Pay Rules Negotiations
Negotiations on the pay rules are not yet complete. Chief Negotiator Bill Dolan reports that the areas of dispute are not many, but they are significant. He asked that I elevate the issues to the necessary level to complete these negotiations. I met with the Director of Labor Relations to discuss the remaining pay rules. The issues are OSI, SCI, pay band caps and new hire placement through interim bands. Although we don't have an agreement yet, I remain optimistic about our progress.

FMCS Hearing Set
NAATS Legal Counsel Arthur Fox and I met with FMCS Director Richard Barnes and representatives of FAA management. The discussion began with all agreeing that the FMCS Director will conduct a hearing and make an advisory ruling to resolve our pay impasse. The ruling will include the percentage increase and any retroactivity. We also agreed that the few remaining pay rules are to be completed prior to the hearing. We then discussed possible hearing dates; NAATS pressed for a hearing as soon as possible. FAA management wanted to ensure adequate time for hearing preparation. The FMCS Director resolved the dispute by saying that his first available date is July 30. Finally, we talked about how the hearing would be conducted and the FMCS Director decided that it would be no more than two days (July 30-31).

After much discussion, the FMCS Director decided that the parties would submit written briefs 30 days after the hearing (August 30). In response to the NAATS request to expedite the process as much as possible, he said he would render his decision within a week of the written briefs - in other words by September 6th.

The parties also agreed that Richard Barnes will personally conduct this hearing regardless of when his successor is confirmed. There will be two arbitrators to assist him; one with a union background and the other with a management one. Mr. Barnes will personally render the decision and all agree that it will be a matter of public record.

As I mentioned earlier, the pay rules are to be completed by July 15 in order to get to the hearing on July 30. I'll meet with the FAA Director of Labor Relations next week to move this along. I think we're close and we can meet the July 15 date.

There was another development at the meeting but I have to coordinate with the BOD before I can discuss it here. Although we obviously would have preferred an earlier hearing date, we're nonetheless happy with the results so far. I will be seeing Rep. Don Young several times over the coming weeks and I'll continue to keep him advised of our progress.

Meetings
I met with Deputy Administrator Monte Belger the week of May 17th and talked about several matters including the pay issue and various rumors. I've indicated before, none of the rumors are substantiated. If either AOA-1 or ADA-1 stays past the first week of August, it will only be for few weeks. I've no idea who the next AOA-1 will be, though it's unlikely a replacement will be named by August 5. It looks like we will have an acting AOA-1 for some period of time.

Secretary Mineta wants to implement a DOT LMR Board similar to the FAA one above consisting of the various union presidents and agency heads. I indicated my willingness to attend. Next step is for the union presidents to meet and discuss a charter.

ACR-1 Fanny Rivera briefed the union presidents on the Dispute Resolution Institute (DRI). This is an additional tool to be used to resolve disagreement but it does not replace any administrative remedies. The union presidents will continue to work with ACR and try to reach an agreement.

The FAA Labor-Management Council also met week. Among the items discussed was the new Performance Management System (PMS). More work needs to be done on it, but it's a pretty good product. My thanks to our representative on the development workgroup, NE Regional Coordinator Tom Halligan. ADA-1 Monte Belger also announced his retirement, effective August 2.

NAATS Chief Negotiator Bill Dolan and I met with ATA-1 Bill Peacock for our business meeting. As you may have heard, FAM Training has been resumed for general aviation and military aircraft. Air carriers are still pending. The hang-up is still security. Operational overtime will run out next week for the Centers. The supplemental spending bill, if it includes the $100M FAA requested, will help, but not solve the operational budget problem. Next year looks worse. Bill Peacock and I agreed to do a web cast sometime after the new contract is approved.

I received a briefing from ATS-1 Steve Brown and AT-1 Bill Peacock on the decision to conduct an A76 study on FSS. OMB and OST made the decision in coordination with the FAA. The FAA is now required to carry out the provisions of the OMB circular (copy available on the OMB website). Details are somewhat sketchy right now but here is what we know:

• The study will begin sooner rather than later, probably the first part of the summer.
• It will take 18-36 months to complete.
• Cost of the study is projected to be $1.5M.
• The FAA and NAATS will work together on the study from the beginning.
• OMB will probably make the final decision on any contracting out.

