The union presidents met with AOA-1 Jane Garvey, ADA-1 Monte Belger, ATS-1 Steve Brown and ALR-1 Ray Thoman last Friday to discuss the new ATO. Customer bases and metrics will drive the whole organization, with specific ones for FSS (flight information services), terminal and enroute (service delivery), oceanic, navigation (AF) and support services. I received assurances from both the Administrator and Deputy Administrator that there�s nothing significant in this structure other than the difference in customer bases and metrics. The FSS measurements are call delay, number of service actions and customer survey; they are open to different measurements if we have a better idea. In response to my questions about staffing affecting these measurements, I was assured that this is merely raw data that can actually be used to argue for increased staffing.

The Administrator emphasized that the metrics argue against privatization. No decisions have been made on flow charts or management positions. Plans are for this forum to hold continuing meetings approximately every two weeks and for full union involvement.

I believe it is critical that we stay involved during this transformation. There are challenges ahead but also opportunities. I�ll pass along more information as it becomes available.

EA Regional Director Donna Holmes, SW Regional Director Mark Jaffe and I met with Administrator Garvey again yesterday. There has been no AOA-1 response to the DOT IG report on FSS consolidation; there�s a feeling that current technology is a significant barrier.

There hasn�t been a decision made on whether an A76 contracting out study will be done. There�s no push for this from the FAA but if either consolidation or contracting out become serious considerations we�ll be informed and involved at the earliest stages.

We also discussed the ATO and the pros and cons of FSS having its own business unit. Bottom line -- for now there are more advantages but as I said above, we need to stay fully engaged as we work through this change.

Earlier this week I submitted out congressional testimony to the Aviation Subcommittee (copy on the web page). Chairman Rogers is again not allowing personal testimony unless he specifically requests it.

It�s been a very busy week congressionally with a number of statements of support for the resolution of the pay impasse. I�ll continue to meet with members on both sides of the aisle to also keep them advised of our staffing and equipment problems. I�ve delayed scheduling the next meeting with Don Young until we have a better idea of timetables and any potential problems.

Two representatives from the GAO interviewed me recently. The topic was the FAA since personnel reform and whether the FAA has taken advantage of their opportunities. I think you know the tone of my response.

I met with the members at CXO and FTW AFSSs in mid-March. As always, I enjoyed the discussions and the chance to meet face-to-face with the membership. FacReps Dana Colquitt and Kirk Leander are obviously doing good jobs. My thanks to SW Regional Director Mark Jaffe and Regional Coordinator Dana Colquitt for inviting me.

ATS-2 Jeff Griffith has agreed to speak at our national meeting. He has also helped to resolve some of our contractual/bargaining problems in the regions concerning budgetary overtime. Our national position is that budgetary constraints on overtime have no effect on our contractual/bargaining rights. We reserve all rights to negotiate any changes and all contract provisions remain in place.

Please note that I am not currently on ccmail. Until logistical problems are resolved the only sure way to reach me via email is at [email protected].
 

Jeff Barnes - OASIS Tech-Representative

ATP-300 Has No Grasp of OASIS
You�d think that the Flight Service branch of Air Traffic (ATP-300) at headquarters would have a good grasp of OASIS considering it�s the primary piece of new equipment on the verge of coming on line for flight service controllers nationwide. It�s what I�ve thought, and sadly, it�s wrong.

What brought this about was having Alice Haines (SEA FacRep and member of the OASIS Human Factors Team) ask me to read a paragraph in the most recent Air Traffic Bulletin (December 2001). It is embedded in an article entitled, "ATC Services for Hearing Impaired Pilots." This article was written by ATP-320 (no further credit is given in the article). It imparts a lot of pertinent information, but contains a huge error regarding OASIS.

The second half of the third paragraph from the end of the article is:

"...however, the new Operational and Supportability Implementation System (OASIS) will have an interactive briefing capability, which will improve direct access to the weather briefer�s interpretations by hearing impaired pilots. Once OASIS is functional, a controller and pilot will be able to utilize the instant messaging capability that comes with Microsoft products."

Grossly False Expectations
This sets a grossly false expectation for OASIS. To this point our energy has been focused on making OASIS suitable for the controllers, with little thought given to how the controllers will conduct an interactive briefing in the future. Interactive briefings will certainly be addressed in the future, but that time is not here yet. Aside from functionality issues we are just now beginning the effort to reevaluate the inclusion of DUATS into OASIS. The NAATS position is yes, DUATS must continue to be included in OASIS in the future as has been the plan all along. The FAA wants to look at the plan again to make sure it's still viable, and we are participating in that effort.

