiator

Bill related to the group that NAATS must continue to negotiate with FAA on issues. If we were to refuse, FAA would simply implement procedures, as they wanted to without NAATS input.

Liaison Reports

Each of the liaisons (NAATS members) gave a report on their activities.

As of March 31, 2003, there are 2,068 FPLs, 82 developmentals, and 2,821 total in the FSS option (this includes management and staff.) 2,935 is the projected number for 2004.

Tim DeGrazio, NAATS FSOSC Liaison gave a Power Point presentation on a program that will allow FSS Controllers access to TFRs and other information. It is supposed to start deployment in the next 60 days. All facilities except the FSSs will get this equipment in this deployment, FSS deployment will come later. They also plan to make this available to pilots on the Internet.

The meeting ended with Wally Pike�s closing remarks.

Taking Care of Our Own

FSOSC Liaison suffered an apparent stroke while in San Antonio. She was in the hospital throughout the National Meeting and for some time after it ended. Beth Gerrits served as liaison between the hospital and the meeting, bring in regular updates on her progress. She and Kate also provided a get well card that many of us signed and a special issue ATC Bear to let her know we were all thinking of her. Best wishes to Patsy on a speedy and complete recovery.

Personal Comments

Overall, it was a very good meeting. We have many hard working reps and the agency does not have the dedication that we do, though a lot of other things are in the FAA�s favor. We need to bring along new leaders because everyone is replaceable. We also need to take advantage of our resources.

On a positive note, we meet more with all levels of FAA than ever before. We are doing more of our own work (liaisons, arbitrations, etc.) because we will work harder for ourselves than anyone else will. I must say that this Board of Directors is doing a very good job.

This is our most challenging time. We know the FAA values us less than other options, and personnel reform allows that. We need to enhance our value and we must work to make the FAA a performance-based organization.

   A76 Update

Kate Breen, A76 Representative -- [email protected]

Hi All, this is going to be kind of a long one so please bear with me!

First let me start with the articles you�ve been seeing lately in AOPA and the one put out this morning by Ms. Leigh Strope of the Associated Press. We are working on a rebuttal to Mr. Boyer�s misguided comments in his latest editorial. I say misguided because I would hate to think that Mr. Boyer would straight out lie to his membership. The membership of AOPA is very important to all of us and I think we owe them the truth if their leadership is not going to give it to them. Thanks to Al Osborn from MIA for his insight into the article. As far as Ms. Strope�s article, I have phoned and left a voice mail to have her contact either Wally or myself.

Now to the MEO. The FAA in it�s infinite wisdom has finally contacted NAATS through our ATP Liaison Jim Perkins asking for the names of our two MEO participants. Nothing in writing, mind you, just a request through Jim and they want them here June 9th. The team will be put together shortly and I�m sure they will put something out to you all as soon as they get started/settled.

In a meeting last week something interesting was said, that we are not doing an A-76, the Agency is doing an acquisition under the FAA�s Acquisition Management System (AMS) and mirroring the A-76 Circular Guidelines. Confused? I know I was! The A-76 refers to FARs or Federal Acquisition Regulations and since April 1, 1996 the FAA has been exempt from using the FAR system. So the A-76 Circular that just came out yesterday makes no mention of an agency using their own AMS for the out sourcing competition. FAA is not the only agency that is in this situation.

Here�s the problem, the A-76 does not refer to the AMS and the AMS does not refer to the A-76 on procedural issues. The AMS does mention the A-76 in section 2 of the AMS under Figure 2-4. It says, "The FAA will follow the policies of the Circular to the extent that such policies are consistent with FAA�s statutory authority. Therefore, potential A-76 issues should be addressed during the investment analysis process and at other stages of the acquisition, as appropriate." There either needs to be a change to the A-76 Circular to include the different AMS programs, or a change to the AMS to include which portions of A-76 the agency is going to follow. Now the chances of OMB changing the A-76 Circular one more time are pretty slim (I would think), but the agency could change the AMS to reflect how they are going to use the new A-76 Circular.

We have asked the agency to not issue the Request For Information (RFI) until such time as everyone knows what the rules are so we can all play on that "level playing field," I�ll attach a copy.

Here is another problem; the FAA is planning on releasing the RFI on 6/2/03 with responses due back in 30 days. I would think the MEO should also be responding to the RFI, however the Agency has waited so long that the MEO team should have about a day to respond! (Sorry, being a little cynical) Seriously, once again we keep hearing about integrity of the process and that "level playing field" but I haven�t seen it yet. The FAA�s track record with acquisitions is certainly not worthy of a "green card" that OMB uses to rate agencies. But "damn the torpedoes full steam ahead," as long as the FAA can get a green card from OMB on out sourcing.

Sorry I don�t have better news this week, I will expand on the A-76/AMS mirroring process as I learn more.

   LETTER TO ACA-1

May 30, 2003

Joann Kansier, ACA-1, Program Director
Office of Competitive Sourcing Acquisition
Federal Aviation Administration
1575 Eye Street, N.W.
Washington, DC 20005

Re: Commercialization of Flight Service

Dear Ms. Kansier:

With today�s publication of a new A-76 Circular, the Federal Aviation Administration (FAA) will be determining to what extent it will adopt the new Circular procedures as part of its Acquisition Management System (AMS), consistent with the FAA�s statutory authority. Accordingly, the FAA must postpone issuance of its Request For Information (RFI) until such time as it can amend the AMS to reflect those A-76 procedures it intends to apply in the above matter.

Before the competitive process is initiated by the issuance of the RFI, all interested parties are entitled to know specifically which rules and procedures will govern that process. The FAA is exempt from the Federal Acquisition Regulation (FAR) and has instead developed its own AMS, which incorporates, to some extent, the A-76 Circular. Therefore, the FAA should, and in all likelihood will, analyze its own AMS procedures in light of the new A-76 Circular, and determine whether to amend those procedures accordingly.

As you have said time and again, the competitive out-sourcing process must have integrity. To go forward with an RFI at this point would undermine the integrity of that process. Fundamental fairness dictates that the rules of a game be established and made known to all the players before they must begin to play the game.

Accordingly, I urge you to withhold issuance of the RFI until the AMS can be amended to include those portions of the new A-76 Circular that the FAA intends to apply to the Flight Service competitive process. Thank you.

Sincerely,
Walter W. Pike
President

cc: Don King, ASU-350 Contracting Officer
       Marion C. Blakey, AOA-1 Administrator
 

   OMB TO STICK WITH CURRENT DEFINITION OF �INHERENTLY GOVERNMENTAL�

By Jason Peckenpaugh, www.govexec.com

The Office of Management and Budget is backing off some of its ideas for changing the federal public-private job competition process, including a proposal to revise the definition of "inherently governmental" work, a Bush administration official told Congress on Tuesday.

Angela Styles, the administrator of OMB�s Office of Federal Procurement Policy, told a House panel that the final version of OMB�s new Circular A-76 would likely include the current definition of "inherently governmental" work, which by law is off-limits for outsourcing. In its draft version of the revised circular, released in November, OMB proposed a new definition of "inherently governmental" and told agencies that federal jobs should be presumed to be "commercial in nature," and eligible for outsourcing.

"I think you will find when we come out with the final circular that we will return to the original definition [of inherently governmental]," said Styles in testimony before the Readiness Subcommittee of the House Armed Services Committee.

But the final circular will still include tight deadlines for completing job competitions and will mandate that federal employees who win competitions be held to binding performance agreements, according to Styles. If employees fail to meet these performance goals, the agency could hold another competition on their jobs, she said.

Michael Wynne, principal deputy undersecretary of Defense for acquisition, technology, and logistics, said performance agreements were needed to make in-house employees fulfill the terms of their bid. "We�ve had a very hard time getting them to stand up to anything other than [the] projected costs [of their work]," he told the committee.

Styles said OMB had not decided whether the final circular would include the 12-month deadline for competitions included in the draft rules. "That�s a decision from [OMB Director] Mitch [Daniels] and it hasn�t gotten to his level yet," she told a reporter after the hearing. "He�s pretty firm on the 12 months . . . but there are complex studies that clearly will take longer than 12 months," she said.

During her testimony, Styles said that both the Defense Department and National Institutes of Health had indicated support for the 12-month time limit. However, NIH opposed the 12-month deadline in its official comments to the proposed circular. Many other agencies and the General Accounting Office said the one-year time frame was unrealistic in their comments.

The final circular will also urge agencies to provide training and resources for federal employees so they can field a competitive bid, according to Styles. "We�ve added additional language to at least be clear in the circular that that is very important to us, that there is management commitment to have a competitive public sector bid," she told the committee.

In written testimony, Wynne said the Defense Business Initiatives Council is continuing to craft "alternatives to A-76" that could be used to compete some Defense jobs. These alternatives will be part of a Defense plan to compete 226,000 positions--or half of its commercial jobs--that will be part of the department�s fiscal 2005 budget request, he said.

   OASIS UPDATE

Jeff Barnes, OASIS National Representative, [email protected]

STILL ALIVE

OASIS is still alive. We�re on schedule for this year with installations on budget through the 14th site, CXO. CXO equipment installation is tentatively scheduled to begin the first week of December (pending approval at the local level). This is about a full month before the training is scheduled to begin there. The reason for installing so early is because there will be a major software upgrade that will be included in that installation. In addition to some major functionality enhancements (graphical TFR overlay and graphical overlay of actual active special use airspace to name two) the operating system (OS) will be upgraded. This is necessary because Microsoft will no longer support Windows NT4, the current OS in OASIS. So the back room server will be updated to Windows 2000 and the workstations to Windows XP. The reason for two different OS�s is because there is no reliable XP server software as of this time, although XP is preferable for the workstations themselves. Anyway, the magnitude of this change makes it necessary to do some field-testing. The early install will give us time to do that testing while minimizing impact to CXO (Our primary concern was to not impact the start of their training). When the CXO software gets the final thumbs up Harris will begin installing it at the sites that already have OASIS at that time. I haven�t seen a schedule for that yet.

BUDGET WORRIES

Tentative planning for next year is for hardware installation at Terre Haute (HUF) to begin in January. This could slip if we get into the continuing resolution mess like we had this year. However, Harris and the program office feel comfortable with January as of now. After HUF the 2004 schedule would likely follow at the rate of one site per month as we�re doing now. One question to be answered is that the Human Factors Team (HFT) has said that development would have to be complete by site 25 (BDR). Budget reality says that won�t happen. So the HFT has to do some analysis of what will remain to be done and potential impacts so that the Board can make an informed decision on whether to allow deployment to continue as development continues or whether to call for a halt to deployment until the development is complete. The same question has to be answered on the management side since Steve Brown (AT-1) had to approve the current plan to go to site 25. This would also necessitate changes in IOT&E. An adjustment to the waterfall to accommodate this could also be requested. The May HFT meeting will begin the actions needed to make these decisions. More on this as I learn more.

IMPACT OF OTHER PROGRAMS

At the national meeting one of the things I about is the impact that other programs have on OASIS. At that time I was talking about other FAA programs, but that goes for programs outside the agency also. Especially the National Weather Service and even international weather organizations. One of the requirements of the HFT was that satellite imagery of the Pacific be available in anticipation of the needs of Honolulu (HNL). This played nicely into our upcoming agreement to take over all pilot weather briefings from the NWS including international. It turns out that the Japanese owned weather satellite that images the Pacific (the GMS) has become unstable and is expected to go totally out of control any time now. This was anticipated and a replacement was launched, but it had to be blown up on launch... So as an interim measure the US is repositioning one of its GOES satellites to provide coverage. This means a different data stream that Harris has to pull the images from. Also, when the GMS replacement gets launched and operational there will be further changes as it will be more advanced and the data stream will consequently be larger. The European METEOSAT is scheduled for replacement also, and the new one will also be more advanced, requiring a larger data stream. So far the NWS hasn�t positively stated that they were going to bring these two bigger data streams to the US, although I don�t see how they can�t. But if for some reason they don�t it would likely mean no European or Pacific satellite images for us because it would be a huge expense for OASIS to try to import the data on their own. The NWS has also been making some changes to the wavelengths they use in their GOES infrared images, and taking some of their images more frequently. All these are changes that OASIS has to be adapted for.

We all know about the nice changes that the NWS is apt to make and implement without telling anyone. I guess they like to surprise everyone occasionally. I think that most likely with some of these things they make the changes because it makes sense for them and they forget that whatever they do impacts a lot of other programs and activities outside the NWS. We had a discussion with the Harris engineers yesterday on one such change. The NWS announced to everyone that they would be changing the tropical weather advisory products. They would be expanding the outlook period to 5 days (currently it�s 2 or 3, can�t remember which). This is all well and good. Luckily we got a tropical storm brewed up early this year because we discovered the dark side to the change early enough that it can be fixed before we get far into the season. When the NWS changed their outlook as announced they changed the header of their message, unannounced. OASIS and WARP both identify the name or number of the event by looking for what follows the first instance of "Tropical Depression," "Tropical Storm," or "Hurricane" in the message. Logically this would either be a number in the case of a depression or a name. Then the message can automatically be parsed for display on graphics under the name or number and any updates that come in will result in the appropriate graphic being changed. Well the nasty little curve ball we got was that when they made the change the NWS also changed the header of the product, adding Miami Hurricane Center to it...so now every tropical weather advisory that comes into OASIS and WARP will be identified as Hurricane Center. This title thing would be just an annoying work around except it has another side to it...since all of the advisories would be known as Hurricane Center, if you had more than one tropical weather advisory (such as 2 hurricanes at once) the OASIS would see them both as Hurricane Center and would only display whichever one had updated most recently. Same thing if there were 5 of them out there. Obviously this is unacceptable. Well, it�s an easy fix that could be done, tested, and uploaded to OASIS over the satellite with no fuss and no bother for us in the field except why spend the money on it if it turns out that the header change was just a one time thing or if the NWS will agree to change it so that the word Hurricane doesn�t appear like that in the header? In the on-going battle of the budget any savings is a win. So Harris is going to talk to the NWS first. If the NWS is unresponsive then the FAA will spend the money to make the change. Harris will talk to the NWS next week and if the news is bad the change should be in the field three weeks later (estimate of course). In the meantime, the stations with OASIS will have to deal with the problem by just being aware of it and developing a workaround in the unlikely event we get multiple tropical weather events pop up in the next month or so.