I've discussed this matter with NAATS Legal Counsel Arthur Fox and he'll monitor the situation for legal concerns. I'll also keep our congressional supporters briefed.

Since this meeting, NAATS has learned from reliable sources, that there has been a preliminary FAA meeting on the A76 contracting out circular. Apparently a contractor was named. I've sent the Administrator a letter expressing our disappointment in not being advised of the meeting in order to be present. The text of that letter is included (see page 5) in this message. I have also sent a copy of the letter to NAATS Webmaster John Dibble for posting on our website.

We also discussed a national staffing agreement for our bargaining unit. Looks like that's possible if the supplemental goes through for the FAA.

Aviation Labor Coalition
The FAA unions have met to discuss the Aviation Labor Coalition (ALC). At our meeting next November we will try to get all the union presidents to attend so that we can finally sign the charter. Please remember, this is not an affiliation or merger, it's an agreement by the unions to work together on items of mutual concern.

Legislative Contacts
You may have heard about legislation to correct specific FAA pay inequalities. This is basically the same legislation we saw last year and is working through the same congressional offices. I'm meeting next week with one of the co-sponsors, Congressman Kanjorski (D-PA), later this week.

I talked with Rep. Bill Pascrell (D-NJ) from the Transportation and Infrastructure Committee to update him on our pay issue. I also discussed FSS staffing with him.

We also met with Rep. Ronald Manzullo's (R-IL) staff to discuss the 2152 legislation.

I briefed Rep. Don Young (R-AK) and his staff on the timelines for the FMCS hearing. I'll continue to keep him in the coordination loop. Our next meeting is on June 11.

Liaisons & Representatives
Andrea Chay, SEA AFSS, has been the NAATS Air Traffic Procedures Advisory Committee (ATPAC) representative for the past seven years and she's done a great job for our membership. Our thanks go out to Andrea and welcome aboard to her replacement, Terri Michel, FTW AFSS.

Nancy Batye, COU AFSS, has been our technical representative for Federal Telecommunications Infrastructure (FTI) for the past three years. She's done a great job. The time has not come to solicit her replacement. This position requires frequent travel and an interest in the various forms of communications technologies, e.g. telecommunications networking, internet infrastructures, etc. If you're interested, please forward your name and a resume to NAATS HQ.

NAATS ATP Liaison Scott Malon fully intends to make his training material from the cruise and LAS available to the members. He's having laptop problems but as soon as he has those resolved he'll make the distribution.

Scheduled Trips
I'll be in MCN for a membership meeting next week with SO Regional Director Dave Hoover and MCN FacRep Carey Hall. I'll do a swing through the GL the week of June 17 with GL Regional Director Jack O'Connell.

FOD July 11, HHR July 31, SAN August 1. I'm also coordinating a trip to MIV with Director Donna Holmes.
 

May 31, 2002

Ms. Jane Garvey
FAA Administrator, AOA-1
800 Independence Ave., SW
Washington, D.C. 20591

Dear Ms Garvey:

NAATS has learned informally that there was a preliminary FAA meeting on OMB Circular A76 and its impact on FSS bargaining unit employees and that, at this meeting, a contractor was selected for the initial part of the study.

If this information is correct we are extremely disappointed in that we were not notified of this meeting or given any opportunity to be present or to provide input. The commitment is for the FAA and NAATS to work together through this process; this does not represent a good start. Advance notice of events is essential for meaningful coordination. We request a detailed briefing on this decision and any other agency plans prior to their implementation.

We intend to ensure compliance with all the provisions of the subject circular. There are also several negotiability issues for NAATS as the exclusive representative. We reserve all statutory and contractual rights and we expect the FAA to comply with its obligations and commitments.

We request that you advise your staff of our concerns and that you take any necessary action to avoid future problems.

