Table of Contents
From The President
From The CEO
Hello EveryoneWell I’m back from vacation, Cindy and I had a great time. We went to southern California to visit my son and his wife for a few days, then I went Reno to visit the training session there, and win some money? I had a very good question answer period at the training class, I should stayed longer because Cindy and I lost our mad money real quick. The final weekend we went up to Doris CA, 20 miles south of Klamath Falls, OR. My sister-in-law raises horses and she had this "CITY-BOY" doing things he never done before. Also got to see my in-laws horse deliver a filly. April I have two partnership meeting, the first is in DCA the NPC to discuss MWE and Covered by issue. The NFPC is scheduled the following week in DFW with numerous (minor) issues to work.
Talking about issues to be worked, Flight Service Architecture and FSDPS MOU will not be there. On the issue of Flight Service Architecture, NAATS submitted an issue paper to the NFPC to have all Flight Service Future technology/Architecture issues worked through the NFPC, management gatekeeper is not going to allow it through the partnership process. Management believes there is already a process for NAATS to get its input into the Architecture workgroup. Our argument is that this Architecture workgroup doesn't take our input and the workgroup doesn’t work on a consensus method. You will find the letter in this month's newsletter. Our alternatives to work this issue is traditional bargaining and letters to the White House and the National Partnership council chaired by Vice-President Gore, that says 'The FAA says it wants to work in partnership but refuses to allow issues into the NFPC".
The other issue submitted to the NFPC by NAATS, was the FSDPS MOU; this issue was a MOU to deal with the FPL's at the FSDPS's that will be closing on the delivery of OASIS. Again management gatekeeper is not going to allow this issue to partnership, he says that to work this issue in partnership would take to long, and would like to bargain the traditional way. So we will again request to bargain this issue.
Here are two meaty issues near and dear to our membership, and management won't take up the gauntlet and work these very important issues in partnership. I have two options available to me:
1) continue to work some issue's non-subsistent issues through and leave the meaty issue's for traditional bargaining < OR >
2) call off all partnership and work everything traditional.
Let me know by e-mail your thought's and suggestions.
Good news - the OASIS funding losses for FY98 and FY99 have been reinstated. See OASIS National Representative Kurt Comisky's article in this newsletter.LMR UpdateBad news - Air Traffic has declined to accept either the Automation Specialist transition or the FSS Architecture issues into our national council for resolution. Please see President McAnaw’s article for more details but one has to wonder why we have a national counsel if the FAA is going to refuse to allow it to work these kinds of issues. You can expect more activity from us in this area.
Contract Negotiations - you may have heard that our ULP was declined by the FLRA on the "covered by" doctrine. This was not a surprise, we felt all along that we would have to go to the General Counsel to get relief. I'm working our Legal Counsel Arthur Fox on the appeal that could take some time (2-3 months). Meanwhile PASS, NAATS and NATCA have proposed a MOU that would resolve the issue and make the ULP moot. We expect an answer from that forum this week. Our hope is that we can put this issue behind us and move on with the new contract.
The NAATS Contract Negotiating Team has proposed beginning negotiation meetings with the FAA Management Team beginning on July 7. No word yet from them.
Nothing more to report at this time regarding the FSS Reclassification. Please remember that NM Regional Director Don McLennan is our lead on this.
Both Mac and I were invited to attend the PWC Convention later this month. Mac's schedule won't allow him to be there but I plan to go. The panel I'll be on will include management and union representatives and will discuss/debate traditional bargaining vs. partnership. Pretty timely issue considering the above and I look forward to a good dialogue with FAA management.
I attended the National Labor Relations Conference in Chicago during the week of April 6. After talking with AFGE and NTEU representatives it's apparent that we're in the forefront of the labor concerns with the "covered by" doctrine. We'll be watched closely by the other public sector unions.
Mike Doring, Labor-Management Relations Consultant.