SAFETY RELATED DENRO ISSUES

The question was raised at the national meeting about where the issue of equipment placement in the consoles stands. I hadn�t asked the question for a while, so I asked ARU and ATP the question while we were still in San Antonio. The latest word as of yesterday is that ANI has found that moving the Denro frequency selectors from the right side to the left side at in-flight and flight watch is relatively inexpensive. However, considering how tight the budget is even relatively inexpensive has to be fitted in to it. The bigger issue though is getting the personnel out there to do it what with the other demands on ANI as far as console and OASIS installation activities. I haven�t gotten definitive word yet, but I have a pretty good feeling that the safety-related Denro issues will be addressed in the relatively near term. The other placement issues identified by the surveys that were sent out will have to be costed out and scheduled. I have less of a feel for that, but I do understand the survey info is back at headquarters. So now I will track down a status and projected schedule on that.

The saga continues...
.

   CHIEF NEGOTIATOR�S CORNER

Bill Dolan, NAATS Chief Negotiator -- [email protected]

A-76 and Appropriate Arrangements

There have been quite a few questions raised by the membership regarding NAATS negotiating what is being referred to as a "Golden Parachute" for the members. I don�t think it is a good idea to refer to "golden parachutes" as it has a negative connotation. Golden parachutes are something given to highly (over) paid CEO�s or other high ranking business executives, often as compensation for the loss of their position after they have performed poorly (sometimes illegally). That said, I will try to explain where we are on the issue.

Management has the right "to assign work, to make determinations with respect to contracting out, and to determine the personnel by which agency operations shall be conducted." (5 USC 7106(a)(2)(B)) If management, through the A-76 process, awards our work to a contractor they would be exercising this management right.

The Union has the right to negotiate "appropriate arrangements for employees adversely affected by the exercise of any authority under this section by such management officials." (5 USC 7106(b)(3)) The Union will, at the appropriate time, be negotiating arrangements for its bargaining unit members which will lessen or negate the impact of losing their jobs as FG2152 Air Traffic Controllers.

The areas we are looking at right now are early retirements, buyouts, RIF alternatives, severance pay, retraining programs, and in-placement/out-placement programs. We have not requested negotiations on this issue yet. Rest assured, we will when we feel the time is right. If you have any other ideas or suggestions let me know.

We are once again a target. The A-76 study is just the latest in a long line of attacks on Flight Service. This IS NOT due to the controllers� poor performance. This IS NOT because the controllers� are bad employees. It is a direct result of Agency mismanaging resources and making short sighted decisions when setting priorities. It is a direct result of the Agency intentionally allowing Flight Service facilities and equipment become out of date and inefficient. It IS a direct result of the Agency ignoring the imbalanced staffing distribution and not putting the people where the work is.

Our predicament is due to Jane, Jane Jr., and their predecessors making poor and/or misguided choices when making appointments to the agency�s leadership positions and rewarding them for the mismanagement of the Flight Service option. It is about FAA Administrators taking the politically expedient and easy way out. They never have had the courage to do the right thing in the past. Why would we expect anything different now?

We�re not dead; yet-hang in there. .

   PHIL BOYER�S "FSS"

Most of you have probably seen or heard about the article Phil Boyer wrote in the June issue of AOPA Pilot entitled "FSS." He made FSS look really bad and the A-76 look really good by misconstruing facts and even claiming false statements as fact. OASIS has a paragraph in it and it has caused an uproar at FAA headquarters. Of course we have issues with the whole thing. Wally and Kate are working on the NAATS response to the rest of the article, but I responded to the OASIS portion. Cindy Moran (OASIS requirements team lead and my co-lead on the Human Factors Team) prepared a briefing that went to Jim Washington (ARS-1) to give further up the management food chain (we know it has been given to ATS-2 (ATS-1 was out of the country). Don�t know yet if or when it will go further up the line. I contributed to the briefing and also gave them the paper I wrote in response to be included as an attachment. This has also gone to NAATS Headquarters and Donna Holmes to be copied and passed out at the AOPA fly-in this weekend. As depressing as it is to read, Phil Boyer�s attempt at extreme spin doctoring can be used to our advantage as long as we get the word to the pilots, showing that our rebuttal is balanced, factual, and thorough.

NAATS RESPONSE TO AOPA�S DEPICTION OF OASIS

Prepared by: Jeff Barnes, NAATS OASIS National Representative

Discussion: The June 2003 issue of AOPA PILOT magazine "President�s Position" article contains misleading information regarding the OASIS flight service automation program. Clarifications to the points made in the article are provided below.

Point

• The article states: "The long-awaited new computer system called Operational and Supportability Implementation System, or OASIS, is beginning to look more like a mirage. Five years behind schedule and millions of dollars over budget, this system is finally being deployed, but it may be obsolete by the time it is fully implemented, if it�s ever fully implemented."

Counterpoint

• The first OASIS was installed on schedule at Seattle AFSS in December 1998. The original OASIS acquisition strategy was for procurement of a Commercial-Off-The-Shelf (COTS)/Non-Developmental Item (NDI) system. Very limited development costs were identified in the initial budget baseline. User feedback during operational tests on this early OASIS resulted in direction that the system be upgraded to ensure user requirements and operational suitability needs were met. Critical changes were made and Seattle AFSS went operational on OASIS in September 2000.

• One of the primary benefits of OASIS is its adaptability. The OASIS program is pursuing a phased-deployment strategy in which advances in technology and capability in industry are incorporated in planned updates. Since September 2000, five major updates (hardware and software) encompassing over 200 user-identified enhancements and state-of-the-art technology upgrades have been incorporated into OASIS. Another is planned for deployment by the end of 2003.

• Program budget reductions (e.g. FY2000 and FY2003), incorporation of operational suitability enhancements and the development time and rigorous testing that new software and hardware undergoes before deployment have resulted in cost and schedule impacts. The program plans to rebaseline to address these impacts.

Point

• The article states: "We�ll be lucky to have OASIS installed by the end of the decade."

Counterpoint

• There are 61 AFSSs and 14 FSSs scheduled for OASIS installation. OASIS has already been deployed to 9 AFSSs plus the Academy and the William J. Hughes Technical Center, with 5 more AFSSs scheduled for installation by the end of 2003. In 2004, budget constraints reduced the planned installations from 24 to 12. Current projections based on known budget constraints indicate the final installation will occur in 2008.

Point

• The article states: "It (OASIS) provides no direct benefit or interfaces to the GA pilot. OASIS doesn�t offer Internet access, accept international flight plans automatically, have air traffic information, include real-time special-use airspace or graphical TFRs (temporary flight restrictions), or other local NOTAMs."

Counterpoint

• User and customer feedback from deployments and demonstrations has been universally positive.

• Integration of DUAT into OASIS would provide a direct interface to the GA pilot. AOPA has stated that it is against integration of DUAT into OASIS because competition-driven enhancements by the existing DUAT vendors would no longer occur.

• Unless the DUAT function is integrated into OASIS, there is no requirement for Internet access to OASIS.

• OASIS automatically accepts some international flight plans, but will not accept international flight plans from locations not included in the OASIS database. Additions to the OASIS database to include required ICAO location identifiers and weather reporting locations are in process.

• It is unclear what is meant by "OASIS doesn�t have air traffic information." OASIS has the information needed by the controllers to perform all flight service duties.

• Graphical TFRs and real-time special use airspace functions have been incorporated into the OASIS software and are undergoing test. These functions are scheduled for deployment in December 2003.

• The capability to display local NOTAM data as well as retrieval of military and international NOTAMs is part of the development of a direct connection to the Consolidated NOTAM System. This will be included in a software upgrade after December 2003.

This Point Paper has been coordinated with the OASIS program office (AUA-420) and the National Association of Air Traffic Specialists (NAATS). Specific comments from NAATS are included in Attachment 1.

Prepared by: Cindy Moran, ARU-300, x57686
Date: June 2, 2003

NAATS Response to June 2003, AOPA Pilot Article

In the June 2003 issue of AOPA Pilot in the President�s Position AOPA President Phil Boyer wrote an article entitled "FSS." Included in the article was a paragraph on OASIS. This briefing will deconstruct and analyze the OASIS portion of that article.

"This study comes at a critical time in the life of FSS because, in spite of our best efforts, current FSS modernization plans are behind schedule and over budget. The long-awaited new computer system called Operational and Supportability Implementation System, or OASIS, is beginning to look more like a mirage. OASIS is intended to replace the 1970s-era computers currently in use. Five years behind schedule and millions of dollars over budget, this system is finally being deployed, but it may be obsolete by the time it is fully implemented, if it�s ever fully implemented. We�ll be lucky to have OASIS installed by the end of the decade. It provides no direct benefit or interfaces to the GA pilot. OASIS doesn�t offer internet access, accept international flight plans automatically, have air traffic information, include real-time special-use airspace or graphical TFRs (temporary flight restrictions), or other local NOTAMs. FSS needs more than OASIS; it needs a whole new paradigm."

Extracted from "President�s Position"
By Phil Boyer
AOPA Pilot, June 2003

"Five years behind schedule and millions of dollars over budget, this system is finally being deployed..."

The original plan for OASIS was to begin deployment in 1998. However, the product originally delivered to the FAA was inappropriate for safe and efficient use by controllers in the field. While it represented a major upgrade of the hardware in use in Flight Service it would have been a major step backward in functionality and ease of use, at least doubling the amount of time it would take for the controller to access information required to perform their duties (when it was available at all). All parties involved agreed that a major redesign of OASIS was necessitated by this and the OASIS Human Factors Team was formed as a consensus workgroup of the agency and union to oversee this effort. A redesign effort of this magnitude required more cost and time than had been originally expected. Everyone who has seen OASIS is impressed with where it has come and where it is going (this includes AOPA leadership that have seen demos). As OASIS deploys it continues to undergo development and improvement. Between 1998 and 2003 the controller attitude toward OASIS has swung from dread of its arrival to eager anticipation of it.

Attachment 1

"...it may be obsolete by the time it is fully implemented, if it�s ever fully implemented."

One of the primary benefits of OASIS is its adaptability. In using Commercial Off-the-Shelf (COTS) hardware it uses currently available equipment that is easily upgradable as warranted by advances in technology and capability in industry. It is an open architecture system that is highly adaptable to the needs of the controllers. Both hardware and software have undergone significant change in response to advances in equipment and capabilities in industry. OASIS has never been envisioned as a static system.

"We�ll be lucky to have OASIS installed by the end of the decade."

OASIS is undergoing deployment at this time at a rate of one installation per month with the 14th system scheduled for installation at Conroe AFSS in December. A further 12 systems are scheduled for deployment in 2004, and the unchanged plan for OASIS is to deploy to 61 AFSS�s and 14 FSS�s. The schedule for development and deployment is driven by budget. Current projections call for completion of deployment in 2008. Deployment could be substantially increased with budget increases. By the same token deployment could be further delayed by budgetary shortfalls in the future.

"It provides no direct benefit...to the GA pilot."

Any tool that enables the Flight Service controller to better do their job provides a direct benefit to the pilot, their customer. OASIS does this in tangible ways such as the integration of graphics and text into a single system. This enables the graphical depiction of the flight plan route on weather charts which lets the controller see precisely how a planned route of flight is impacted by weather. Overlay capability such as adverse weather conditions and pilot reports allow the controller to see exactly how those phenomena impact that route. The controller has ready access to other data such as airports, NAVAIDs, airways, and much more available as graphic overlays. A major benefit gained from OASIS is the significantly greater precision that can be brought to a pilot briefing due to the graphical capability of the system.

"It provides no...interfaces to the GA pilot. OASIS doesn�t offer internet access..."

Part of the original plan for OASIS was to integrate DUATS service into it to take advantage of significant benefits it would offer the pilot and controller. AOPA has reservations about the integration due to fears that it would stifle innovation and change if brought into FAA hands. A workgroup was formed to address OASIS/DUATS integration. Participants included AOPA who submitted their functionality requirements for a successful integration. All of those requirements were included into the final design of an integrated OASIS/DUATS system. One of these specifically was internet access. Even with all their requirements included, AOPA would not support integration of OASIS and DUATS. Thus they do not support the very thing cited as a flaw in OASIS.

"OASIS doesn�t...accept international flight plans automatically..."

The meaning of this statement is unclear. From the beginning OASIS has had automatic handling of any international flight plan it receives. If what was intended by this was to address ICAO flight planning in general, then it is somewhat more understandable though still flawed. A major shortcoming of OASIS was the difficulty it presented controllers in trying to work with ICAO flight planning and international information. Since the initial evaluations significant progress has been made, but more work remains to make the system suitable for operation at an International AFSS such as Miami or Oakland. The main problem area is in the international database. International data presents a challenge to any system, and it has become critical to OASIS with the agreement by the FAA to assume all international pilot briefing responsibilities form the National Weather Service in addition to what is already being performed. A workgroup is working on the ICAO issues in OASIS. Most ICAO functionality issues have been resolved. The database issue is critical to ICAO functionality and is an ongoing effort by the ICAO workgroup and the Human Factors Team. OASIS will have by far the most extensive database of international information of any FAA system.