Sincerely,
Walter W. Pike
President

State FAA Dinged for Spending

By SAM BISHOP
Fairbanks Daily News-Miner
Friday, May 31, 2002

WASHINGTON - An Alaska division of the Federal Aviation Administration bought extravagant $2,500 computer monitors and a $370,000 security system that didn't work while repeatedly asking its branch offices to find more ways to spend money, according to a government report issued Thursday.

The FAA's Airways Facilities Division also built 30 housing units in King Salmon, at a cost of $12.9 million, but is using only a third of them, according to the report from Congress' investigative agency, the General Accounting Office.

The GAO said the division also. "did not have good internal controls over purchases." The report focused mostly on problems with government-issued credit cards.

The GAO investigated the Alaska division at the request of Rep. Don Young, R-Alaska. This was the agency's second report on the division. In November, the GAO issued a critique of the division's "corporate maintenance philosophy."

The investigations were prompted by complaints from the union representing about 410 Airways Facilities Division employees in Alaska, according to the union's western regional vice president. Ron Rahrig, of the Professional Airways Systems Specialists, said he thinks the latest GAO report is accurate.

"I have witnessed a lot of things they did mention in there and more that they didn't," Rahrig said Thursday.
An assistant administrator of the federal Department of Transportation, which oversees the FAA, did not dispute the GAO's allegations. The official, Melissa Allen, said in a May 14 letter to the GAO that the FAA had been ordered to take corrective actions.

Bill Mosley, a DOT spokesman in Washington, D.C., said Thursday that the agency wouldn't have any more detailed response. "That speaks for itself," he said.

Hank Price, an FAA spokesman in Washington, said the agency had no additional comment. The division manager in Anchorage, Dennis Powell, was out Thursday.

The GAO said the Airways Facilities Division maintains, "navigation and communication equipment, such as radar and communications towers, throughout the state." It has two main offices - one each in Fairbanks and Anchorage. Other personnel are stationed in Juneau, Sitka, Ketchikan, Nome, Bethel, King Salmon and Kodiak, Rahrig said.

In 1997, the division, under Powell's direction, adopted the "corporate maintenance philosophy." The system, used only in Alaska, was supposed to save money by making maintenance work more efficient and reducing employee numbers. The money saved was then made available for equipment purchases and employee incentive awards.

Rahrig said the union believed the approach was flawed.

"They reduced our staffing, we couldn't get the work done," he said. "There were a lot of maintenance certifications that weren't getting done. We felt the safety of the flying public up there was in jeopardy."

The FAA dropped the system after the union filed a complaint. However, the division still "remains vulnerable" to inappropriate spending, the GAO said.

The report pointed to several purchases that, "while not in violation of specific policies or regulations, were excessive or for questionable needs."

For example, the division bought the following:

• 18 flat panel computer monitors for $44,965, at an average price of about $2,500. A standard monitor costs $300, the report said.
• Division managers defended the decision, saying the monitors reduced headaches among frequent computer users, the report said. "However, we did not observe any greater use of computers in (the division) than would occur in other government offices ..." the GAO investigators said.
• Rahrig, with the union, said the flat screens mostly went to managers, not union workers.
• Three wall-mounted video display screens for $11,500 each. The GAO said adequate alternatives cost $4,500 each.
• Personal digital assistants for any employee who requested one, at $300 to $500 each. The GAO suggested that paper calendars were adequate.

In addition, the GAO criticized several "high-dollar, fixed-asset purchases that were short-lived or underutilized."

Those included the following:

• The King Salmon housing project, which began in October 1995. Before construction of the 30 units began, the FAA closed its flight service station in King Salmon and contracted out the air traffic control tower, so it should have foreseen vacancies and scaled back the project, the GAO said.
• Now, eight units are empty, 11 are leased to other agencies, seven are occupied by full-time division employees and four are used to house transient employees, the GAO said.
• The security system, which the division knew had problems before it closed the deal. The division found, prior to purchase, "brittle key buttons that occasionally broke and locks that did not open in extremely cold conditions." The system has been dismantled and, "the majority of the $370,000 spent represents a complete loss," the report said.
• A 30-foot boat which cost $122,000 that was supposed to replace helicopters used to move employees between Sitka and Biorka Island, where navigation equipment is located. The boat was damaged in two incidents, fixed for $42,000 and then transferred to the U.S. Forest Service, the report said.