It's that time of year again. You know, NAATS loses members. People quit the Union for all kinds of reasons. This year was no different than any other: 'I'm retiring. "I don't like my FACREP." I'm paying too much money." Name it and people have that reason. Most forget the things NAATS has done in the past year and before, like the call I got last week. It something like this: 'NAATS HQ, Mike Doring", I said. "HIello, my name is Billy Bud, I just quit the Union and I want to know when is my dues gonna stop," the voice on the phone said. 'Well Bill, it should stop as soon as the FAA processes the paperwork." "Good, cause I want my money, I'm gonna invest it in Chucky Cheese outlets and make a bundle, " he said. I replied, "you think that's a better investment than your Union?" "Sure, my brother-in-law and neighbor invested in Chucky's and in or 20 years so they will amost double their money, and that's security for my family and me, if the stock doesn't go down and kids keep eating pizzas. Besides, I just found out this Union has people like you working back in Washington, talking to the Congress people and the FAA, negotiating deals for Flight Service and doing all kinds of things. I don't get to do that. "Did you ever run for elected office, volunteer for special assignments with the Union, or ask how you could become active in the Union?" I asked. '`No, I don't have time for all that, I got better things to do with my time, anyway none of that helps me," good ol' Billy said.
"
Did you know NAATS negotiated a pay raise for you this year, a cost of living adjustment Did you know NAATS is working on negotiating a new labor contract for all of flight service, and did you know that NAATS is working every day to make sure there is a Flight Service tomorrow?" I asked. "Did you do all that? You had to have help," he stated. "Sure, I had help - the membership of the Union did that—and much more," I argued. "Well, it won't hurt if just I get out of the Union. The price of Chucky's stock might go up next year and where would I be? Nobody will miss just one member " '`Bill, what would happen if everybody thought the way you do? Who would negotiate your next raise or the reclassification of flight service, or your next watch schedule? There would be no Union and the FAA could do whatever it wanted with your job and salary, with your working conditions and hundreds of other things that affect you every day.'' "Well Mike, I gotta go, you just reminded me I have to find my Facility Representative and have him file a grievance on my non-selection for that supervisor job I didn't get—but I sure enjoyed talking to you and make sure FAA gets my paperwork done fast. I'll let you know how I do with Chucky."Hal Gross, Government Relations NAATS SUBMITS
APPROPRIATIONS TESTIMONY:
FAA RETREATS ON OASIS CURTAILMENT PLANSOn March 31, NAATS President Mike "Mac" McAnaw submitted NAATS' annual budget to the Transportation Subcommittee of the House Appropriations Committee.
The ten-page statement is submitted below Per standard subcommittee procedures, three copies of the statement were submitted. These were delivered to the Subcommittee Chair, Frank Wolf (R-VA), to the ranking Democratic member of the subcommittee, Martin Sabo (D-MN), and to the Committee Clerk for further distribution.
In his statement, Mac noted that last year the FAA had completed a consolidation of Flight Service Stations begun in 1981, from 318 to current 61 automated facilities, and said that further constriction would have serious impacts on air traffic safety.
Mac repeated his charge—first made last year—that FAA has a hidden agenda of further consolidation of the Flight Service, leading to its eventual elimination. As proof, he traced, year-by-year, the steady attrition of Flight Service controllers since 1981 (from 3,576 to less than 2,350 now), coupled with no new hires in the past ten years. He noted that 40-50 percent are now retirement-eligible, and as many as 80% will be ready to retire by 2002. He also noted that the FAA predicts continuing attrition of about 150 Flight Service controllers a year, indefinitely.
McAnaw said the minimum safe number of Flight Service controllers is 2,650. He noted that although the FAA plans to hire 185 new controllers this year, none of these are destined for the Flight Service. All will join the Enroute and Tower components of the Air Traffic Service — directly opposite to the procedure Mac recommend in previous testimony to the Subcommittee and to the White House Commission on Aviation Safety and Security.
Mac noted that the growing shortage of Flight Service controllers combines with FAA's hesitant, slow, and uncertain plans for OASIS installation to replace old, outdated, and inadequate MIFC technology. In testimony which was accurate at the time it was submitted, Mac noted the FAA’s then-pending plans to curtail even its own snail' schedule and to "gut" the OASIS program by applying funds which Congress had appropriated for OASIS to other projects. He called the combination of obsolete computer systems and shortage of controllers "lethal" and "an accident waiting to happen" and called for an acceleration of the OASIS installation timetable and a single-phased installation. He asked the Subcommittee to move up the funding of OASIS to make the acceleration of the installation schedule possible.