"OASIS doesn�t...have air traffic information..."

This is unclear. OASIS has the information needed by the controllers to perform their duties. This could be referring to the capability to display current ATC radar data from the ETMS. If that is case, it does not. However, a need for that capability has been identified and it is in line to be designed and implemented as part of the ongoing baseline development of OASIS.

"OASIS doesn�t...include real-time special-use airspace or graphical TFRs (temporary flight restrictions), or other local NOTAMs."

Both of these capabilities will be included with the next software upgrade to OASIS. That upgrade is scheduled for installation and retrofitting beginning in January 2004. The graphical depiction of TFRs has already seen some initial testing and will undergo more extensive testing at the Tech Center in June. Testing on the special-use airspace feature will be done later in the year. These will be implemented as graphical overlays, able to be depicted on any chart that can depict the flight plan route, giving the controller the ability to see precisely how a planned route of flight is impacted by TFRs and active military airspace. The capability to display local NOTAM data is part of the development of a direct connection to CNS. This will also address the retrieval of military and international NOTAM data. This will not be included in the January upgrade, but will be included in a later upgrade. In the interim, local NOTAM data will be available to the Flight Service controller via NSTS when it deploys.

There seems to be a major misperception of the state of the OASIS program by AOPA. This is troubling considering their presence in the program as a member of the OASIS-DUATS integration workgroup. The solution is to increase the awareness of what OASIS is and will be amongst the pilot community. The best way is through continued OASIS demonstrations at events that have pilot participation. It would also be good if some way can be found to accurately and knowledgeably describe OASIS in widely distributed print media. .

   FEDERAL WORKERS PROTEST OUTSOURCING AT WASHINGTON RALLY

By Brian Friel, May 20, 2003, www.govexec.com

Martha Harvin has until the end of the year to find a new job. Earlier this year, after 21 years of federal service, she was told that her job was being contracted out. She has a job search under way, but isn�t leaving the Agriculture Department without a fight.

Harvin and a couple hundred other federal workers gathered in Washington Tuesday to protest the privatization of government jobs -- in some cases, like Harvin�s, their own jobs.

"I�m standing here fighting for my career," Harvin said to a crowd of workers representing several workers� unions, civil rights groups and employee associations. "We were not allowed to compete for our jobs."

The NAACP�s federal sector, the American Federation of Government Employees, the American Federation of State, County and Municipal Employees and Public Employees for Environmental Responsibility were among the groups that organized the protest, part of an effort by federal employee groups to combat what they see as a Bush administration effort to hand their jobs over to contractors.

The administration is pushing agencies to hold competitions between government workers and contractors for up to 425,000 federal jobs--half of the 850,000 jobs that agencies have classified as commercial in nature. Such public-private competitions have been underway at the Defense Department for years. The Bush administration is making civilian agencies undertake so-called "competitive sourcing" efforts for the first time.

The administration is also letting agencies contract out small groups of positions without first giving federal workers the chance to compete for their jobs, as is the case for Harvin. Her job in a government branch of the Agriculture Department�s Rural Development Agency is slated for direct conversion to a contractor position. In January, she received notice that she had to find a new job by the end of March. The agency later gave her until the end of the year.

"Management can pick and choose who they want to go and stay," Harvin said. Employees have no appeal rights when their jobs are slated for direct conversion, so she and some of her co-workers are writing letters to Congress to try and save their jobs.

Harvin said the jobs slated for contracting out in her office this year were held by nine African Americans, four people with disabilities and one white person. Several speakers at the protest said minorities and women hold many of the jobs that are slated for outsourcing or public-private competition. Jennifer Coken, national campaign director for the National Parks Conservation Association, pointed to a National Park Service memo that said 89 percent of the service�s jobs targeted for outsourcing in the Washington area are held by minorities.

Protesters held signs reading "Privatization .... From the folks who brought you Enron," "Should Taxes Go For Profits, Greed and Corruption or Public Service" and "No Contracting Out Quotas."

Cathy Garman, vice president for public policy at the Contract Services Association of America, said protesters were unfair to question the motivation of contractors.

"That is an insult to the millions of Americans who work for private companies," Garman said. "Yes, private firms have to look out for the bottom line, but contractors take on government contracts because they think they can do the best job. Many are retired civil servants and retired military."

Garman also said that contracts often go to minority-owned and women-owned businesses. She also questioned the notion that contractor jobs don�t pay well. "If that�s the case, then how come [in] The Washington Post we have all these stories about how federal employees need better pay?" In addition, she said that studies by the General Accounting Office and the Center for Naval Analyses have found that public-private competitions save money.

The protest included employees from a wide range of agencies, including the Defense Department, the Forest Service, the Justice Department and the National Park Service.

Ron Coe, president of AFGE Local 1411 in Indianapolis, Ind., and a Defense Department employee, said work should be outsourced if doing so is in the interest of the taxpayers, but federal workers should be given a chance to compete. "Our motive is not selfish. We don�t just want to keep our jobs," Coe said. "The employees believe we are supporting the warfighter."

   PWS TEAM UPDATE

MAY 13-15 -- HAWTHORNE PWS WORKSHOP

Tim DeGrazio, MIA AFSS

The Western-Pacific Region PWS Workshop went pretty well. At each workshop we seem to learn from the previous ones and develop a smoother presentation. It is unfortunate that we are forced to do this while we are acquiring data instead of developing it prior to going out to the field.

This was one of the first two workshops (along with the Central Region workshop) that operated with just a portion of the PWS Core Team. The split teams all consist of two subject matter experts (SME), one from operations, one from management, an ACA liaison, and a team from Grant-Thornton. The Hawthorne group consisted of myself, Bill Moriarity (O/S from BGR) and James Sizemore (ACA liaison.) Bill and James provided good facilitation. We definitely missed the unique insights of the other four Core team members. Unfortunately due to budget constraints this will continue to be the team make-up. James Sizemore started out the session with a brief description of the process. After introductions Sizemore asked for any general questions about the A76 process. The comment that most surprised me was, "my facility doesn�t believe this is actually going to happen so they are not taking it seriously and didn�t support me with any information." Several other facilities agreed with this to different degrees. All I can say to people who don�t think this is going to happen is, pull your head out of the sand. A76 is real and it is upon us. If we cannot stop this congressionally then we must prepare for the certainty that in three to four years a contractor will be performing all or part of our jobs.

Thanks to HHR AFSS for hosting this workshop. If any FSS can be called attractive it is surely yours. I would like to thank all of the representatives who gave their time and insight to this workshop. We that do this job on a day-to-day basis understand how critical we are to flight safety. With the continued support of these representatives we will finally have a document that will prove that to everyone else.

When you receive the updated Activity Directory please take some time to look it over. Show it to everyone at your facility and ask for their assistance. Send in any corrections or omissions that you find. If you have any concerns or comments you can reach me by email at [email protected], make sure you put PWS in the message line so that I don�t just delete it.

MAY 13-15 -- SAINT LOUIS PWS WORKSHOP

Jerry Van Vacter, FOD AFSS

The Central Region PWS Workshop was a lot smoother than the previous workshops. The Representatives from the Central Region wanted me to express their gratitude to the New England and Southern Region for leading the way in this process and getting the bulk of Flight Service Functions listed.

This session was similar to previous locations with the exception of only a portion of the PWS Core team being allowed to attend. This was done to allow the FAA to save money and expedite the process by allowing 2 locations to conduct meetings at the same time. The problem with splitting the team is that only 2 members of the 6 member team get the benefit of being able to understand firsthand what the participants are saying.

The meeting started with Steve Hopkins giving a description of the PWS process. It seems everyone understands the history of how we got to where we are. They want to know more about how what they are doing will fit into the process. So we will be taking a look at that before we proceed to the rest of the sites.

The representatives that attended were well prepared. We had one participant walk out of the process on the first day at lunch not to return. The person was not happy with helping the FAA "Do away with our jobs." There is no one more disgusted with this process than the members of the Core team, but we MUST continue to be a part or we will have no voice in what goes into the work statement. We are the only ones who know what our job is. We must make sure that our job is completely and accurately described in the final product from the PWS portion of this process.

I would like to thank STL for hosting the workshop. You have a beautiful facility that you should all be proud of.

     PWS CORE TEAM MEETING

Dave Hoover, Jerry Van Vacter & Tim DeGrazio

The PWS Core Team met in Alexandria, VA at the Grant-Thornton offices May 19-21. We honored the promise we made the Regional Workshops attendees; we spent the time consolidating the Activity Directory. The Product/Services have been better aligned to compare to our manuals and priorities. The Key Activities were word-smithed to better capture the intent of the service. No items were removed unless they were duplicated or combined with another service. Items that didn�t fit well into any category were consolidated in a Miscellaneous category. Other items, which were identified as procedures rather than services, will be relocated to a separate Procedures category. This is an evolving process and we will continue to incorporate your suggestions until we have a comprehensive document.

Grant-Thornton has tried to conform our job functions into one of their pre-designed patterns since we began this process. After this week we hope they finally realize that this job is unlike anything they may have done in the past.

Everyone was surprised and appreciative of the planning, commitment, and passion that the workshop participants have brought to the table. (Everyone was surprised except the NAATS team, that is. We know the caliber of our people. You make us proud.)

As always, if you have any questions or concerns please contact one of the NAATS Core Team members.

    LIAISON UPDATES

AFSSVS Report

Steve Glowacki, NAATS Technical Representative

The AFSSVS Program is alive. The current procurement effort is known as Integrated Communications System ICS. It�s important to recognize that this procurement is not official yet, as it�s necessary for the Joint Resource Council (JRC) to approve this effort prior to it being deemed an official procurement. Currently this is planned for mid FY04 (Jan-March �04). As I briefed at the convention, there are a few steps and associated documents that need to be completed prior to meeting with JRC and gaining approval. These documents largely address issues of cost benefit, technical justification, operational need, budget analysis, schedule, acquisition strategy, etc. Traditional development of these usually takes 12-18 months, however, since both the AFSSVS and the ETVS programs have already done this within the past few years, a migration process should be possible, reducing this timeframe. From my recent discussions with upper management, there is a desire to not cause more than a 3 month impact to the current plan... bringing the JRC application date to the timeframe identified earlier. I anticipate this issue to be resolved by the time this is printed in NAATS News.

Beginning in mid-April, the current IPT Lead, Jim Little, will be leaving the AND-320 shop and the ICS effort. I�d like to say publicly that I�ve enjoyed working with him for the last three years and will miss our ongoing discussions about labor relations and acquisition theory. He brings integrity to the acquisition process and has an open mind to new ideas.

I�m currently writing a Wireless Headset "Needs" document for submission. It was suggested at the convention that due to the current style of equipment deployment, where only one or two terminals for a program are provided rather than per position, that mobility is becoming an operational issue. Controllers are finding a growing need to maintain communications while moving around the operational area to obtain necessary information. The reduced equipment deployment schemes, although save money at the program level, appear to create new operational dilemmas that need resolving. My intention is to request development of a basic wireless module that works seamlessly with headsets currently on the depot list and the position jack-box. I believe by adding a wireless module to the depot list, that Programs and Facilities will be able to provide ad hoc funding to address individual needs. Since this approach would probably be universal, it may present advantages for the other two ATC options, adding to the justification for development.

ARS Report

Jim Perkins, ARS Liaison -- [email protected]

I have been in Washington for about six weeks and can say that it has been a truly eye opening experience. I would like to give a public thank you to all of the other liaisons for helping me to get settled in. A special thank you goes to Jim Perkins, former ARS liaison, for all of his guidance. Now for the programs:

NOTAM Short Term Solution (NSTS)

The program is progressing. Jim and I have been to the Tech Center and have assisted the developers in correcting the Program Trouble Reports (PTR). All of the PTRs have been closed and ATP has given its blessing on the software, which will go to regression testing. Hardware installation is complete at Macon, and Cedar City. These are the two Proof of Concept (POC) sites. Jim and I worked to get the software installed, at Macon, prior to May 13, so that it could be demonstrated to those attending the NAATS quarterly. The FAA Academy has completed a self-study package, which we are trying to get shipped to the POC sites. So far the holdup has been the lack of a signed MOU. The Management 1 version has just recently been given to NAATS.

Installation at Macon AFSS and Cedar City AFSS are complete. Complete training packages have been shipped to Macon and Cedar City. A local NOTAM training package has been shipped to Boise AFSS. Approval has been obtained to turn on the system for familiarity and training purposes starting June 2, at Macon, and June 4, at Cedar City. The software is complete, but required major changes to correct all of the problems. The software is now designated as version 2.0 and will require testing at the Tech Center. This testing, to include regression testing, will be conducted June 23-25. We are not happy with the delay this will cause with the Proof Of Concept (POC) testing at both locations. We have been fighting to start POC testing at the earliest date possible. Bill Dolan, NAATS Chief Negotiator, has been meeting with Management to finalize the MOU for the system.

Integrated Information Display System (IIDS)

This program is just starting to gather some steam. Up to now most of the work has been centered round gathering data at facilities that already have an IIDS of some form. Jim Perkins and I were just at the Tech Center where we spent a week developing various position pages for the IIDS. A lot was accomplished working with the Human Factors personnel. We have pages for all of the current flight service positions, plus a few that may be in the future. A user group will be arriving the week of June 2 to review our work and to suggest changes or additions. This group will consist of 4 NAATS members and one supervisor.