The GAO also criticized the division's control over purchases.

Government credit card holders often were able to both make and approve their own purchases without any other oversight, the report said.

In a review of 150 transactions that raised initial questions, the GAO found that purchasing procedures were violated in 118 cases.

Investigators said that, in one case, employees bought two $1,600 digital cameras and a pair of $600 binoculars from a small retail store, violating rules requiring that purchasers find the best price.

In another case, a cardholder charged three all-terrain vehicles and two snow machines for the agency in one day, then had the vendor split the receipt because the total exceeded the $25,000 cap on individual purchases.

Some of the questionable purchases were made in management-solicited sprees designed to spend money left at the end of the fiscal year, the GAO said.

"For example, in fiscal year 2000, (the division) solicited system management offices and branches nine times for additional spending requests, primarily in the last three months of the year, spending a total of about $4.5 million," the report said.

The Alaska division is supervised not by the Alaska regional FAA headquarters but by the Washington, D.C., headquarters. That is part of the problem, the GAO concluded. The Washington office is left "without critical information," the report said.

For example, the investigators noted, in 1999 the FAA told its divisions nationwide to eliminate "non-essential travel for conferences, meetings, workshops and site visits."

"However, (Alaska) officials took at least three one-week trips during this period for management meetings at premier resorts in Alaska costing from $6,000 to $8,800 each," the report said.

Rahrig said several managers also chartered a private jet and flew from Anchorage to Dutch Harbor, where they reviewed the division facilities and stayed overnight in the Grand Aleutian Hotel.

OASIS UPDATE

Jeff Barnes, National OASIS Representative

The Human Factors Team is meeting this week at St. Louis AFSS doing demonstrations for STL and Columbia (COU) personnel, in addition to our regular business. The demos went very well and I would like to thank the personnel from both facilities who took the time to attend them.

Misleading Information
I have heard some disturbing reports. What I have found is that misleading information has been given out by the console site survey teams regarding placement of equipment in the consoles. At several facilities, AFSS personnel have strongly discouraged any equipment placement outside their "standard" that they bring with them. At (at least) one (Oakland), the site survey team said that no changes could be made, period. They cited Human Factors Team decisions to support this statement. That is completely wrong.

The Human Factors Team has discussed equipment placement, and what has been decided is that on the standard preflight console all the equipment has to be mounted to the left side. This is to accommodate the size of the anticipated Touch Entry Display that will come with the AFSS Voice Switch when it eventually gets deployed. This is the only console where the Team has placed any constraints. Equipment placement in the consoles was discussed by the Team and we decided that we could not anticipate local needs and equipment, therefore its placement in all the other console types would be left to the discretion of the individual facilities.

Of course, this is something that some in the program would just as soon be talked about quietly and with the greatest reluctance - because it means extra work to produce the cutouts in the panels if they aren't all done the same way. It's my understanding that Evans has been very supportive of this, but we all know that there are people who are hesitant to let decisions be made at the local level.

Corrective Action
If you are going through site survey, or if you have gone through site survey, and have been told that you have no choice in equipment placement, the FacRep should tell Management and the console folks they are wrong. Tell them you want to discuss the equipment placement in your consoles. If they continue to tell you no, get in touch with me and we will work the issue from the national level. This might not get a quick correction if your console acquisition has passed the point where the panels are actually cut by Evans, but we can at least identify facilities that could be retrofit candidates if they were misled. Action beyond that would have to wait until the OASIS program has money again which would likely stretch out to FY2004, but at least we would be on the path to correcting a problem.