Mac's testimony also requested that funds be provided so that ASD may be added to OASIS and so that "human factors" can be taken into account in the acquisition process.
Two weeks after his testimony was given to the Subcommittee, Mac was informed by the FAA that it had decided to adhere to its original OASIS installation schedule. For now, we will just have to imagine the conversation from "the Hill" which preceded this sudden reversal in FAA decision making.
If you would like a copy of Mac's full statement mailed or faxed to you, please let me know.
Meanwhile, the FAA Reauthorization Bill has had a House hearing and seems to be moving on schedule. Early predictions of a straight reauthorization bill appear to be accurate. NAATS has supported the efforts of NATCA and PASS to restore Merit System Protection Board and Whistle-Blower Protection for FAA employees as an amendment to the bill.
Kurt Comisky, OASIS Representative
Late last month ( took a funding cut for the current fiscal year and slated for further cuts next year. The cut of $500,000 for the current fiscal year and at least $2,000,000 for next year was approved earlier. These fund were re-appropriated for unexpected shortfalls in other programs, a major cause of which waste 2000 issue. These cuts were expected to delay the initial installation in SEA by three months and would have dramatic effects in the installation schedule through the balance of the sites, probably extending installation time period by over 30%
We took this as a threat to the OASIS Program. These cuts in funding were unacceptable. We realized if these cuts stood, there may have been more and the Program would be essentially gutted. In economic terms, these cuts would be counter-productive. One of the primary aspects of the Oasis Program is to reduce the operating costs of the Flight Service Automation System. Any delays would not only increase the cost of operating the current system, it would also increase the total cost of the OASIS Program.
We took our concerns to the Associate Administrator, Monte Belger. Our goal was to insure the Oasis was still an agency priority and to insure the Oasis program would continue as scheduled. Further, we wanted to insure the agency would not undercut our congressional efforts. As Wally Pike pressed our concerns, Monte Belger seemed perplexed that such a small cut in the program the first year would have such a dramatic effect. He went on to indicate that $50O,000 out of the first year, of a 170+ million dollar program, should not have such an effect. Monte Belger indicated his concern with the implementation schedule and promised to look further into the OASIS Program and the schedule. Wally ended the meeting with the expectation of further discussions on the Oasis Program.
Recently, we were made aware that the $500,000 has been returned to OASIS for this fiscal year and the projected cuts for next year are no longer being considered. I can not overstate the impact of actions taken by Wally Pike and Scott Chapman. Let me assure you, it was directly because of these efforts that the funds were restored.
Well, now that the funding has been restored, do not assume the implementation schedule is back on track. There are indication from those in the OASIS Program that even with the funding returned, the schedule has been permanently impacted. There will be some delay. I can not understand how a funding shortfall for a few weeks we will have the same dramatic effect on the implementation schedule. The revised implementation schedule is under development as I write this article. By next month's news letter, we should know the impact. By the way, the impact to the schedule will be briefed up the FAA food chain to Monte Belger. We will follow up with the agency on the impact.
Some other news, the effort to replace the consoles is now in the hands of the Investment Analysis office. This office will determine the cost effectiveness of the program and the results will be briefed to agency management. The next step would be the decision by agency management (the JRC) for implementation. We may not make the first site, SEA, but there is a feeling that all subsequent sites should have new consoles.
There is an effort underway to define the requirements for the ICSS replacement system. I will follow up in next months news letter.
Eli Morrissy, Editor
Last month was very interesting around the Morrissy household. We acquired a newer, somewhat faster computer to use in the interim before we buy a completely new system with all the bells and whistles. Anyway, in the course of installing things like more RAM chips coupled with in inevitable "oops" et cetera, et cetera... the computer was out of commission for several days. Ergo (yes, I took Latin in high school), I was late getting the newsletter to Carol for printing and so it was late getting to the membership. My apologies.
So much for explanations. The up side of all that is I now have Word 97 and Publisher 97 to work with. (You might have noticed greater use of graphics and even a photographic file this month.) So now those of you who have up-to-date systems can e-mail files to me in Word 97. I still haven't got it all mastered yet, but it's coming along.