OASIS/DUATS Integration

Harris Corporation has presented its initial costs estimates for this program. The price is high and could be a showstopper. This has been sent to Harris Corp. to see what difference this would make to the estimated cost of developing the product. The time estimate for development is also more than NAATS would like to see. Full deployment is estimated to be in 2007. Again a phased approach may help to get the program, at least in part, at an earlier date. Jeff Barnes and I, with input from Wally and the Board of Directors, have presented a  NAATS position statement to ARU-300,  which will be included with their presentation to the AT-1s. A phased approach to the development of the product has been suggested.

Tape Retention

The NTSB has requested that FAA increase voice tape retention to 45 days. This request came up previously in 2001 and was rejected, by the FAA, due to costs associated with increase numbers of tapes, storage, personnel, etc. NTSB is citing replacement of the old analog tapes with digital recordings as the basis for its latest request. There are currently over 200 FAA facilities still using analog tapes, including 14 of the 21 ARTCCs. It doesn�t appear that all facilities will be on digital recordings until sometime in 2005.

There are also LMR implications to the request. While none of the collective bargaining agreements contains a requirement to limit voice recordings retention to 15 days, an extension to 45 days would be a formal change in working conditions and be subject to negotiation with the unions. One of NAATS biggest concerns would be the increase in potential liability to bargaining unit employees. Various other questions also arise as to use for evaluations, monitoring, and retention of associated written position records, etc.

National Airspace System -- Interference Detection, Locating, and Mitigation (NAS-IDLM)

This is a new program for me, but one that has been active for a few years. The program involves the purchasing and placement of fixed, mobile, and handheld interference detection equipment. This equipment will be able to detect and locate sources of interference to air traffic frequencies. The fixed equipment will be placed at large airports with a history of interference problems, such as New York, Chicago, etc. The mobile equipment will probably be located at region headquarters and dispatched to locations as needed.

Handhelds will be used along with the previous two systems to narrow down the search to an exact portion of a building, airport, etc. My involvement will be mostly one of becoming familiar with what the program is about.

ARU Report

Art Finnegan, ARU Liaison -- [email protected]

Graphical Area Forecast -- GFA

The Graphical Area Forecast or GFA is a misleading title. It�s actually a name for graphical versions of Area Forecasts (FA), AIRMETS (WA), and all SIGMETS (WS, WST, UWS).

Some issues surrounding the change from textual to graphical area forecasts require close scrutiny. They include the possible change from 6 (current) FA areas to 22 FA areas (to coincide with ARTCC boundaries; including Guam) and Smears vs. Snapshots. A smear is similar to what we have now, forecasts that extend over hours as conditions are expected to change. Snapshots provide forecast conditions at X hour, again 3 or 4 hours later, and the briefer is expected to interpolate between the two! Some at the NWS are pushing for snapshots!

The Friends and Partners of Aviation Weather (FPAW) includes NAATS, AOPA, ALPA, ATA etc. They meet regularly to help define the requirements and make recommendations to the FAA and NWS regarding their needs for the GFA. The FAA and NWS officials who make decisions regarding weather products are known collectively as the Aviation Weather Technology Transfer Board (AWTT). The AWTT met in May to discuss the GFA. The discussion centered on a way to measure the quality of the graphical product. The board determined that it is necessary for the product to be equal to or better than the existing one. The current FA may be considered a standard (degree of accuracy and ease of use) to measure any future product against. The validity of such a comparison may be questionable however due to inherent differences in graphical and textual products. (Apples and oranges?)

Weather and Radar Processor (WARP)

The Weather and Radar Processor or WARP, provides NEXRAD weather radar data directly to center controller displays, to "other" FAA automated systems eventually including a direct link to the cockpit, and a meteorological workstation similar to AWIPS which is used by the National Weather Service.

WARP provides a wide array of products and capabilities such as satellite images, textual and graphical forecasts, turbulence and icing plots, and something of particular interest to Flight Service, the ability to create customized graphics.

The WARP 8.4 build (upgrade) which should have been completed by publication time will connect the Weather Information Network Server (WINS) to WARP. WINS will enable WARP to provide information to external users (OASIS, IDS, etc.).

WARP Stage II Operational Readiness Demonstration (ORD) was celebrated at N.Y. ARTCC on 5May03. NAATS Representatives were unable to attend the ceremony that included the FAA Administrator because the invitation came at the last minute. WARP is used by NAATS members as the ATCSCC and may be considered as a workstation in OASIS.

The Global Weather Information System (GWIS), or follow-on to WARP is currently undergoing Investment and Alternative Analysis in accordance with the provisions of the Acquisition and Management System (AMS). This is standard procedure for a project before it progresses to the Joint Resource Council (JRC) for their approval.

Integrated Terminal Weather System (ITWS)

The Integrated Terminal Weather System or ITWS, was the recipient of the 2001 "Best of What�s New" award from Popular Science Magazine. ITWS will replace the Terminal Doppler Weather Radar.

ITWS combines inputs from LLWAS, TDWR, NEXRAD, AWOS/ASOS, ASR-9, pilots, controllers, and other sources. It is mainly used in tracking convective activity and associated hazards such as microburst, low-level wind shear, gust fronts, tornados, and lightning strikes.

NAATS met with the ITWS product team in April. It now appears that it would be possible to provide ITWS displays to air-to-ground positions in Flight Service Stations using a VOLPE connection. VOLPE is an Internet based solution. VOLPE has been described as relatively low cost and easy to achieve although some connectivity issues may still need to be resolved. The only other thing needed to get ITWS into a facility would be desire and willingness on the part of FAA management.

COU AFSS may be considered as a possible test site for an ITWS display using VOLPE connectivity. VOLPE would give the controllers at COU access to multiple ITWS sites. ITWS provides accurate depictions of hazards such as Gust Fronts, Micro Bursts, LLWS, and Tornados. COU would be an excellent candidate for ITWS because it is central to two major metropolitan areas/airports in the heart of tornado alley.

The St. Louis ITWS experienced failure in the middle of a recent rash of severe weather in the Midwest. Similar problems have occurred at other ITWS sites and a common problem is suspected.

Stand Alone Weather System (SAWS)

The Stand Alone Weather System or SAWS is scheduled at this time to make it�s debut in approximately 26 Flight Service Stations including most of the Alaskan stations over the next couple of years.

The Alaskan Region recently deferred their scheduled FY03 SAWS installations for at least one year due to workload. It seems that some FY02 SAWS installations were delayed due to bad weather at some locations causing a schedule backup.

SAWS, originally designed as a back up for ASOS/AWOS has taken on an expanded role. The SAWS will now serve the dual purpose of providing those elements necessary for weather observations as well as separate wind and altimeter information certified for use in air traffic operations including airport advisories.

Operational vs. weather observation wind gust algorithms and SAWS display enhancements continue to be the areas of most concern to NAATS. A wind gust research project is planned to hopefully aid in resolving one issue while a redesigned SAWS display undergoes evaluation at Gainesville AFSS later this year.

SAWS commissioning in Alaska is still scheduled for Kenai, Northway, and Talkeetna. Ten other SAWS scheduled for commissioning in FY03 have been deferred until FY04 due to scheduling problems.

The redesigned SAWS display that will be evaluated by controllers at BED ATCT and GNV AFSS is awaiting finalization of a questionnaire that those controllers will be asked to complete. The questionnaire will be presented to NAATS and NATCA for their approval soon.

A SAWS/Information Display System (IDS) interface is expected to be available in approximately 2004.

Juneau Airport Wind System (JAWS)

The Juneau Airport Wind System or JAWS project is proceeding with an interim plan (installing an LLWAS at JNU) in an effort to justify seven years of work and spending as well as to satisfy user and political demand for progress on the effort.

Completion of the JAWS is currently projected for 2006.

Three JAWS sites� (Sheep Mountain, Eagle Crest, and Mt. Roberts) anemometer firmware replacements have been completed. That will enable those sensors to read 125- knot winds that sometimes occur there. John Newell of JNU AFSS identified the need for this feature that originally met resistance from the product team.

A LLWAS is being developed at the JNU airport using sensors originally installed as part of the JAWS. The AOS division expressed a concern recently regarding FAA Order 6560.21A, sighting requirements for LLWAS. The algorithm developed for a LLWAS assumes that all sensors are at the same approximate elevation. The current anemometer west of the field (Pederson Hill) is at a higher elevation than the runway. An additional anemometer west of the Juneau airport and closer to runway elevation is therefore being installed. One other anemometer will be installed on the east side of the field to provide triangulation and proper sighting for a LLWAS.

User Needs Analysis

User Needs Analysis is a program for collecting and evaluating suggestions for new or improved weather services and products. Anyone may submit suggestions to the User Needs Analysis Board for evaluation and consideration for use in the National Airspace System by contacting ARS-20 directly or the NAATS ARU Liaison.

ATP Report

Steve Pollok, ATP Liaison -- [email protected]

NSTS -- NOTAMs Short Term Solution

It appears that after many months we may actually be about to begin field-testing of the NSTS. Macon (MCN) and Cedar City (CDC) both have completed their hardware installation. On the software side, Steve Pollok and I have both looked at the software and it appears that the critical PTRs (Program Trouble Reports) have been corrected. And the developers have turned the latest version of the software over for final testing at the Tech Center. We are pushing for software installation in mid May with the testing to begin shortly after.

Bill Dolan, Beth Gerrits and I met with management on May 22nd to hammer out agreement on an MOU. It appears that we were successful and the final MOU should be signed fairly shortly. Training materials have been sent to the test Key-Sites and training should begin as soon as everyone signs the MOU. The final version of the software and all associated documentation has been turned over to the test unit at the Technical Center. Final regression testing is now scheduled for June 23rd--25th. While we (NAATS) have expressed our feelings towards any further delays it now looks like the end of June before we begin field-testing. I have included some pictures from the CDC installation. I have included pictures of both the MCN and CDC installations at the end of this report. (Pictures)

AIDZ (Air Defense Identification Zones)

While it appears that security is easing up on TFRs and ADIZ requirements, we need to be prepared just in case. While TSA, the Secret Service and Customs haven�t been receptive to our input in the past, I think it could be to our (NAATS) benefit to be proactive and have some contingency suggestions (procedures) ready. ATP-100 and 200 have been very open to listening to what we (Donna Holmes, Dave Hoover, Tim DeGrazio, Patsy Rowe and me) offered as possible ideas to ease some of the problems. Additionally ATP-300 is working on a national rewrite of the ADIZ procedures to bring all of the various handbooks and orders in line.

Since it appears we will be moving back and forth between Threat Condition Orange and Yellow, so I�m sure there will be more to come and several more TFRs in our future.

International Weather Briefing

ATP-300 is continuing to work the International Weather Briefing issue with the main focus on getting Honolulu (HNL) AFSS up and running by August 4th and then move on to the other appropriate facilities. This project is going to have to be built from the ground up. Defining what constitutes an International Briefing, training development, data (graphical and textual) acquisition and display, etc. Currently we are gathering data on what products are available for briefing. The NWS unit at the academy will be in charge of training development.

ATP-320 has been working closely with HNL to gather information on what they feel they need for performing the International Briefing function and is looking to WSI to provide the needed weather information for the briefings for the short term while the OASIS team works to provide the long-term solution. The initial plan is to offer limited briefing to one (1) point of entry for several locations throughout the Southern Pacific and expanding from there. The NWS department at the MMAAC is also continuing to develop a list of products that will be utilized for performing the briefings as well as writing their training materials. ATP is The Article 9 briefing has been scheduled for June 3rd.

SUA/ISE

ATP-200 has advised me that the SUA/ISE software rewrite has been completed. I am working with them to finalize the deployment waterfall. I have been told they are planning to deploy two sites per week, which seems a quite aggressive, but if they can pull it off so much the better. I will be working with ATP-200 and the OASIS team to discuss placement of the equipment in the OASIS consoles. I am also working with ATP-200 to bring the CHI team back to run a final test on the software. ATP-200 is hoping to begin deployment by late June or early July.

ATX Report

Beth Gerrits, ATX Liaison -- [email protected]

I was informed April 9, 2003 by ATX-1 Frank Hatfield that due to budget constraints he would honor any current commitments to hiring for the Academy but that no new commitments would be made. The FAA has already hired 49 that have completed or are currently enrolled at AFSS School. Right now he has committed to 7 hires for the next class starting 4/30/03 Class 03004. That will bring our total hires to 56 for this year. There may not be any further hiring done this fiscal year. There were also 2 hired in Alaska under the Alaskan Flight Service Training Initiative (AFTI) program.

The Familiarization Flight Program remains with the TSA awaiting their approval. All other requirements for the program have been resolved. Remember that FAM is now a Federal Air Marshall. We will need a new nickname if the TSA ever signs off on the program. If you have any suggestions please pass them on to me.
Some numbers that I shared at the convention in San Antonio:

• Current AFSS staffing as of March 31, 2003 is 2,068 FPL Bargaining Unit Members, 83 Developmentals, and 2,821 total AFSS employees (includes FSDPS, staff, managers, AO, etc). For Fiscal Year (FY) 2003 (Oct.02-Oct.03) the FAA�s budget submission is for 2,935 AFSS employees with an FTE (Full-time Equivalent Employment) allowance for 2,941.

• The Staffing Standard, which is the number of people we should have for the amount of work that we do (FPL�s only), is FY02-2, 322; FY03-2, 302; FY04-2, 292; FY05-2, 286 and FY06-2, 283.

• For FY02 781 NAATS Bargaining Unit Employees were eligible to retire, in FY03 you may add 126 to that, FY04 add 94, FY05 add 130, and FY06 add 139.

It was great to meet all the new people in San Antonio and see the old friends again. Please do what you can to defeat the A-76. Everyone�s help is needed if we are to succeed.