Wanted: Applicants for NAATS Treasurer

Wally Pike, NAATS President

The NAATS Finance Committee was at NAATS HQ last week. I want to thank John Wesselhoft (PIE), Bob Roose (PIE) and Mark Bunker (GRB) for all their work. John is completing his fifth year as our Treasurer and he's worked very hard on our behalf. Again, our thanks for his and the team's efforts.

Please note: This is a solicitation for those members interested in serving at NAATS Treasurer.
The office Treasurer requires the following:

• Recommendation by the President and approval by the BOD.
• Serves as Chairman of the Finance Committee. The Finance Committee makes annual budget recommendations to the BOD.
• Attends the Fall Board of Directors Meeting to explain Finance Committee recommendations and discuss the NAATS budget.
• Receives a budget to provide for Finance Committee meetings to discuss recommendations to the BOD.
• Receives a $225/month stipend.
• Recommends the remaining two committee members for Board approval.

If you are interested in serving as NAATS Treasurer, please your name and a short resume to NAATS Headquarters.

We also need members interested in serving as Liaisons or on National Work Groups. If you're interested, please send us a brief resume. If we already have your name, an updated resume would be helpful.

Voice Switch MOU

MEMORANDUM OF UNDERSTANDING BETWEEN THE NATIONAL ASSOCIATION OF AIR TRAFFIC SPECIALISTS AND THE FEDERAL AVIATION ADMINISTRATION

This agreement is made by and between the National Association of Air Traffic Specialists ("NAATS" or "the Union" or "User") and the Federal Aviation Administration ("FAA," "the Agency" or "Employer"), collectively known as "the Parties." This Agreement represents the understanding between the Parties at the national level concerning the development of Automated Flight Service Station Voice Switch (AFSSVS) at 61 Automated Flight Service Stations.

Section 1. Scope: The Parties agree that the scope of this agreement will regard all phases of the AFSSVS program as well as all resulting aspects that impact the bargaining unit. This agreement will clarify the roles, expectations and legally binding obligations for the Parties. The parties further agree that supplements to this MOU may be developed as the requirements of individual teams and subteams are defined.

Section 2. Union Representation on the Product Team: The Parties agree that a union-designated representative shall be assigned as a full-time Core Team member on the AFSSVS Product Team (PT) throughout the acquisition and implementation phases of the AFSSVS Program.

Section 3. Union Representation During Source Evaluation: The Parties agree that the provisions of the AFSSVS Source Evaluation Plan shall govern union representation during the source evaluation phase of the AFSSVS program.

Section 4. Union Representation - Post Contract Award: The Parties agree that the Union Representative shall be assigned as a Co-Lead jointly with a member of management to all program related teams that include bargaining unit members in addition to the Union Representative. The Union may designate this co-leadership role to another union member of a particular team. The role of these co-leads will be to provide Union leadership to the teams, as well as, provide an operational perspective to requirements development, source evaluation and solution implementation.

Co-Lead responsibilities shall include but not be limited to:

1. Co-chairing team meeting, telcons and activities and ensuring adherence to the processes and procedures as defined by each team related to the AFSSVS program.
2. Forwarding team decisions to the Voice Switching and Recording Product Team Lead within (15) fifteen days of the conclusion of the meeting.
3. Reporting status of the issues back to the team at each meeting, and furnish regular written status reports to their respective organizations (at intervals determined by the Co-Leads.)
4. Ensuring ample lead-time notification for team members' attendance at meetings and activities.

Section 5. General Team Membership:

1. The Union shall be afforded the opportunity to be represented on program related teams, other than the PT itself, in numbers equal to management team members.
2. Teams may recommend the creation of subteam to the Agency. Subteams shall be empowered to make recommendations to the primary team(s) from which they are created. The Agency shall control the resources allocated to support subteams during their respective lifecycles.