However, that effort will not include any consideration of how interactive briefings will work. So, there are no plans right now to address the subject. I talked to some of the people involved in OASIS and the only reference any of them could give me to instant messaging was an idea that goes back to when the OASIS contract was originally bid out.

ATP Clearly Out of Touch
Clearly ATP is completely out of touch with what is going on in OASIS. Obviously we want interactive briefing capability in OASIS, but my vision of it goes beyond what is presented in the article, and it�s something that hasn�t been seriously considered beyond some idle brainstorming. We have to prioritize the problems we address in OASIS. First we need to make it the best we can for the controllers, then we need to integrate DUATS into it. Then will be the time to put our hands around interactive briefing. In the meantime it's misleading and irresponsible to report on nonexistent capabilities in an official air traffic publication that is required reading for all controllers.

21 March 2002
The OASIS Human Factors Team is meeting in RAL AFSS this week. We have been giving demos to the facility personnel and people from other AFSSs in the area who have been able to come. The demos have gone very well, and I want to thank the people of RAL AFSS for their hospitality, as I would like to thank the people of the other AFSSs we have met at for theirs. Our next meeting will be in early May in STL if they can support it, and then June in BTV. The positive response we are getting now from demos has led us to decide that the OASIS should be demonstrated at all AFSSs. We will be working to make sure that every facility gets a visit, if not by the whole Human Factors Team for their meeting with demos, then by a human Factors Team member who will come for a couple days to run demos for the facility. As we firm up our plans we will coordinate with FacReps and Directors and managers to ensure we come at an appropriate time.

5 Million Dollar Budget Cut
As you know, OASIS is facing a 5 million dollar budget cut in the OMB budget request to Congress for FY2003. We are fighting this through testimony along with the FAA, Harris, and AOPA. However, the Program Office for OASIS is planning the program�s FY2003 activities around the cut. It is going to slow things down in both deployment and development unfortunately. You can expect to see only one site deployed per month in FY2003. There will be no funding beyond the first 12 sites until the program gets FY2004 money. At this point, even if the 5 million is restored we would not likely see anymore sites installed, although we would see extra development and less of a lag getting to the 13th site. The reason for this is that the OASIS program was baselined for the acquisition of OASIS only. Since then we have added the console purchase, which is funded by the OASIS program, but which was not part of the last baseline budget of the program. In addition, the changes dictated to OASIS by the Human Factors Team have been substantially more than was originally budgeted for by the program. OASIS has funded these activities creatively, but it's all coming due now. This will necessitate that the program be rebaselined this summer to increase the funding requests through the remainder of the program to cover extra costs of consoles and development. However, that rebaselining will not be reflected in the OASIS budget request until FY2004 assuming it's accepted by the Joint Resources Council (JRC -- a group made up of high level FAA executives that decide on acquisition program funding and timelines).

12 Installations Planned for FY 2003
So, the upshot of all this is that we can expect to see only 12 sites installed in FY 2003. There is a bit of a silver lining to this though. It gives us some time to make sure our training is right and that our cadre training concept is a good one and that the trainers are comfortable with the material before we get into a more intense installation schedule. This also gives us some extra breathing space in system development. The Human Factors Team doesn�t want you to end up looking at a wall of monitors four feet high in front of you. We want to minimize the pieces of glass you have to look at to do your job. This means that we want to integrate as much as we can into OASIS. So SUA/ISE will initially come to you in a stand-alone system, but we plan to integrate that functionality into OASIS so we can do away with the extra piece of equipment, also thereby making the function available at all positions. We want to do the same with other systems that we hear are being developed for Fight Service. However, development takes time, and this delay will give us extra time to get some of these functions incorporated into OASIS before it�s deployed, so we don�t have to hope for Pre-Planned Product Improvement (P3I) money to get put into OASIS.

Just because the installations have been cut in half in FY2003 doesn't necessarily mean that the final installations will be pushed back. Part of the installation plan has always been to move to 3 sites per month at some point. That can be started sooner in the waterfall to ensure the final installations don�t slip.

RENAISSANCE

Bill Dolan, Chief Negotiator

We completed last weeks negotiation session with some success. I was able to get in touch with all of the Directors except Mike S. and Alan B. before the weekend. We were able to complete the work rules package with a bit of success. We Tentatively Agreed Upon (TAU) Holidays with some new language added but it�s essentially the same -- standard holidays. The new Medical Qualifications article is stronger than our current one. It will take a little bit to explain the major changes. We�ll cover it in the rationale. Call if you have any questions after you see a copy of the TAU. The Sick Leave Buy Back article we were proposing was deleted as a separate article and the primary issue covering FERS employees and a 40% buy back is now contained in our Sick Leave TAU. CIC and OJTI differential has been agreed to. All CICs and OJTIs at Operational AFSS/FSS facilities are covered and it will be at a rate of 10%.