Further definitions for the hiring restrictions have included restricting moves, promotions, and travel. However there are possibilities for all of these to occur through a waiver approved at headquarters. There must be an urgent need or no cost but it is still possible to get them approved.

In mid-June the Alaska region will have a team visiting them with surveys for a study called "Alaska Ceiling and Visibility (C &V) User Needs Assessment". The users and AFSS are both to be surveyed about current availability of information and future needs. They might even visit some FSS facilities.

The MOU for NOTAMS Short Term Solution (NSTS) is nearing completion. The hope is that operational use of the program should begin in July. Please refer to the ATP liaison report for further details on the status of this project.

There is an upcoming Article 9 Briefing for International Pilot Weather Briefing. Due to an agreement between the FAA and the NWS we will be starting to do these briefings. The training and requirements necessary to start this will be addressed after the briefing.

That�s all for now. I hope you have a safe and pleasant summer.

FSOSC Report

Tim DeGrazio & Patsy Rowe FSOSC Liaisons

Shifting Alert Levels

I have to admit going from Code Yellow to Code Orange was not as dramatic as it has been in the past. Maybe we can chalk it up to experience. Actually, we only had to deal with 3 TFR�s this time. FDC 3/3916 for ZDC addressed the three Airports: College Park Airport, Potomac Airfield Washington Executive and Hyde Field. The implementation of "Gateway Airport", Tipton Airport was also introduced in this NOTAM. This NOTAM contained the same familiar verbiage that we had dealt with in the past. FDC 3/3917 suspended all waivers issued for sporting events. FDC 3/3918 suspended waivers in the FRZ (Flight Restricted Zone) that had the 3 letter authorization codes of PIC, CSO, CRP, ADO and SVY. By the way, TSA has developed their own 3 letter identifiers (not to be confused with Airport designators). If you would like a list of their significance, I�m sure I could get them for you.

Implementation of TODS Program

The computers, monitors and software have all been shipped...not without a glitch. Dell inadvertently sent a few of the AFSSs 13-inch monitors instead of the 19 inch Flat Panel Monitors. All the facilities should have 2 computers and the last of the software was shipped out on May 16th. Some facilities are having a difficult time getting AF to install the computers. The funding is in place so this should not be an issue. Jim Perkins has addressed these problems and I am sure these issues will be rectified shortly.

Training Packets

Tim is working on the training packets for the field and they should be available soon. They are self-guided study geared at hands-on operation.

AOPA and Graphical TFR�s

As you know, our Administrator has promised graphical TFR�s will be available to the public by June 15th, 2003. Latest information received from Pete Quinn, acting ATP-300 is that AOPA wants the FAA to provide a website, possibly managed by Crown. I understand that FAA/AOPA is expecting us (FSOSC) to ship this information (graphical TFR�s from our TODS program) to "Crown" and they would enter a "static display" on the website for public use. This would have to be negotiated through NAATS and FAA. Bill Dolan, NAATS Chief Negotiator, will be handling this situation

FSOSC Departures and Arrivals

I [Patsy Rowe] will be relinquishing my position June 1st and returning to Conroe AFSS. Jim Meehan is expected to be released from Miami AFSS On June 1st to take my place. He will probably arrive the end of that week. Tim DeGrazio is scheduled to leave the end of June and Kevin Carl from Williamsport AFSS will be his replacement. He is scheduled to depart his facility June 15th. Tim will have a week to "work his magic" training them before he leaves. We are fortunate in this situation because Kevin was here with the original team and is familiar with the program. I�m sure they will both move into the position with ease.

Living in a New Era

This past year Tim and I have continued to fight the "new system" for the bargaining unit. We continue to bring to the attention of the "powers to be" that NOTAMs are not to be amended. That aviation terminology needs to be used in NOTAMs. That NOTAMs requiring "pipeline patrol" to squawk a discrete code are not necessary due to the fact that the aircraft is below the radar. We realize the safety hazards and redundancy, which cause confusion, need to be eliminated. NOTAMs are being written and regulated by TSA, Secret Service, Customs, DOD, AOPA and many other organizations that have no or little affiliation with aviation. Even the few who do have aviation affiliation have no concept of the intricacies involved in the job requiring the high standard of precision and safety related issues.

Personal Note from Pasty

I would like to take this opportunity to thank Wally and the Board of Directors for giving me this opportunity to serve the Bargaining Unit in the capacity of FSOSC Liaison. (And to think, when I first came here, I couldn�t even spell it). Words cannot express my gratitude to you all for your kindness, thoughts and prayers during my recent illness. I feel very fortunate in this life that I have surrounded by so many loving and caring friends and acquaintances. I continue to progress slowly and have no idea what fate lies ahead as I return home. I trust you will continue to think of me and remember me in your prayers..

TSP Open Season April 15 to June 30  

   TSA SCREENERS PRESS FOR UNION REPRESENTATION

By Tanya N. Ballard, GovExec.com, June 9, 2003

Transportation Security Administration security screeners say they need union representation to improve the agency�s troubled workplace conditions.

"I can see no way that airport screeners will ever be able to adequately protect the flying public, and the people of the United States, unless we have a say in the working conditions and safety procedures that shape our jobs," said Les Marzke, a lead passenger screener at Orlando International Airport in Florida. Marke, a veteran and Navy reservist who said he spent months trying to get the agency to recognize his veterans� preference status, joined two other screeners Monday during a press conference called to highlight the need for collective bargaining at the agency.

"I can blow the whistle until my face turns blue, but it won�t make a bit of difference until we have the voice to make these changes," Markze said. The screeners alleged that an atmosphere of retaliation and favoritism at TSA has created low morale among employees.

TSA officials dismissed the numerous claims of intimidation, cronyism and retribution, according to an April 6 report in The Denver Post, and said they periodically poll employees anonymously to gauge employee morale.

In January, TSA Administrator James Loy said federal baggage and passenger screeners could join unions, but he would not bargain with employee unions. In the months following his announcement Loy has implemented a "model work group" structure, through which employees can voice their concerns and, ultimately "focus on job No. 1, which is providing the highest level of security," an agency spokesman said in March. The agency has also brought on an ombudsman to help deal with various workplace issues.

The American Federation of Government Employees, the largest federal employee union, has filed several petitions with the Federal Labor Relations Authority asking permission to represent TSA employees. A decision on the petitions is pending, but AFGE President Bobby Harnage said Monday that regardless of FLRA�s ruling, the union would still represent TSA�s screeners.

"We want to represent these employees formally; I�m not interested in being �deep throat� for Admiral Loy," Harnage said. "But whether or not we ever get formal recognition as a union, we�re going to be representing these employees. If we can�t come to the table and bargain, we�ll represent them in court."

According to Harnage more than 6,000 screeners have signed petitions circulated at the nation�s airports expressing interest in the union.

"A lot of screeners have their fingers crossed for this new organization," said Alfunzo Staley. Staley, a former passenger screener at the Detroit Metropolitan Airport, was laid off during the agency�s recent downsizing effort after spending many troubled months trying to get veterans� preference status and the management job he said recruiters initially promised him.

On Friday the agency announced that it would add screeners at some of the nation�s airports after re-evaluating the number of screeners needed at each airport to handle passenger screening. In March, Loy said the agency would eliminate as many as 6,000 security screener jobs by Sept. 30, trimming TSA�s staffing levels to the 48,000 employees authorized by Congress in legislation creating the agency. According to TSA officials, the first 3,000 employees were gone by May 31.

  AIR TRAFFIC PROCEDURES ADVISORY COMMITTEE

Terri Michel, NAATS Representative

ATPAC�s 111th meeting was held the week of April 7th, 2003. The meeting place was FAA headquarters in Washington.

There were twenty-two Areas of Concern (AOC) discussed during this meeting, including the two new ones that were introduced.

Of the twenty-two, five were determined to have committee action completed. They are:

1. Width of Jet Routes

2. Specific Guidance for RNAV/RNP Procedures

3. NAV Transitions/Runway Assignments

4. ATC Clearances Supporting RMS/RNAV Operations

5. LAHSO

Of the seventeen remaining, seven have document change proposals in process. The AOCs and the document/documents pending change are as follows:

1. Gate Hold - AIM, AIP

2. Combining Positions -- 7210.3

3. Taxi Instructions -- 7110.65

4. Pilot Deviation Notification -- 7110.65, 8020.11

5. FARs/AIM Cleanup -- AIM, AIP

6. FAR/AIM Conflict -- AIM, AIP

7. AIM Cleanup -- AIM, AIP

The submitter withdrew the following AOC as the subject matter is being considered in another AOC:

• AIM Paragraph 4-4-9

The remaining AOCs are deferred until the July or October meeting. These include two that are of particular interest to Flight Service. They are:

1. NOTAM Distribution (L NOTAMS) - ATPAC was expecting an update this meeting from Gary Bobik, ATP-300. He was not available but did send a handout with the updated information. The NOTAM Short Term Solution (NSTS) equipment has been installed at Macon. Test parameters have been de-scoped due to budgetary considerations. They estimate a mid to late May test start. Cedar City is still factored in to test after Macon. Local NOTAM/SVC B Test is being conducted at ACY. The Wide Area Augmentation System (WAAS) is on schedule for July commissioning. The informational briefing was recently given to NAATS. A training package is completed but has not been distributed.

2. Entry and Dissemination of PIREPS -- Monica Bradford, ATP-300 gave the committee a brief update. The FAA has been coordinating with the National Weather Service on this issue. There is a lack of required documentation and Monica is working to resolve the problem.

Bill Peacock, AAT-1, Bruce Johnson, Acting AAT-2, and Luis Ramirez, ATP-2, made a brief appearance and answered a few questions. I asked about A-76 and the future of Flight Service. Peacock said that A-76 was out of the hands of the FAA and that the process was well underway and would continue. He said that the FAA would be prepared with a very competitive bid when the time comes. I asked about implementing more ADIZ areas around the country. He stated that the FAA does not want more ADIZ for many reasons including costs. However, security concerns and politics can override the FAA�s desires. He is retiring near the end of April.

Alton Scott, ATP-200, spoke to the committee at length regarding TFRs. He basically echoed Peacock�s comments regarding the FAA�s position of trying to limit any additional restrictions on airspace. Scott says that TFRs place a tremendous burden on the entire system. He says the FAA fought hard against the TFRs for Disney but lost. A member of ATPAC from MCO says that pilot deviations since the Disney TFR was implemented have increased 800%.

Our next meeting is scheduled for July in Oshkosh. Please contact me with questions or concerns at: [email protected].

 NAATS Board of Directors Meeting
April 21, 2003 -- April 22, 2003
St. Anthony Hotel
San Antonio, Texas

Call to Order. All Directors except Mike Stafford present, Mike Puffer AWP Regional Coordinator is sitting in for Mr. Stafford.

Executive Session.

Policy Discussion - The BOD went over the Board policies to identify which are standing rules, policies, overcome by events or needing more work. Standing rules require 5 BOD votes to initiate or modify, policies require 6 for the same purposes. Mr. Hoover took the action item to reflect these changes and report back to the Board.

The Finance Committee will review the Financial Policies and get back to the BOD. Action item: Mr. Lackman.

IOU�s from last BOD Meeting

Mr. Pike talked to Ms. Morrissey about copyright laws and the newsletter, issue closed.

Still carrying the IOU on developing a power point presentation briefing on A-76, issue open. Action Item: NAATS HQ.

CISM- Mr. Chilbert gave the BOD a quick brief on where we stand in this program. Issue closed.

FSDPS BOD Report --Accomplished by Mr. Robinson. Issue closed.

WARP Representative-Steve Wagner is the new rep. Issue closed.

AOPA Fly-In -- Ms. Holmes is working it, there will be a flight service station at the fly in. Issued closed.

PWS team-Mr. Hoover sent an update out to the membership. Issue closed.

Constitution Changes-Tabled to Tuesday.

President�s Report

We�re working closely with NATCA/PASS on the S.338 and HR1711 language.

Mr. Pike would like to hire an A76 attorney for use on an hourly basis. Tabled until Tuesday.

Discussion on pay negotiations status and related ULPs.

Mr. Pike wants to start traveling to facilities again, depending on his "hill" schedule. He will attend a meeting at Harris in a couple of weeks.

Mr. Pike recommends Kevin Carl from Williamsport and Jim Meehan from Miami as our next FSOSC Liaisons.

MOTION -- To appoint Kevin Carl and Jim Meehan as the new FSOSC liaisons. Presented by Mr. Hoover, Second by Ms. Holmes. Discussion -- Standing Rule. Motion passes unanimously.

Mr. Pike recommends Mike Puffer for the Drug/Alcohol representative.

MOTION -- Mike Puffer to replace Dana Colquit as the National Drug and Alcohol Representative. Presented by Mr. Jaffe, Second by Mr. Mounts. Discussion -- Standing Rule. Motion passes unanimously

Administrator�s Report

Ms. Breen presented the office staff and office equipment report. She also explained the auditor�s report. Action Item Directors -- Timeliness of imprest fund reports is necessary and regional equipment purchases over $500 must be listed with NAATS HQ.

Ms. Breen discussed the bank accounts and the switch to FAA First Credit Union.

Discussion on a follow-up training course for our arbitration advocates, possibly a one day course in conjunction with the BOD meeting in October in Washington.

MOTION -- Use Broida/Hadley for arbitration training to coincide with the BOD meeting in October attendees to be determined later. Presented by Mr. Hoover, Second by Mr. Jaffe. Discussion -- Standing Rule. Motion passes unanimously.

Two members have recently asked to pay their dues in lump sum instead of payroll deductions.