Section 6. Team/Subteam Process:

1. The Agency shall promptly notify the Union as to the formulation of teams that affect the bargaining unit.
2. The Parties shall jointly define the team scope in writing and communicate it to each member prior to commencement of business.
3. All teams/subteams shall utilize a consensus decision-making process.
4. The extent to which the individual(s) representing each Party are empowered to reach agreement in specific areas shall be determined in writing by the respective Parties. Agreements reached by the Parties as a result of team activity shall be reduced to writing and shall be binding on both Parties upon signature by authorized representatives of the Parties.
5. For the duration of each team's existence the PT shall provide to the team(s) monthly status updates via electronic mail (e-mail) regarding decision implementation.
6. Union-designated team members will be provided access to the same information as any other team member.
7. Once a team has reached a decision, the entire team shall be briefed on the resulting decision. In all cases the goal of each team will be to implement an operationally suitable AFSSVS, while ensuring integration into the National Airspace System (NAS).

Section 7. Resources Needed by the Teams to Fulfill Duties:

1. The agency shall provide duty time, travel and per diem to team members to attend meetings and conduct other required duties in connection with this agreement.
2. Bargaining unit participants will be allowed to participate in the activities of the team(s) in a duty status, if otherwise in a duty status. If requested by the bargaining unit participant and operational requirements permit, the Employer shall change his/her days off to allow participation in a duty status for these purposes. When a bargaining unit participant is unable to be released to participate in a meeting, the meeting shall be rescheduled to the extent practicable, to ensure Union participation. The Employer shall make every reasonable effort to ensure the availability of the bargaining unit participants.
3. The Agency shall ensure that subject matter experts and vendor/contractor representatives deemed necessary by the team are available throughout team activities for the purpose of providing information to team members.
4. Team members shall have reasonable access to agency communications resources. Team members requesting use of employer communications resources must obtain prior approval from management at the local level.

Section 8. Pre-Decisional Responsibilities: The Parties agree that traditional Impact and Implementation Requirements are necessary and shall continue to be followed in accordance with all applicable agreements and rulemaking. The Parties agree that Early User Involvement (EUI) in the pre-decisional phases of the AFSSVS Program is beneficial to both the FAA and the Union. The Parties agree to the following regarding all pre-decisional elements related to the AFSSVS Program:

1. A (20) twenty-day (calendar) review period shall be provided to the Union for final versions of all program documents that will affect the bargaining unit. It is the intention of the Parties that this review period is to ensure proper coordination throughout the process of creating program documents.
2. A copy of all documents outside the scope of (a). (above) shall be provided to the AFSSVS Union Representative within one (1) day of the final version being authorized.
3.  The final version of the documents (referred to in (a) & (b) above) shall be provided in both written and electronic formats on the same day to the AFSSVS Union Representative, unless otherwise mutually agreed.
4. The Union shall provide a written response to the Agency for documents referred to in (a) above by COB of the 22nd day after receiving all relevant documents. This response shall be in both written and electronic formats, unless otherwise mutually agreed.
5. For the purpose of this MOU and for all teams and subteams involving Bargaining Unit Members, "Consensus" means that issues will be addressed until all participants agree in writing to the resolution. Consensus shall be based on each Party's ability to "live with" and "support" the resolution. Issues unable to be addressed through consensus shall be elevated to the Impasse Resolution Phase described below.

Section 9. Impasse Resolution: The team Co-Leads shall elevate any issues that are not resolved through consensus to a group comprised of one member from ARN, AND, AOS, ATP, the NAATS Chief Negotiator and one additional person TBD by NAATS. The Co-Leads shall make a presentation of the issues surrounding the impasse that necessitated convening the group. The impasse resolution group will operate as a consensus-based, collaborative, problem solving team. As appropriate, the impasse resolution group will ask for technical assistance, subject matter expert opinions, or additional information from the appropriate team or individual members of the appropriate team. Within (3) three working days after the impasse resolution group is convened, the group must a) reach a solution or b) in the event of impasse, remand the issue back to the team with the specific tasking(s) and due date(s). If no consensus is reached either party may pursue any action available under the NAATS/FAA CBA or statute.

Section 10. Bargaining Rights Maintained: This MOU does not constitute a waiver by either party to any rights guaranteed by law, rule, regulation, and/or contract. The Union reserves the right to negotiate any issues concerning the AFSSVS not expressly contained in this MOU pursuant to Article 9 of the Parties' collective bargaining agreement.