We withdrew our 2 proposed articles covering official time for attendance at FSIP and FMCS proceedings. We also withdrew our proposed Staffing article without prejudice meaning we can reintroduce the issue in another venue with the Agency.

As far as the pay rules portion of the negotiations, they gave us their E-5 proposal but it was not much different from past proposals. We spent Wednesday preparing our U-6 counterproposal and delivered it on Thursday morning. Management caucused until late morning and when we went back in to discuss our proposal it was generally just to answer their questions to clarify our intent of the language. That�s as far as it went on pay rules which was disappointing to say the least. We tried to then get the management team to agree to meet the week of April 8th to no avail. When all was said and done, the next meeting was scheduled for the week of May 6th. We agreed to stay in close contact in the interim and try to work out as many issues as we could. It would be nice to get them off the dime in the next few weeks but I won�t hold my breath.

I was hoping to have electronic copies of the TAUs to send with this update but it doesn�t appear I will get them before Tue. or Wed. of this week. The Agency is having problem with their e-mail. I�ll forward them as soon as I receive them.   

Room Rate: $85.00/night

FOR RESERVATIONS CALL:

(800) 311-8999 or (702) 730-7000

FSDPS Update

Don McLennan, Northwest Mountain RegDir

FSDPS Transition Plan Reviewed
A meeting was held in Washington, DC on March 4 and 5, 2002 to update/review the FSDPS Transition Plan. In attendance were the four steering committee members, Peter Quinn, Bob Geranis, Kevin Kelley and Don McLennan. The meeting covered a multitude of topics and especially tried to develop answers to some of the many questions our bargaining unit members have been asking. This article, more or less, follows the flow of information at the meeting and it should not be construed that any one topic was more important to the members than another.

It has been asked if there was a need to stop and review the original transition plan to see if there are areas that need to be "tightened up" or changed altogether. The team reviewed the plan in its entirety and came away feeling the "core" of the plan is still very solid. The core being that part that was the "process" of how someone gets from where they are today to where they want to be under the plans entitlements. Therefore, when we implement the next phase of identifying who gets reassigned as a Staff Specialist we will stick with the original plan. There are a number of issues in the plan and appendices, however, which time has simply overcome and some of that information is no longer valid or accurate. For example, when the plan was written and cost estimates were made in 1998, for purely budgetary purposes a move was forecast to cost $50,000 whereas today the figure is $65,000. This could obviously increase cost estimates by as much as nearly 30%. While on this topic of moving, the question came up as to where does an employee get assistance on this type of information? The answer is your particular move will be based on circumstances at the time and your Regional Personnel Office will be the primary point of contact and will provide you with answers to your entitlements. There are legal entitlements an employee has a right to expect and the regional office usually has someone who is a "moving" expert who should brief all affected employees at a time closer to the actual relocation date.

Medical Qualifications
Another issue that is very important to the FSDPS personnel is medical qualifications. If you know you may be returning to an AFSS facility, for whatever reason, you know you must meet the medical qualifications. I would guess there are those employees who have no reason to believe they are anything but eligible to meet those qualifications. However, I know there are persons currently in the FSDPS facilities that have either previously lost their medical qualifications they once had or it has been so long since they have taken a medical examination they may have some concern over weather or not they would be able to successfully pass a current medical examination. The best advice we could give you at this point, depending on what you are planning on doing would be based on the following questions. Are you medically qualified right now? If not, do you know you could become medically qualified if given an examination today? If not, do you feel you need to get an examination today to find out? If not, does that mean you are planning on something that does not require a medical examination and are you positive you will be placed in that position? If not, should you be attempting to get a medical examination to keep all of your options open? And lastly, if you know you cannot become medically qualified do you need assistance in identifying what your options are limited to?

If you decide to get a physical now, that would not guarantee you that you will forever be eligible to return to a position carrying that requirement. Depending upon your age, you may be required to get a physical every one or two years in the position you may be planning on moving to. My point simply is that if you are curious about whether or not you could even successfully meet the qualification standards you may want to try to schedule a physical now. That way you will get some information that may better help you with your decision as to what are your options likely to be in a couple of years if that is how far away your scheduled closing is. If you now meet medical qualifications and want to move to a facility sooner than later (this is only for co-located facilities unless an employee want to move at their own expense and forgo their entitlement to be moved at government expense at the time of the facility closure) then you can request an immediate reassignment and then be detailed back to the FSDPS until its eventual closing.