MOTION -- NAATS allow members to pay their dues by other than payroll deduction, by lump sum annually in advance. Presented by Ms. Holmes, Second by Mr. Hoover. Discussion - Policy. In Favor -- Holmes. Opposed - Baker, Terry, O�Connell, Comisky, Mounts, Hoover, Jaffe, Puffer. Motion fails.

Discussion on NAATS attendance at airshows. Action Item -- Mr. O�Connell will work up an SOP for Air Shows to include procedures to set up a booth and advise to people who work the booth.

Chief Negotiator�s Report/Liaison Reports

Mr. Dolan discussed the negotiation issues. Action Item -- Directors to update Mr. Dolan on any changes with national impact similar to the Capstone program in Juneau.

Action Item -- Mr. Dolan to work the training freeze through AT-1 and report back to the BOD.

Action Item -- Mr. Dolan requests BOD guidance on whether to begin negotiations on severance programs now.

Mr. Perkins discussed his ATP issues. Action Items -- Mr. Dolan to contact Linda Scheussler for possible TSA contact; then Mr. Pike will contact OPM Director James.


Constitutional Changes Update - Ms. Holmes discussed the constitutional changes and their status.

MOTION -- Suspend all work on changes to the constitution until such time as we resolve A-76. Presented by Mr. Hoover, Second by Mr. Puffer. Discussion -- Standing Rule. In Favor -- Baker, Terry, Holmes, O�Connell, Mounts, Hoover, Jaffe, Puffer. Opposed - Comisky. Motion passes.

Mr. Pollok discussed his issues in ARS. Action Item -- Mr. Pollock to advise if we need a NSTS CHI team by 2nd of June.

Mr. DeGrazio discussed the FSOSC issues.

Action Item -- Mr. Pike to ask Legal Counsel about dissolution clause and what happens if we do nothing with the constitution.

Former NATCA RVP Ed Mullin addressed the Board and discussed possibly providing his services in strategic planning.

Mr. Barnes discussed OASIS.

Ms. Morrissy discussed her expenses in publishing the NAATS News.

MOTION -- Increase the newsletter advance to $600.00. Presented by Mr. Jaffe, Second by Mr. Baker . Discussion -- Standing Rule. All in Favor -- Baker, Terry, Holmes, O�Connell, Comisky, Mounts, Hoover, Jaffe, Puffer. Motion passes unanimously.

A-76 discussion. Action Item: PWS team will send out updates to the BOD and a copy to Ms. Breen who will forward it out to the A-76 regional reps.

Liaison Position Descriptions discussion. Action Item: Mr. Pike will develop a proposal for the BOD by the next meeting.


Discussion on Arbitration Advocate Training.

MOTION -- Train the 9 Regional Directors or their designees and in addition a core group of 6 advocates to be named later for training at the next arbitration advocacy training. Presented by Ms. Holmes, Second by Mr. Terry. Discussion-Standing Rule. Motion Passes unanimously.

The Arbitration Outline Process was discussed and presented to the Board by Mr. Pike.

Jackets used for A-76 picketing in GL Region was discussed. BOD Decision: These will be funded using the GL Imprest Fund.

The Minutes and their distribution was discussed. Action Item -- Mr. Pike will forward a proposal to the Board, probably by next week.

BOD Decision: Mr. Pike�s request to use the A76 attorney is approved.

Discussion on the location for the �04 national membership meeting. Decision -- timeframe will be April-May 04, membership will decide between BAL or LAS -- Action Item: Mr. Pike. NAATS HQ will handle all contracts for national meetings -- Action Item: Ms. Breen.


Discussion on whether to invite FAA representatives to the membership meetings. Action Item: Mr. Pike to let membership decide.

Discussion of NAATS Per Diem/Mileage Rate. Action Item: Mr. Jaffe to identify cities that require a higher rate; discussion to be held during July BOD meeting.

Discussion on OASIS/Inter-Active Briefing. Action Item: Mr. Barnes and Mr. Pollock to develop response for BOD consideration.

 TREASURER & FINANCE COMMITTEE

Marc Lackman, Treasurer -- [email protected]

I have been the NAATS Treasurer since last October and Eli suggested to me that now would be a good time to write an article about the Treasurer and Finance Committee duties. The Treasurer serves as chairman of the Finance Committee, which reviews the work of the Administrator and develops financial policies and an annual budget for approval by the Board. The Administrator handles duties that normally would be an associated with the Treasurer�s title such as check writing and monitoring day-today bookkeeping functions. That is primarily because those duties require a physical presence in the office and due to the facts that our organization is spread all over the country and relatively small, it isn�t realistic to have the Treasurer at NAATS HQ.

There is no official time for the Treasurer or Finance Committee members but the Treasurer does receive a monthly stipend of $225. There is not set term for the Treasurer, he or she serves at the pleasure of the Board. The Treasurer with approval of the Board appoints the Finance Committee members. An accounting degree isn�t necessary to do the job. I�ve had work experience as a bank auditor and Treasurer for some small organizations but I believe anyone with some basic bookkeeping knowledge could serve as Treasurer. We use QuickBooks software to manage our accounts so some knowledge of Quicken or QuickBooks is helpful.

The Finance Committee normally meets twice a year, in the spring to review our external Auditor�s report and in the fall prior to the October Board meeting to finalize the budget proposal. Travel expenses are paid for attendance at these meetings. NAATS HQ can arrange telcons for us if email or snail mail isn�t adequate for good communications. Any member who would like copies of our financial statements should contact NAATS HQ. If you do get a copy I would ask that you only share it with Union members individually and don�t just post it at the facility. Non-dues paying Bargaining Unit Members (BUMs) and management aren�t entitled to the information, they mind get it eventually, but let�s not make it easy for them.

I have one final note concerning your personal income taxes. Our accountant recently advised us that since we are spending a certain amount of time lobbying Congress that only 80% of our Union dues are deductible from our individual 2002 Federal income taxes. On Form 1040 Schedule A Union dues are listed in a section entitled Job Expenses, etc. Total deductions in that section must be more than 2% of adjusted gross income before there is a reduction in taxable income. On my personal taxes deductions in that section weren�t even close to the 2%, but if you itemized deductions you should check your return to see if this change affects you. Next year this information will be made available in January.

Let me know if you have any questions.

  WALLY�S LETTER TO FAA LMR

Raymond B. Thoman, Director
Office of Labor Relations
Federal Aviation Administration
Washington, DC 20591

Re: Collective Bargaining Proposal

Dear Mr. Thoman:

I write in response to your May 9, 2003 letter in which you implicitly withdrew the Agency�s proposal of a 5.5% wage increase with offsets, proffered a 0.0% increase or wage freeze, and suggested that we get together to negotiate and hopefully "arrive at a voluntary bilateral agreement" based on your proposal. I must say that this new proposal adds one more dimension to the overreaching issue, currently pending before the FLRA, as to whether the Agency has been bargaining with NAATS in good faith all these many years.

Nonetheless, I am more than willing to meet with you and would propose that we get together on June 25th to discuss matters, consistent with this letter. Indeed, NAATS is anxious to engage in genuine give-and-take collective bargaining provided that the Agency produces "principals" at the bargaining table, namely representatives who would be empowered to bind the Agency and sign off on any agreement that might be reached, subject only to agency head review as set forth in 5 U.S.C. � 7114(c). As you know, this is hardly an unreasonable request, particularly in light of the ALJ decision in Dept. of Transportation, Federal Aviation Admin. (AFSCME Council 26), FLRA Case No. WA-CA-O1-0386. Indeed, NAATS formalized that request by letter of November 7, 2002 to Secretary Mineta; unfortunately, AHR-1 Glenda Pate's December 12, 2002 reply, signed by you, while purporting to give assurances, danced around the issue.

Nonetheless, as I have previously indicated, we remain ready and willing to meet with Agency negotiators as soon as we receive reliable assurances that they will, in fact, be authorized to execute any agreement we might reach, then and there, at the bargaining table. Your response was to furnish me on May 20th with an exchange of correspondence between yourself and Michael Fanfalone, President of PASS, in which you represented only that "the necessary coordination and approval [of contract terms] will take place prior to the signing of an agreement" -- which goes without saying but does not specifically address our concern. And, while Mr. Fanfalone�s response attempted to lock you into an understanding about the authority of the Agency�s bargaining representatives, your failure to respond, and to accept or reject Fanfalone�s understanding, provides no assurance whatsoever, not to Fanfalone and certainly not to NAATS.

Naturally, I share your "desire to move [our negotiation of a pay agreement] to resolution as quickly as feasible." However, I do not believe that, when enacting the Revitalization Act, Congress intended to authorize the FAA to achieve resolution of bargaining issues by artificially creating an impasse via bad faith bargaining, then submitting its bad faith proposal to Congress for its passive approval via inaction, as reported in the May 16, 2003 edition of Aviation Daily. To do so would be to debase and make a mockery of the collective bargaining process, as well as to undermine the Civil Service Reform Act, inter alia, by depriving the FLRA of any means effectively to remedy FAA violations of its statutory duty to bargain in good faith.

To be honest, I am concerned that your new proposal and invitation to meet is really just intended to give you an artificial opportunity to declare a bargaining "impasse" and then attempt to achieve a "quick resolution" of a pay agreement by using a questionable statutory artifice to dictate its terms to the Union, rather than achieve agreement by the Union. One other byproduct could be to moot the ULP charges pending before the FLRA. If correct, as press coverage suggests, this would be very troubling.

In other words, I think that a prompt bargaining session would be premature. First, we need to clear the air of the foregoing issues so that we can proceed in an atmosphere of genuine trust to engage in give-and take, good faith collective bargaining. I look forward to beginning that process as soon as possible.

Sincerely yours,

Walter W. Pike
President

  DOT MEMO REGARDING FAA REAUTHORIZATION & ATC PRIVATIZATION

Subj: FW: FAA Reauthorization and an ATC privatization
Date: 6/4/03 7:27:57 PM Eastern Daylight Time
From: Libby, Roger [email protected]

You may be aware that the FAA Reauthorization bill (S. 824) could come to the Senate floor as early as this Friday. We understand that Senator Lautenberg plans to offer an amendment similar to the one he withdrew at the Commerce Committee markup. That amendment would prevent DOT/FAA from contracting out any functions associated with the air traffic system (not merely air traffic control, as has been reported in some places).

I just wanted to inform you that the Lautenberg amendment offered at the committee was unnecessary and highly problematic for the Department. The amendment's sponsors incorrectly claimed that DOT is planning to contract out air traffic control functions using competitive souring. FAA Administrator Blakey has informed Congress on the record that air traffic control is a "core government function," and as such, is not subject to outsourcing outside the Contract Tower program.

Certain FAA responsibilities are best fulfilled by contract with outside parties, and others by a mixture of government and private services -- as is the case today. The limitations in the amendment on contracting out encompass not only air traffic control, but all current FAA facilities and the operations, maintenance, engineering and oversight functions performed at such facilities. It would effectively reverse many of the procurement reforms Congress put in place to make the FAA more efficient.

As a result, the Administration would strongly oppose an amendment of this nature. If you have specific questions, please let me know. Thanks.

Roger A. Libby
Associate Director of Government Affairs
Office of the Secretary, U.S. Department of Transportation
400 7th Street, SW
Washington, DC 20590
(202) 366-9714
(202) 366-3494 (fax)

  CORPORATE FLIGHT SERVICE

By Greg McGann, RDU AFSS

For some reason, the FAA thinks our service could be better provided by private industry. While I am certainly a fan of the private sector, the fact is that we provide better and faster service than most corporations our size. The FAA gets bent out of shape over 90 second delays, but have you ever tried calling a large private corporation? Ninety-minute hold times are not out of the question.

So, what would the future of a corporate flight service look like? Here are a few possible scenarios.

IF THE PHONE COMPANY WINS THE MEO:

"Thank you for using AT&T Flight Service. If you know your party�s extension, you may dial it at any time. Please listen carefully as our menu has changed to serve you better. If you are a pilot, press 1. If you are not a pilot, press 2."

- 1 -

"Please enter the last four digits of your pilot certificate number, followed by the pound sign."

- 1234# -

"You have entered one, two, three, four. If this is correct, please press 1. If this is incorrect, please press 2."

- 1 -

"Please enter the zip code for your billing address, followed by the pound sign."

- 90210# -

"You have entered nine, oh, two, one, oh. If this is correct, please press 1. If this is incorrect, please press 2."

- 1 -

"Please enter your 16 digit credit card number, followed by the pound sign."

- 1111645344442314# -

"You have entered one, t--"

- 1 -

"Please wait while we confirm your information. Your information is confirmed. For briefing or flight plan service, press 1."

- 1 -

"Please wait while your call is transferred."

MUZAK.

"You have reached the Briefing and Flight Plan Department. Your call is important to us. Please hold for the next available briefer."

MUZAK.

"We�re sorry. We are experiencing an unusually heavy call volume. Please try your call again at a later time. Thank you for choosing AT&T Flight Service."

CLICK.

IF MICROSOFT WINS THE MEO:

"Microsoft Radio, this is N1234A on 122.2, over."

"N1234A, Microsoft Radio, my name is Tim, how may I help you today?"

"N1234A, we're at 3,500 in the haze and a little unsure of our position, over."

"Okay, no problem. Reset your heading indicator to agree with your magnetic compass and tell me the software version of your DG."

"Uh, my heading is 320, and you want to know what? Over."

"I need the software version of your DG. Do you have Gyro 2000?"

"Uh, no, it's Gyro 98."

"I'm sorry, N1234A, but we no longer support that software. Do you have a VOR receiver on board?"

"Yes, Radio, I have one."

"Good, now we're getting somewhere. Turn it on and start the Help Wizard, then let me know what the little paperclip says."