Also of note, John Dibble from Denver AFSS has shouldered responsibility for the NAATS Web site. When John is finished working, the NAATS News will be available on line for those who prefer to get their information electronically. Stay tuned for more information as it becomes available.
Editorial & Submission Policies
The NAATS News will not publish material which is inflammatory or scurrilous, libelous, attacks members by name, attacks NAATS, or which contains words or phrases that are in poor taste and likely to be unnecessarily offensive.SUBMISSION GUIDELINES
FOR THIE NATIONAL SECTION: The following may submit articles without being reviewed: NAATS President, NAATS CEO, NAATS Labor Relations Director, NAATS Chief Negotiator.
FOR THE REGIONAL SECTION: If a Director, FAA Headquarters NAATS representative or the NAATS Government Relations Liaison submits an article for the national section it is to be reviewed by the NAATS President prior to publication. If a Regional Coordinator, FACREP, Regional NFP Coordinator or member submits an article it is to be reviewed by the appropriate Regional Director prior to publication.
DEADLINES: The deadline for articles to be included in the next month's NAATS News is the 19th of the current month
IS YOUR MAILING ADDRESS UP-TO-DATE?
For those who missed last month's newsletter, here's another reminder to update your address information with Carol Dubin, our Headquarters Office Manager. 1998 is an election year. In order to receive national ballot packages, every NAATS member must have their address information up-to-date and correct. So, have you moved or had any other changes in the last three years, this reminder message IS meant for you.
Again, to make it easier for everyone to accomplish this important task, a Member's Information Update Form has been created and appears on the back page of the NAATS News each month. Simply photocopy it (so others can still read the newsletter), fill it in, and mail or fax it to NAATS. Carol will see to the rest.
ATC Humor ...from the internet
ATC union newsletter...more from ORD controllers:"American Two-Twenty, Eneey, meeny, miney, moe, how do you hear my radio?"
We were told Rwy 9...well take out the 14R approach plate."
"Captain you got sixty miles to take it out...have a ball."
"The traffic at nine o'clock's gonna do a little Linda Ronstadt on you."
Linda Ronstadt? What's that?"
"Well, sir, they're gonna 'Blue Bayou'."
'I can see the country club down below...look's like a lot of controllers out there!"
"Yes, sir, there is...and they're caddying for DC-10 drivers like you."
'N07K you look like you're established on the localizer and I don't know the names of any of the fixes, you're cleared for the ILS approach. Call the tower."
"AmTran 726, sorry about that, Center thought you ware a Midway arrival. Just sit back, relax and pass out some more cookies...well get you to Milwaukee."
"Approach, what's our sequence?"
"Calling for the sequence I missed your callsign, but if I find out what it is, you're last."
"Sure you can have eight miles behind the heavy...there'll be a United trijet between you and him."
"Approach, SWA436, you want us to turn right to 090?"
"No, I want your brother to turn. Just do it and don't argue."
"DAL1176, say speed."
"DAL1176, we slowed it down to two-twenty."
"DAL1176 pick it back up to two-fifty...this ain't Atlanta, and them ain't grits on the ground."
"Request Runway 27 Right."
"Unable."
"Approach, do you know the wind at six thousand is 270 at fifty?"
"Yeah, I do, and if we could jack the airport up to fifty-five hundred you could have that runway. Expect 14 Right."
"Air Force Four-Five, it appears your engine has...oh, disregard...I see you've already ejected."
"The first officer says he's got you in sight."
"Roger, the first officer's cleared for a visual approach runway 27 Right. you continue on that 180 heading and descend to three thousand."
'Hey, O'Hare, you see the 7600 code flashing five northwest of Gary?"
"Yeah, I do...you guys talkin' to him?"
"Approach, what's the tower?"
"That's a big tall building with glass all around it, but that's not important right now."
1-800-WX-BRIEF
Use It Or Lose It!
Our Address:
This and associated pages and their contents are Copyright � 1998; National Association of Air Traffic Specialists.
All Rights Reserved.This page was last updated on May 07, 1998.
Please send any comments, problems or questions regarding this site to our Webmaster.