Current Waterfall Still In Effect
The current Waterfall is still in effect. There have been no changes in the last six months or so. You would be wise to use that for your planning purposes. The only slippage that might affect the closure dates is if lack of funding for OASIS and that could delay the implementation dates.

The FSDPS Transition Plan Team will be going out to the regions in May to ask what numbers of employees might be needed in each facility with meaningful work within their respective regions. Headquarters will then go out to the regions with a request in June, based on the reverse RIF lists, who will be reassigned to the remaining 59 Staff Specialist positions.

Moves to Be Fully Paid
Lastly, there was some confusion surrounding the issue of what an employee would be entitled to in the way of relocation expenses if moving between regions. A move is a move is a move. By way of making a point if you are selected to move from the DEN FSDPS to MIA AFSS as a Staff Specialist then you will receive a fully paid move.

Web Page for FSDPS Employees
Remember to monitor the Web page set up for the FSDPS employees to receive the most current data. We try very hard to keep that as up to date as possible and get answers to your questions as quickly as possible.

NAATS Congressional Testimony

Guidance Issued on New Pay, Other Policies

This Memorandum of Understanding ("MOU") is entered into by and between the National Association of Air Traffic Specialists ("NAATS" or "Union") and the Federal Aviation Administration ("FAA" or "Agency") (collectively the "Parties"). This MOU represents the complete and total understanding of the Parties with respect to the Agency�s policy on military leave.

Section 1.  The Agency agrees to inform all Bargaining Unit Employees ("BUEs") in writing of the new military leave provisions. 

Section 2.  The Agency will provide a list of contact people who can assist bargaining unit employees with questions on military leave. 

Section 3.  The Agency agrees that at the employee�s request and provided he/she has a military leave entitlement remaining, employees on Alternative Work Schedules shall be authorized military leave in the amount not to exceed the total number of hours normally scheduled to be worked on a day for which military leave is requested. 

Section 4.  The Agency agrees that the new military leave provisions shall be effective retroactive to April 6, 2001, for all BUEs. 

IN WITNESS WHEREOF, the Parties agree to the terms and condition set forth in this MOU dated March 5, 2002, and shall remain in effect until cancelled by the Parties.

Brought to you by FedWeek.com

Higher Government Share of FEHB Premium Proposed
Legislation (S-1982) offered in the Senate by Sen. Barbara Mikulski, D-MD., would increase the government's contribution toward Federal Employees Health Benefits program premiums to 80 percent of the "weighted average" of the premiums, up from the current 72 percent, and would increase the maximum the
government could pay toward any one carrier�s premium from 75 percent to 83 percent. Similar legislation (HR-1307) has been pending in the House since last year. The bills are a reaction to FEHB premium increases of recent years.

Funding Switch Idea Draws Opposition
A key senator on civil service matters, Governmental Affairs Committee chairman Joseph Lieberman, D-CT, has stated his opposition to a White House proposal to require individual agencies to fund the cost of health insurance coverage once their employees reach retirement and to more fully fund the cost of retirement benefits for their employees under the CSRS retirement system (the FERS system already is considered fully funded). In a letter to the Senate Budget Committee, which has ultimate jurisdiction over the idea, Leiberman called the proposal to shift those costs from the Treasury "troubling" and expressed concern that the change could result in a squeeze on agency discretionary spending accounts. The panel has not included the proposal in its version of a budget resolution for the upcoming fiscal year. The House Budget Committee, meanwhile, has refused to endorse the administration�s proposal but it did create a special account that could be used to carry out the idea if Congress ultimately accepts the concept.

Organizations Also State Opposition
Employee and retiree organizations have sent letters to Congress to oppose the accounting change, even though the proposal would not affect the levels of FEHB and retirement benefits. Their concern is that if individual agencies had to pay those costs out of their overhead accounts, agencies might be forced to cut employment levels and/or contract out work during budget crunches, since those same accounts also pay for salaries of in-house employees. And they don�t like the idea of moving any benefit accounts from the "mandatory" side of the government�s ledger to the "discretionary" side. The White House contends that the change will provide a more accurate accounting of what federal functions cost, however.

Senate Panel Backs TSP Catch-Ups
The Senate Governmental Affairs Committee has approved legislation (S-1822) to allow federal employees age 50 and older to make special "catch-up" investments in the Thrift Savings Plan over and above any percentage of salary or dollar limits applying to them. Similar legislation (HR-3340) recently was approved by the House Government Reform Committee. Under the bill, TSP investors could invest an additional $2,000 in 2003, $3,000 in 2004, $4,000 in 2005 and $5,000 in 2006. They might also be able to make $1,000 catch-up investments this year, depending on when final enactment occurred and whether the TSP could incorporate that change fast enough. Catch-up investments would have to be made through payroll withholding. Under a tax law passed last year private sector employees can make such special investments but separate legislation is needed to make the concept apply to the TSP.