"Radio, I don't have that. I have the Macintosh PowerVOR."

"Oh, no! Well, we don't support that either. How about a GPS?"

"Yes, we have a GPS."

"Is that an IFR certified GPS?"

"Of course."

"What model?"

"The Flitestar 2000."

"Okay, I need you to look at the back of the unit at tell me the 17-digit FRU number."

"What for? I just want to find out where I am."

"Sir, we can't give you the best location without knowing exactly how your system is set up. Now, if you will just shut down all your other nav systems and reboot your GPS, then hold down the ALT and F8 key."

"Um, I don't think that will work. I think this is the UNIX model."

SILENCE.

IF MARTHA STEWART WINS THE MEO:

23 MINUTES OF MUZAK

"Good Morning, Martha�s �Good Neighbor� Flight Service, this is Bong-Hee, how can I make your day a happy one?"

"I need a weather briefing for a flight from Raleigh to Myrtle Beach at 14Z, IFR at 8,000."

"Oh, that�s a good choice. We have many fine retail outlets along the strand I know you will want to visit. Have you ever shopped in a Martha Stewart Outlet before?"

"No, but I really just need a weather briefing."

"Sure, I can give you that. Let�s see. There is one of those cold front thingies down by the beach and it may be a little chilly today. I suggest you take along one of our fleece-lined pullovers with the attached hood to stay warm. They are available today for the special purchase price of $29.95 and come in white, green, and mauve. May I have your size please?"

"I don�t want a jacket, I just want a standard briefing!"

"Well, okay, but you�re missing a great opportunity. There is an AIRMET for turbulence along that route, so it might get just a teeny-weensy bit bumpy. You don�t get airsick, do you? We have a special, all natural, holistic air-sickness chewable tablet that settles your stomach. It comes in Cherry, Strawberry, and Wintergreen. Would you like to place your order now?"

"No! Say, you sound pretty young. How old are you anyway?"

"Almost 7, and Martha says she�ll give me a 10 cent raise on my birthday."

CLICK.

IF THE CABLE COMPANY WINS THE MEO:

"Thank you for calling Time Warner SkyRunner. How may I help you?"

"This is Lear 42C. I called a little while ago and filed a flight plan, but center says they don't have it."

"Okay, sir, let me check. Did you choose a departure between 9AM and 12PM, or between 1PM and 5M?"

"I filed for 1630Z."

"What time is that?"

"That's 12:30PM local time."

"Oh, I'm sorry, but we're closed for lunch from 12 to 1. Would you like to re-file?"

"Can't you just pull it up and resend it?"

"Well, I suppose so. What time would you like to leave?"

"Right now."

"Oh, I'm sorry, but you have to schedule these things in advance. How about tomorrow between one and five?"

"No, I need to go right now."

"Well, we could expedite your flight plan submission for an extra fee, of course. That was N24D?"

"No, N42C."

"Is that a Beech?"

"No, it's a Lear 35. Don't you have the information there?"

"Ah, yes, I found it. Oh dear, our records show that you don't subscribe to our flight plan filing service. I just show Basic Briefing with NOTAMs a-la-carte."

"What?"

"Would you like to upgrade your package? You can get our Total Choice Mega-Pack with briefing, flight plans, NOTAMs, and your choice of AIRMETs or SIGMETs for only $79.99 per month, and if you act now you also get your first month of WSI graphics for free."

CLICK.

Perhaps our service isn�t that bad after all...

  NAVCANADA in the News

NAVCANADA RAISES RATES

By Russ Niles, AOPA AvWeb, May 19, 2003

NavCanada http://www.navcanada.ca/navcanada.asp, the private, non-profit company that supplies air traffic control and other aviation services in Canada, is raising its rates an average of 6.9 percent in August. The company announced Thursday that the ongoing airline slump, coupled with the war in Iraq and SARS, and an unpaid $43 million debt owed by Air Canada, now in bankruptcy protection, has combined to create a shortfall of about $176 million. "We�ve exhausted our ability to help ease the burden of the downturn on our customers," CEO John Crichton told a news conference. The company took over the services from the government in 1997 and, as it chopped overhead, rates were reduced. But after 9/11, rates were hiked and the latest increase will push them to their highest level. It's still a bargain, according to Crichton ... and some basic math. "... our charges [will] still be 28 percent below the old Air Transportation Tax they replaced," he said. The increase translates to about 65 cents on the price of a ticket between Ottawa and Toronto.

South of the border, the rate hikes in Canada will undoubtedly become fodder for those fighting any chance that ATC could be privatized in the U.S. AOPA says a bill it�s backing to privatization, and the fluctuating user fees that come with it, is making headway through Congress. The House aviation subcommittee approved the proposed legislation but it has to go through both arms of government and be signed by the president to become law. "AOPA has argued insistently that control of the nation�s airspace must remain under the direct control of the government," said AOPA President Phil Boyer. Earlier this year, the FAA declared ATC to be a "commercial function," thus potentially open to privatization. But FAA officials, including administrator Marion Blakey, have repeatedly stated there is no intention to privatize ATC.

CANADIAN CONTROLLERS THREATEN JOB ACTION

By Russ Niles, AOPA AvWeb, June 9, 2003

Canadian air traffic controllers are threatening "job action," but that won�t affect pilots and travelers immediately. It�s illegal for controllers to walk off the job. About the only leverage they have in the current contract dispute with NavCanada is to cease training new controllers, which would eventually lead to a shortage of qualified controllers. That seemingly minute arsenal didn�t stop the union boss from talking tough. "Our members have waited 30 months and their patience has run out," blustered Buzz Hargrove, president of the Canadian Autoworkers Union, which represents the controllers. The last contract expired in March of 2001 and those 30 months since have not been kind to the privately run air traffic services company. A mediator�s report has recommended controllers get raises of 2.5 percent in each of the first two years of a four-year deal and 2.75 percent and 3 percent in years three and four. Any substantial labor cost increases are bound to be reflected in the fees NavCanada charges everyone from air carriers to individual GA pilots for services. Those fees recently went up an average of about 7 percent. The company is reeling from the reduction in traffic related to 9/11, the war in Iraq and Severe Acute Respiratory Syndrome. Its financial troubles are compounded by the fact that its biggest customer, Air Canada, is now in bankruptcy protection and owes NavCanada $43 million. Talks were held on Friday but there was no word over the weekend whether they were to resume this week.
 

Regional Supplements

ALASKA REGION

CENTRAL REGION

Michael Terry, Director and Jerry Van Vacter, Coordinator

PWS Workshop

The Central Region PWS workshop was held May 13-15. I want to thank you all for the professionalism you showed during the very difficult 3 days we spent together. You should have or will be receiving the activity dictionary that you added to during that workshop, please share it with your facility and let me know of anything you need to add or feel you need to clarify. We spent the week of May 19th trying to get the dictionary in a little easier format to continue on with, so when you see it, things may appear missing but we moved things to new categories and condensed some of the comments. We are going to visit the 4 remaining regions and then back to Washington to try to put some of it into a format we can use. ANYTIME you think you have an item we may have missed don�t hesitate to send me an email at mailto:[email protected] or give me a call at 515-570-2934 and leave a message. I will get back to you just as soon as I can. We can add things into the product for the next year, so let�s make it the most complete Work Statement we can.

Several Central Region employees wanted me to express their appreciation for the work that New England and Southern Regions did in filling in the Activity Dictionary as fully as they did. It made the job for the folks in Central much easier.

Thanks Helping Out

I personally want to thank the folks at FOD for the extra work they have and are doing to support NAATS as they are working short handed to cover for Jim and I as we are away from the facility.

NAATS Convention

We had a Very Good turnout at the membership meeting in San Antonio. I was glad to see so many from our region. I think we all had a good time. I know Mike did, next time you see him, ask him about his visit with the "Easter Bunny". It was decided to let the membership vote on where to have the next membership meeting. The two choices were Baltimore and Las Vegas. It was a close vote with Las Vegas winning. Even though we had a great turnout this year, we would like to have an even bigger one in Las Vegas.

Regional Quarterly

The quarterly meeting will be held at the regional office on June 4th and 5th. Minutes should be out shortly after the meeting.

TODS Computers

You should be receiving the new TODS computers. Dell made a mistake on the monitors and will be correcting it ASAP.

EASTERN REGION

Donna Holmes, Director and Ron Consalvo, Coordinator

NAATS Convention

The convention in San Antonio was informative and fun. Mark Jaffe did a great job organizing the event. San Antonio was a great place to meet and work with members from all across the country. Eastern region made a proposal to bring the convention to Baltimore next year. In a surprisingly close vote the membership chose Las Vegas. To all those who couldn�t make it this year, I look forward to seeing you next year in Vegas.

Region News

The LMR quarterly is being scheduled for late May. There are several grievances from EKN to be addressed. We hope we can have some successful closure to some of the issues at EKN. I�m sure staffing in the AFSSs and ADIZ procedures will be on the agenda. Staffing and schedule continues to be an issue at the Washington FSDPS.

A-76

H.R.1711 was introduced in April as bipartisan legislation. This is good news but much work is yet to be done. Wally is working hard on trying to reconcile this bill with S.338 in the senate. For those of you who have written you elected officials, we thank you. For those whose representatives have signed on to either bill, now is the time to write a letter or email to thank them for their support. The list of important committee members was published last month. If you live in one of those districts, let�s get moving on the letter writing campaign.

The A-76 workgroup will be meeting in DCA in early June. All Eastern region facilities will be represented. FACREPS must choose their facility A-76 rep for this meeting. Each facility should also be developing their PWS to be submitted at this workgroup. If you haven�t started yet, don�t delay because the time is fast approaching.

GREAT LAKES REGION

Jack O�Connell, Director and Alvin Robinson, Coordinator

Keep Those Letters Coming

Finally, I have made the time to write something for the newsletter. It has been a busy time taking action to stop the A-76 contracting out process.

To stop this contracting out process we must have legislation enacted to protect our jobs. In order to have this occur requires every facility to become active at the grass roots level. I know that you have written letters yourself to congress. Now is the time to enlist the support of every pilot in your flight plan area.

Some of the facilities in the Great Lakes Region have been very active getting our message to our customers. The customers have responded with numerous postcards to Congress, telling Congress that they do not want our service contracted out. I have committed to paying the postage on any postcard returned during a pilot meeting in the Great Lakes Region, as long as my budget holds out.

Informing the Pilots

All of the facilities in our region, as well as the rest of the country must also become active in getting the message to the pilots. Those that have been successful have met with pilots at pilot safety meetings, Dawn patrols, and other aviation events. I have personally spoken at many pilot meetings. It doesn�t take more than a few minutes explaining what the A-76 contracting out process is about. When you inform the pilots that Flight Service is currently subject to the A-76 contracting out process, and what they can do to help stop it with legislation, they line up to sign postcards to Congress. Last night at a large pilot meeting 641 cards were filled out to aid in stopping this process.

The Users Don�t Want Contracting Out

I am aware that a personal letter to a congressman has more significance than a post card. However, very few will take the time to write a personal letter, while most will take the time to fill out the post card. The NRA has proved that numerous postcards accomplish the job. We must let the representatives of this nation know that the users of the system do not want it contracted out. Norman Mineta is telling Congress that this is what the users want. Enough postcards to Congress from pilots telling them what they the pilots want will get the truth across. Any facility that needs examples of the postcards should feel free to contact me. I should be able to fax you the examples.

Policing the Contract

In addition to fighting this action that threatens our jobs the process of policing the contract continues. On a recent visit to CLE I spent time with their representative Clyde Johnson reviewing issues related to drug testing, in addition to asking for their assistance in fighting the contracting out process. I was only able to speak to a few members the day I was in CLE, as we did not want to disrupt operations. While at DAY the next day I met with their representative Lance Foster. We spoke at length about the need for their assistance in stopping the contracting out process. I was able to meet a few members of the facility however; most were busy with the training for their new OASIS equipment.

Problems with Drug Testing Procedures

Other locations are also having problems with the drug testing procedures not being followed. It still continues. You are subject to being tested for using drugs, while staff personnel that work the operating position alongside you do not even appear on the random list. I have been notified that at both PNM, and LAN this is still a problem. The drug testing order requires that anyone who works in a testing designated position must be subject to testing. They must be on the random test list or they are not subject to testing. Obviously we have a double standard in this case. We are working on this issue.
Reg Dir Contact Information

If you need to reach me my cell phone number is 248-219-9979. The E-mail address is [email protected] I can still be reached at LAN AFSS 517-327-7900. Please use these numbers if you need to reach me.
 

NEW ENGLAND REGION

NORTHWEST MOUNTAIN REGION

DENVER AFSS LOCAL NEWS
John Dibble, FacRep

Greetings from the Mile High City!

Thanks Mark Jaffe, for setting up the NAATS 2003 convention. It appears to have been a success. I don�t know exact numbers, but I would estimate 120-140 members attended. The hotel, St Anthony, Wyndam, was superb.

Subject to Subsection (b):

In the 7+ years I have served as FacRep, it never ceases to amaze me how that little phrase seems invisible to management! They are quick to point out all their rights, totally missing that their rights are subject to checks and balances. Any change management wants to make is subject to negotiation.

In some cases, the negotiation is on the change itself -- does the Union even want the change? This is called "Substance bargaining". In other cases, where management has the "right" to make the change, the law says they must negotiate 1; appropriate arrangements to lessen any adverse effects the change has on employees (impact) and 2; the procedures they intend to use to bring about the change (Implementation). This is known as Impact and Implementation -- or I&I -- bargaining.