Leave Restoration Rule Issued
Federal employees who had to forfeit annual leave under "use it or lose it" rules because of their work in support of the national emergency declared in the wake of the terrorist attacks of last September 11 are entitled to have that leave restored, under rules issued March 4 in the Federal Register by the Office of Personnel Management. The rules make final an interim policy that became effective last December.
 

WINDFALL AND OFFSET FORMULAS MODIFIED?

FedWeek.com, Wednesday, April 03, 2002
By Mike Causey, FEDweek Senior Editor

If you are lucky, the two senators that represent your state, and the members of congress from your district are having a wonderful spring break. But not too wonderful.

Think of it is no pain-for-them-no-gain-for-you!

The House and Senate (these folks know the power of relaxation) are off until Tuesday of next week when they return to Washington. Some will be fresh from inspection tours. Some back from junkets. Most went home to tend or mend political fences since this is an election year.

Federal and postal workers, and current retirees, have to hope that their congressional delegate got an earful from constituents who want the so-called Windfall and Offset formulas modified. Windfall (known as WEP for Windfall Elimination Provision) and Offset (known as Government Pension Offset) have been around for decades.

But most feds don�t realize Windfall and Offset are going to get them until its too late. Windfall deals with the Social Security benefit a fed earned in private employment. Its formula reduces -- but does not wipe out -- part of the retired feds Social Security. Currently that reduction can be as much as $270 per month. The idea is that people didn�t spend a career paying into Social Security (a career is considered 30 years, not the 40 quarters or 10 years required for minimum benefits) so they shouldn�t get full benefits if they are also getting a public annuity.

Offset hits fewer people, but those it does hit really suffer. Offset deals with the spousal or survivor benefit that a retired fed (or teacher, or police or firefighters) may seek based on the spouse (usually the husband's) private sector work. The idea is that these people already get a public pension or annuity, and didn't pay into Social Security so their Social Security benefit is offset by the formula. Generally it wipes out the Social Security spousal benefit.

Efforts to modify Offset and Windfall (to exempt part of the combined monthly benefits from the formula) have been made for years without success. But last year lobbyists for federal and postal unions, (AFGE, NTEU, NFFE, APWU, NALC as well as management groups) and the National Association of Retired Federal Employees rounded up a record number of cosponsors in both the House and Senate.

This year more than 300 members of Congress (out of 435 House members) are cosponsoring bills to modify the Offset formula. Plans to modify the Windfall formula also have large numbers of cosponsors.

This may be the best-shot feds and retirees have had in efforts to modify (repeal is politically unrealistic) the Windfall and Offset formulas. The Senate and House leadership need to get the message that these are big issues -- not just feds but to cops, firefighters, sanitation workers and all-powerful teacher groups -- nationwide.

So the headcounts that lobbyists will make when the spring break is over are important. If a new batch of House and Senate members have signed on that will be a very good thing. If not, Offset and Windfall may be around long enough to bite, or eat, your Social Security check -- if they haven�t already.

Bills with the most likelihood of being enacted into law are dealing with Offset are H.R. 1217 (by Rep. William Jefferson (D-La) and S. 611 by Sen. Barbara Milulski (D-MD.).

Bills with the best shot for modifying the Windfall formula are those by H.R. 3497 by Rep.Clay Shaw (R-FL.).

THE LIGHTER SIDE

Courtesy of John Dibble, NAATS Webmaster Extraordinaire, below you will find the woeful tale of a poor wretch unfortunate enough to lave lost his facility key card during this time of heightened security vigilance.  Like Jack Webb used to say on Dragnet, the names (and identifying characteristics) have been changed to protect the innocent.  

                                                                                             Memorandum

U.S. Department of Transportation
Federal Aviation Administration

Subject: INFORMATION: Loss of Accountable                                             Date: February 6^th, 2002
                         Property -- Card # 282023 

From: Air Traffic Control Specialist                                                                Reply to Attn of: 

    To: Manager, Civil Aviation Security Division, A**-700 

Thru: Air Traffic Manager, ****** AFSS  

In the year of our Lord, 2002, on or about the third day of the second month, I was shocked and dismayed when, as a humble servant, I arrived at my place of employment and discovered, to my horror that my key card had disappeared from my pocket calendar.  

My last tangible memory of using said piece of equipment (which, in my ignorance, I did not at the time comprehend its true value) was Monday, the 28^th day of the first month of that same year. That fateful morning, I had utilized the esteemed item to open the door for a fellow servant, whose hands were encumbered with various items she was bringing to work that morning.  

After noticing my grievous error, I embarked on a quest that rivaled that of the famed Knights of the Round Table. I searched diligently through the three pockets of my jacket to no avail. My quest further led me to empty my shirt�s lone pocket and probe frantically through every page of my pocket calendar. Even the four pockets of my jeans did not evade my quest. Those too, proved fruitless.  

It was with soul-numbing shame, I lifted the phone from the cradle and there, in the entryway, I begged entrance to the facility. Once I, though wretched excuse for a man was permitted to enter, I furthered my quest to include the nooks and crannies of my computer case. Again, my hopes and dreams were dashed on the rocks of despair as the elusive card continued to escape discovery.  

Space does not permit me to expound in detail, all the efforts I have made to locate the mysteriously vanished item. Needless to say, I have spent countless hours agonizing over my foolish lack of responsibility and have come to the unequivocal conclusion that no amount of self-flagellation will help me to recall the whereabouts of this article. Therefore I beg, on bended knee, for another precious key card that I may, once again, freely enter my place of employment and attempt, through diligent service, to redeem myself from this loathsome shame.  

In conclusion, I have disgraced myself and dishonored my ancestors and my ancestors� ancestors. I await, with abject humility, your gracious ruling. I trust that, in your mercy and great wisdom, you will recognize that it is my frail humanity that caused me to commit this egregious act, and will take pity on this, thy humble servant, and issue me a new and wondrous card. I promise to henceforth award any items you bestow into my care, the value they deserve and to guard them to the best of my ability.  

I remain your contrite servant,

John Q. Specialist 

By Phil Brown, FAI FACREP / AAL PR Focal / AAL NAATS NTSB Liaison  

Barrow FSS --
Barrow, the northernmost community in North America, is located on the Chukchi Sea coast, 10 miles south of Point Barrow from which it takes its name. The climate of Barrow is arctic. Precipitation is light, averaging 5 inches, with annual snowfall of 20 inches. Temperatures range from -56 to 78, averaging 40 during summer. The sun does not set between May 10th and August 2nd each summer, and does not rise between Nov. 18th and January 24th each winter. The daily minimum temperature is below freezing 324 days of the year. Barrow's Eskimo name is known as Ukpeagvik (place where owls are hunted.) The majority of residents are Inupiat Eskimos. Traditional marine mammal hunts and other subsistence practices are an active part of the culture. Bowhead, gray, killer and beluga whales migrate near Barrow each summer. Regularly scheduled jet services provide Barrow's only year-round access. The State-owned Wiley Post-Will Rogers Memorial Airport serves as the regional transportation center for the Borough. The airport has a 6,500' asphalt runway, and has recently undergone major improvements. Our Union brothers and sisters staff the Barrow FSS year round under these extraordinary conditions. Barrow FACREP John Colelli is a seasoned veteran of both the FAA and NAATS.

Spring Fest Blanket Toss Barrow, AK



Warning sign near Point Barrow, AK

Fairbanks AFSS --
The FAA budget remains at the top of our Union concerns at the Fairbanks AFSS. A recent letter writing/public relations campaign may have been the straw that broke the camel�s (FAA�s) back. By the time this newsletter reaches publication we should have a more definitive assessment. However, we are already hearing rumors that FAA management will not be closings FSSs or cutting back hours (keep your fingers crossed). A special thanks to all of the Alaska Region FacReps and Union members that helped spread the word about management�s radical budget plan. Your efforts sparked public outrage and congressional inquiry.

Hail and Farwell --
It appears that we may be losing a valued member of the FAI AFSS team. Marc Lackman has been picked up by Great Falls on a CPP move. We hate to see Marc leave but we all wish him the best of luck at his new facility.

Welcome aboard --
Connie Cloud recently transferred to the Fairbanks AFSS from the Kenai AFSS. Connie is a very experienced Flight Service Controller, a private pilot and a good Union member as well. Connie has also written many nationally published aviation related articles. We are hoping to add some of these to future NAATS News editions in "Connie�s Corner."

Grievances & ULPs --
FAI management denied our grievance regarding jury duty leave. We immediately forwarded it to the region for further action. Another major issue affecting the FAI AFSS Hub is management�s recent directive ordering our rotators to use Frontier Flying Service instead of a carrier of the employee�s choice. We are on top of this and hope to see results very soon. The recent upgrade of our FSS employees in the Alaska Region is also going to affect our rotators here in the FAI AFSS Hub. We expect to negotiate this matter on a regional level directly with the 500 branch.