There are cases where management has the right to make the change then negotiate the impact, but these are few and far between and usually involve stopping an illegal practice or cases where life or security are in jeopardy. In these cases, management claims a compelling need to make the change immediately, but compelling need does not erase the requirement to bargain. If a FacRep is not convinced of the compelling need, they should challenge it -- often, management will claim "compelling need" when what they really mean is "I don�t like the old way". That is not a valid argument in court!

NAATS WebPage:

What will be on there? I plan to put all the Liaison updates (until they are in the Newsletter), FacRep helps, action items, etc, in there.  (Note: Since this was written, the whole issue is still up in the air. Watch the Webmaster notes for more info.)

Lobby Efforts:

Senate Bill 338 and House Resolution 1711 need support. Contact your Senators and Congressman and press the issue. Encourage you co-workers and friends to call.

A message For Each Of Us:

Apathy is the nemesis of success.....  Make those calls.

Aviation Safety is Our Business & Our Business is NOT For Sale

SOUTHERN REGION

Dave Hoover, Director and Tom Forte, Coordinator

FELONY THEFT COMPROMISES INVESTIGATION

Regional Management Support Cover-Up

An investigation was conducted at MCN AFSS regarding the management�s inability to provide a hostility-free work environment. After years of inaction by the manager, congressional intervention was enlisted. This left the region with no alternative but to arrange for FAA security to conduct a formal investigation, but not a real one -- rather one controlled and limited in authority and scope by direction from the regional office. The way of government!

Personal interviews were conducted with the most of the employees at MCN AFSS. The investigation team used a laptop computer provided by the facility to document comments and control the investigation.

After a few weeks of interviews, someone stole the computer. They even went to the extreme of finding a similar looking computer to put in its place in hopes of concealing the theft.

A Federal Investigation was compromised; interference with a federal investigation was obvious. You would think the FBI would have been all over MCN AFSS and management would be supporting in every way possible.

Not so with the Southern Region FAA. The manager of MCN AFSS responded by issuing an Amnesty Letter. In part, it said that if the naughty person that made a mistake in deliberately stealing the laptop to interfere with the investigation would bring it back within ten days, then no one would try and find out who did it or punish them.

At our regional quarterly, management said that they conferred with the FAA security on site for the other investigation and that the amnesty idea was their recommendation. NOT SO. We talked with them ourselves. They said that they do not provide direction to management unless they are asked to do so. They said that they were never asked for advice concerning the theft of the laptop!

Leads one to believe that management either knew who stole the laptop and wanted to protect them or they took it themselves.

Amazingly, on the final day of amnesty, someone spotted a suspicious bag underneath a building by the outside break area. Amazingly, there was something inside wrapped up in brown paper. Even more amazing, under conditions of Security Orange, the threat of Homeland Terrorism and conditions in which folks we�ve worked with for twenty years are tackled to the floor for not wearing an ID badge, MCN AFSS Management had the parcel hauled into the facility and opened without even thinking about calling the BOMB SQUAD. I know you�re as grateful as I am that we have FAA�s finest providing security and protection for us.

So, do you think they knew it was out there and who put it out there? Maybe they put it out there and, surely, they had to know what was in the suspiciously concealed package deliberately tucked up under an outside building, that obviously to them no one would ever think it was a BOMB!

My opinion:

We are working with CRIMINALS.

ASO HARBORS CRIMINALS

Someone, if not everyone involved in the conspiracy to interfere with the investigation at MCN AFSS should be fired and/or go to jail. The same goes for those abetting such malicious criminal and incompetent acts from the regional office.

There is an increasing pattern of tolerance for hostile and even criminal acts around the Southern Region. LOU AFSS has had a supervisor go ballistic on a FPL working In-flight. Same thing just recently happened at MKL AFSS involving a staff-specialist. The operations area in an AFSS is a highly sensitive federal government security area. Intentional interference places lives and property in danger and is a felony offense.

There is an ongoing investigation regarding sexual harassment at LOU AFSS. A tower manager was relieved and/or forced to retire. The local ATM is alleged to have intimate knowledge of the misconduct and did nothing despite repeated appeals for assistance. He now denies any knowledge, yet a respected regional employee stationed there will testify to the contrary. Refusing to take immediate action regarding sexual harassment and later lie about knowledge or the appeal for help are criminal acts.

Management at MCN AFSS has lost one discrimination case and another is almost imminent. Discrimination is against the law, therefore, represents a criminal act. Nonetheless, they continue to be employed and hold a position of leadership.

Leadership remains intact in PIE AFSS despite inappropriate physical contact, biting assault, and ethnic slurs.

You want to know why Flight Service lacks talent, vision and equipment to survive competitive outsourcing? Just look at those in charge of making the decisions. Operations are not killing Flight Service. Those not in the Union must identify and accept being lead to slaughter by these incompetent criminals.

Suggestion: The next time management commits an act that is against the law,

CALL THE POLICE

Do not tolerate management cover-ups and inaction. The Southern Region FAA will not protect your rights. If their abuse and acts of incompetence eventually do take our jobs, do not go quietly. As always, do your job, do it as directed, but do not continue to give up your legal rights.

SOUTHWEST REGION

WESTERN-PACIFIC REGION

Mike Stafford, Director and Michael Puffer, Coordinator

From the AWP Director

It�s been a difficult month for me due to my surgical odyssey and my wife�s health problems. I want to thank everyone for their support and assistance during this difficult time. I am just now getting back on my feet (foot?). I was sorry I had to miss the Convention, although it was a last minute cancellation, our RegCo, Mike Puffer did a great job.

A76 and Pay

As you know we had our functional scoping workshop at HHR in May, and Mike and the team did a great job on this monumental task. I want to thank all the participants, including those at our AFSSs that helped gather all this important data. I am confident that when it comes to the MEO, our job is so complex and diverse, that a contractor will have a very difficult job putting a price tag on it all. Right now all we can do is play the game and hope that our Congressional efforts come to fruition so we do not have to place all our hopes on the A76 effort.

The FAA has made their no pay raise "offer", with just a move to core comp. No new changes on HR2115. The only FAA employees the DOT Secretary cannot outsource are the NATCA controllers per the current language. On the upside, nothing changed on the FSIP language either, so we may still get another hearing on our pay issues before the impasse panel.

Wally has been meeting continually with a number of Congressional Reps, and his updates reflect those specifics. As has been published, DOT Secretary Mineta sent a letter to Congressman Don Young opposing our inclusion, as well as that of some of the PASS units, in any inherently governmental language. Mineta says in his letter that he will recommend a Presidential veto if inclusive language is adopted by the House. This letter is posted on our website. We don�t know yet how this will affect our negotiations with Congress, although that should be clear soon. I believe Mineta is just parroting what he is told to by the White House. It�s amazing to read his letter and understand that he is a Government employee himself.

If it�s not already obvious to you, we are pretty much alone in this fight, and the best way to win it is congressionally. If you have not written to your Congressman or Senator in the last month, do it NOW! There has been plenty of sample letter and post card info sent to all AFSSs, by me and others, so if you need assistance in any way to get a letter out, whether it�s in content or just and address to send it to -- contact your FacRep for assistance, but please do it soon.

There are a lot of negotiations and lobbying going on behind the scenes that are necessary to keep quiet for now. You can see by Mineta�s letter what happens when the "other side" finds out what we are doing. I think in the next month or so, the fruits or all of our efforts will become clearer, and until then you will just have to keep the faith that all that can be done, is being done.

SAN DIEGO AFSS NEWS

Mike Puffer, FacRep

AWP PWS WORKSHOP

On May 13 -15, I had the honor of representing SAN AFS and AWP at a PWS workshop in HHR. It was a tedious process to say the least. After a short overview which included a projected timeline of the A-76 process, we were allowed to introduce ourselves and ask any questions we had about the whole A76 process. Then it was down to business. We spent 2 � days going over an Excel sheet capturing every process required to do our job, who our customers were, and any other aspects that our job now includes. I can honestly say the FAA, and Grant-Thornton has no idea what we do. We added at least 300 items to an already long list of processes. The members that represented the facilities did an excellent job. The last half of 3rd day was spent on what our workload drivers are: i.e. Weather, day of the week, time of day etc. We than had a rather lengthy debate on how a position like PF should have its work counted. This was the most heated part of the three days. I feel that as of right now there is no accurate count of what we truly do, and no way to capture traffic count accurately. This could be important because all the bids are supposed to be based on average services provided over the last three years. Even if they got an accurate traffic counting procedure out today, it would only give the FAA 9 months of data to base there traffic on at the most. Who know maybe that will play into our hands later. After the third and final day, I came away with a feeling that it is not a foregone conclusion that we will be contracted out, but it is an uphill battle.

To those of you who get the opportunity to attend, make sure you bring as a minimum a copy of all LOAs, MOUs, and Facility regulations to include: SOP, training manuals, Local Area Knowledge guides and CIC binders. Also you might want to print out all of your view screens as well. Make sure you get your management to copy all of these. We are in this fight together, your job is not to copy everything but have it available to give to Grant Thornton. You are not only representing the BUE, but management as well. If management won�t assist you then talk to your FacRep, and have him/her talk to management. If that isn�t successful let your RegDir know so they can get the region to take care of the problem.

KEEP YOUR HEAD UP

The timeline they presented us said the outcome will be decided no later than July 2005. This is not much time. The only way we are going to get this stopped is through Congress. I urge everyone to "encourage" others to join the Union. If the person sitting next to you is not in the Union and refuses to join, then it is time to disassociate yourself with them. The ONLY group fighting for our jobs is NAATS. At this point if you are not a member and a part of the solution, then you are part of the problem. We can not win this fight with out 100% union membership. Encourage all of the supervisors and managers to become associate members, their careers are depending on us as well. No is the time for you to get actively involved, go out to pilot meetings, let our customers know what is going on. Keep fighting, keep your head up, and be proud of the job you do.

The FAA might not appreciate us, but our customers do!!!

HAWTHORNE AFSS NEWS

Scott Morrissy, FacRep

NAATS Convention

Eli and I attended the NAATS Convention in San Antonio Texas. There isn�t a lot I can add to what we�ve already talked about on the floor. NAATS Contract Consultant, John Barrass, who has been a federal contractor in the Information Technology (IT) area, had some pretty scary things to say about what our future would look like under a private contractor. We�d probably get relocated to "right to work" states where union membership is actively discouraged. Also, we probably work 36 hours or less per week so that the contractor wouldn�t be legally required to provide medical and retirement benefits. There would be a premium pay for working nights and weekends, generally in the range of $2.00 more per hour. Most contractors offer 401Ks, but after you have to pay for health coverage for yourself and your family on the individual market (as much as $500 per month), there�s not a lot left to save up for the future. One thing about future management we found interesting is the industry standard for IT is a 50 to 1 employee to supervision ratio.

Mr. Barrass gave the impression that we�re being equated with government meteorologists, who earn an average of $41,000 per year with a PhD. Eli spoke up to say that we don�t just do weather and that we�re more closely comparable to airline dispatchers, who at something like her 18 years on the job get around $90,000 per year.

This is all stuff to think about if you start thinking that the A-76 isn�t really happening. It�s for real and it could mean big changes in all our lives. The only people who are really out there fighting this for us are NAATS.

Training Update

Alicia Davila (AD), Melanie Liden (LN) and David Graham (DG) all completed their training and have joined the schedule as FPLs. Jabali Person competed Broadcast and is now training on Preflight. Lazaro Arteaga (LA) is certified on Coordinator and Flight Data. He and Jabali will both be training on Preflight now. Congratulations everyone!

No More Dust!

Installation of the new OASIS workstations is finally over and the JAI has been completed. Overall, it seems that everyone has adapted to our new work space pretty well. Our biggest glitch came from M1FC (big surprise!). The second of our three com-processors went out, leaving us with no BC or CO positions and only a hand full of working PF positions. AF Tech, Al Poggio worked his butt off to get everything back online while the supes took the lack of available positions as a chance to get their teams caught up on CBI and other training.

A-76/PWS Workshop

HHR hosted the Western-Pacific Region A-76 workshop on developing the Performance Work Statement (PWS) for the A-76 study. Eli Morrissy (LE) served as the NAATS representative, Francie Hope (FP) was there as National SUPCOM Representative for Flight Service and Mike Lammes, of course, represented Management. There were also representatives from each AFSS in the Western-Pacific Region. I dropped in to observe when time allowed, as did others from the floor.

Kate Breen and Tim DeGrazio were also there from the NAATS PWS Core Team. Jim Sizemore from FAA Headquarters Acquisitions Branch and three Grant-Thornton personnel were on hand to run the workshop. In spite of being handed an unpleasant task, everyone did a good job of working together. It�s estimated that this meeting added another 500 or so lines to the 32-page FSS Performance Dictionary they started with.

Good News

We heard from Mark Smith. It looks like the Marines are starting to release activated Reserve personnel. He estimated his return from Miramar NAS somewhere between July to September.

Thanks ASW

I want to personally thank Mark Jaffee and the Southwest Region for hosting this year�s convention. The pictures of the St. Anthony that Mark sent Eli for the newsletter didn�t do it justice. The original hotel dates back to the 1920s or 30s, but it was well maintained and our room was very nice and comfortable. The convention facilities were well equipped and the staff was pleasant and efficient in filling requests. Since it�s located within an easy walk of the Riverwalk�s restaurants and stores, it�s a great place to stay if you want to enjoy the city of San Antonio.

NAATS News Editorial Policy

Nothing that is inflammatory or scurrilous, libelous, attacks members by name or which contains words or phrases that are in poor taste and likely to be unnecessarily offensive, should be printed in the NAATS News or Regional Supplements. Individual(s) views expressed in the newsletter do not necessarily reflect the position of the Union.