Connie�s Corner
By Connie Cloud, Kenai AFSS
I was asked by the editor of Women for Aviation magazine to write an article about why I like working at an FSS. This is that article.

The phone rang at my house at 6:30 in the morning. On the other end of the line was my friend, Donna, telling me she would not be able to make it to Alaska that day, maybe, with luck, tomorrow. There was a ground stop in effect for all airplanes in the U.S. due to the terrorist attack on the World Trade Center and the Pentagon. I�m not at my best at 6:30 in the morning. The idea of all air travel in the whole U.S. being shut down was something my mind couldn�t grasp - surely she had to be wrong. As soon as we hung up I turned on CNN to watch, in horror, the events as they unfolded that morning.

Tuesday, September 11th. I�m not sure if the initial shock has faded yet. Heading into work at the Kenai Alaska, AFSS for the afternoon shift I couldn�t help but wonder about the couple from New York I had met at the Short Wing Piper convention during the summer, how were they doing...? So many people...

At work, it was eerie it was so quiet. The ground stop was in effect for everyone. There was no flying, at all. As the afternoon wore on the phone started ringing more and more. Looking back on September 11, I now think the pilots needed to hear about the ground stop from an official source. Not that they doubted CNN, but how could something so awful and so far away have such an impact on their lives? They just needed verification from a local source that all this was real.

Over at the in-flight position it was even eerier. The seventy or so frequencies Kenai AFSS monitors were unbelievably still. Once in a while someone from a hunting camp would come up on a frequency to file a flight plan or to request weather. Hearing my co-workers state "There is a national state of emergency in effect land as soon as practical at the nearest airport." The words "There IS a national state of emergency in effect" was something I never thought I would hear, short of a nuclear war. Hearing it repeatedly brought home the tragedy as much as seeing the pictures of the World Trade Center.

Pilots mirrored the same disbelief everyone else felt. Responses ranged from long pauses, to "Kenai Radio, was that for me? Or "but I�m just a Super Cub." "Kenai Radio just what do you mean by an airport?" (Having just left a sand bar by a hunting camp this was a good question). Did they have to return to the sand bar they had just left or could they continue to someplace that at least had a phone? I can only imagine the emotions of the Super Cub pilot when over the emergency frequency a voice called "Does any one know why these fighters are following me?" Later, I was talking with a friend of mine who flies a Super Cub for hunting lodge. He told me how two fighters came screaming along side of him, twice. He waved at them and wondered what they were up too. Thankfully he was on the west side of the Alaska Range, far away from any area of populations. The fighters gave up on him after the second pass and moved on. It wasn�t until after he had his hunter back on the ground did he learn he could have been shot out of the air.

The ground stop after September 11 was short lived in Alaska. Flying was allowed to resume Wednesday evening. Alaska�s dependence on air travel could have played a large part in this decision. Flying is a way of life here due to the vast areas that have no or very limited road access. It might be compared to driving a truck in the Lower 48. Both are important jobs, which need to get done in some very very severe conditions. Most pilots consider the AFSSs an important part of the weather information system. This is part of the reason I enjoy my job up here. I did not feel this same sense of appreciation when I worked at FSSs in the Lower 48; where airplanes are not such an important part of day to day lives. In Alaska the plane can be the family car or the company truck.

Alaska has fewer than 12,000 miles of paved roads for the size of a state, which, if cut in half, would make Texas the third largest state. Without our fleet of small planes, mail does not make it to the villages; people do not make it into town for doctor�s appointments or shopping. These villages range in size from just a few people to a few hundred.

Due to this distance Alaska has a different outlook on flying. With a population of about 600,000, there are 9,000 current pilots and 10,425 planes registered in this state. Which makes about one person in 60 whom owns their plane. (How we have more planes then pilots I�m not sure.)

Like most jobs, some days are more exciting then others, thankfully, most days working at Kenai Flight Service Station, are not like September 11. A normal day at Kenai AFSS consists of briefing, mostly, VFR pilots on the weather, both over the phone and radio. In bush Alaska, phones can still be far apart, so it is not unusual to have pilots request a full weather briefing over the radio. (Alaska does not have EFAS.) We provide all of our services over all of our frequencies). These services range from giving weather to making phone calls to spouses, taxi�s, the office or making arrangements for the ambulance to meet the Life Flight aircraft, and handling emergencies as they arise. Thankfully emergencies are few and far between, but always memorable -- from the lost student pilot to planes on fire and going down, or the pilot calling for help as he watched the plane he had been flying with stalled then crashed and burned.

Helping pilots get to where they want to go, for the most part, is a lot of fun. On good weather days, the job is great. Pilots love us. On bad weather days...when there really is something important to tell the pilots the job becomes more interesting and challenging. At times this seems to have become a game, pilots versus weather briefer. The pilot�s role is to get us to say the weather is just marginally bad instead of the weather really stinks. The folks at the AFSS want to give an accurate picture of the weather; but in the back of our minds we wonder what will the lawyers do with this briefing. As much as I hate to say, "VFR flight is not recommend." The FAA has never lost a lawsuit when this phrase has been used. It�s not that I take great delight in relaying the bad weather and ruining a pilot�s day. It�s more along the lines of the job satisfaction I received when a pilot believes me and decides not to fly in weather that I wouldn�t fly in myself. "Hum, you�re a Tripacer wanting to go from Kenai to Anchorage. We had a B747, a DC6 and an MD80 all report moderate turbulence and low level wind shear going into Anchorage within the last 30 minutes. There are SIGMETs out for the same for the rest of the day. Do you want me to go on?" Or, last year when I was working the frequencies from the west side of the Alaska Range and a pair of Super Cubs called up wanting, needing to get to Anchorage. The weather was great, but the winds and turbulence... it was not going to be a fun flight. A Cessna 207 had already reported moderate to severe turbulence and 40 knot headwinds going into Merrill Pass. I gave them all the advisories, the pilot reports, and weather then added something about on days like this I was glad to have my job and not his. The pilot responded that on days like this he wished he had my job also. Within the hour he called back up and said they were returning to their departure point. The turbulence was bouncing them around pretty bad and the 40-knot ground speed was only prolonging the pain. They had had enough fun and wanted to land.

Working for the FAA has good points and bad points, just like any job. The pay is good; the hours can be good if you want something other than 9-5. If you�re willing to work some weekends and a few holidays this could be a job for you. Retirement can start as early as age 50 with 20 years FAA time working traffic. The catch is how to get hired. The FAA is not doing much hiring right now. The best way to get your foot in the door is to enter a college air traffic control program. The FAA work force (in my opinion) is fast approaching retirement age. (The last major hiring was done back in 1982 after the strike.) The FAA will soon need a large number of new controllers and having the air traffic degree could open the right doors.

The women I work with didn�t come to work for the FAA because they were looking for a job that was out of the main stream. They were looking for good paying careers, which treated them equally. Most of these women have gone on to make a career with the FAA despite the hardship of raising children while working shifts.

I met Ann Lewis in Bethel in 1984 when I first came to Alaska. Bethel was a good size town of 3,000 on the west coast of Alaska. (At the time the 11th largest town in Alaska). Ann had lived in the Bethel area for a few years when her job at the bank started to drive her nuts. She climbed onto her snow machine one day and drove out to the FSS to asked how do you get a job like this. Her four year old son loved the apartment they had while Ann was at Oklahoma City for training. In it they had a honey bucket just like Grandma�s! (In other words it flushed.)

Janice, another lady I work with at Fairbanks, got her start with the FAA during the Alaskan pipeline days. She was working for Alyeska, the pipe line company, in their aviation department (a private FSS) She had lied about her age to get that job and loved it. As the pipeline neared completion it was only a matter of time before she would be out of a job. A co-worker demanded she take the FAA test, and even went over to her parents house to get her out of bed and to the test site on time.

I think I like Kim�s reason the best. At 19 and not knowing much better she joined the Air Force, wanting to work with the Hurricane Hunters. Some how that fell through and she ended up working at an air traffic control tower. When she got out of the military the FAA was doing direct hires for some military controllers and she signed up for the Alaska region.

It�s hard to believe the reason I am working for the FAA at an AFSS ... started 27 years ago when I joined the Army. At that time, the height of feminism, I knew I didn�t want a desk job and I was an inch too short to be an M.P. A friend of mine suggested that I try air traffic control. At the time I wasn�t even sure what air traffic control was. I joined the Army and worked as a GCA controller (ground control approach, a talk down ILS), base operations and a flight simulator operator. In January 1981 I got out of the Army, and in August the FAA air traffic controllers went on strike. Because of my military experience I applied for a job with the FAA and the following January I was hired for a Flight Service Station. (Until my interview with the FAA I had never even been in a Flight Service Station.)

Why do I like my job? I enjoy dealing with people, I love aviation, and I like
the flexibly my job offers me. Most of all, the sense of pride which comes from the feeling my job is important, that pilots do appreciate the effort (at least here in Alaska I put forth, that what I do does make a difference.

But the real bottom line is that if I can�t be flying, the next best thing is to talk about flying.