Section 11. Facility Level Impact: The Parties agree that briefings shall be provided at the local level to each facility manager and NAATS representative regarding all areas of impact affecting the facility and its personnel.

Section 12. "Reopener" Clause: This agreement may be re-opened by either party.

Addendum 1
AFSSVS Human Factors Team

Section 1: The Agency and the Union agree to recognize the significant benefits of resolving issues collaboratively during the acquisition and development processes. To support this, the Parties agree to mutually create a Human Factors Team, collectively know as the AFSSVS Human Factors Team. This Team shall follow all team guidelines outlined in the AFSSVS MOU and shall be provided the opportunity to develop a charter prior to conducting any team actions.

1. The Team shall be created for the purpose of evaluating; developing and resolving Human Factors issues related to AFSSVS implementation and other Flight Service Station (FSS) related activities. For the purpose of this MOU, Human Factors is defined as: "variables which enhance or limit the performance of personnel from carrying out their assigned tasks or job responsibilities in and effective, efficient, and accurate manner."
2. All consensus decisions of this team shall be in writing and shall be binding on the parties.
3. The AFSSVS Human Factors Team shall remain in effect until the parties mutually agree to dissolve it.

Executive Order Controversy

BUSH SAYS AIR TRAFFIC CONTROL NOT "INHERENTLY GOVERNMENTAL"

AOPA Press Release

May be setting the stage for user fees

June 7 - In a surprise move yesterday, President George Bush took the first steps toward privatizing air traffic control services. The President said ATC is not "an inherently governmental function." He modified the executive order creating an air traffic control "performance based organization," removing the language that would have kept ATC within the government. A privatized ATC would undoubtedly be financed by user fees.

"We're absolutely flabbergasted that the administration thinks that aviation security and safety aren't a government function," said AOPA President Phil Boyer. "We must never forget that the primary function of air traffic control is public safety. And ATC's role in security was never more evident than on September 11."

"The administration's position is particularly incomprehensible at a time when the government is taking airport security functions away from private industry and consolidating homeland security into a huge new department."

Boyer pointed out that Congress has historically opposed ATC privatization schemes like those in Canada and Great Britain. Both of those systems have encountered financial difficulties when downturns in air traffic meant not enough money was being generated to run the air traffic control systems.

AOPA, using its strong Washington-based legislative affairs staff and its Political Action Committee, will continue to work with Congress to keep ATC a government function.

PRESIDENT BUSH SLAPS AIR TRAFFIC CONTROLLERS IN THE FACE BY STRIPPING THEM OF
"INHERENTLY GOVERNMENTAL DESIGNATION

NATCA Press Release

June 7, 2002

WASHINGTON - The National Air Traffic Controllers Association reacted with shock and disgust to Tuesday's presidential Executive Order - released unannounced late Thursday - stripping air traffic control of its "inherently governmental" designation.

"This action is a slap in the face to the men and women who worked President Bush's aircraft as he flew from Florida to Louisiana to Nebraska on September 11th," said John Carr, president of the controllers' union. "If this nation's air traffic controllers didn't prove their mettle on that fateful morning, when they landed 700 aircraft in five minutes and almost 5,000 in two hours, then I suppose there's nothing we can do to prove ourselves critical to this nation's safety and security."

Especially galling and outrageous to NATCA is that the executive order comes just 17 days after the Deputy Secretary of Transportation told a nationally-televised gathering of several hundred controllers in Washington D.C., "Understand how truly impressed this country is with the work you do. On that day (Sept. 11), your work inspired the nation. ... The president understands how important your job is, how important your work is. He supports you, he's been praising you."

The "inherently governmental" language, which originated in an Office of Management and Budget circular on the contracting out of government positions, found its way into a Clinton Executive Order on Dec. 7, 2000 mandating the formation of a performance based organization for air traffic control, headed by a chief operating officer. The designation is reserved for those positions that are, "so intrinsically linked with the public interest as to mandate their performance by federal employees."

Carr noted, "The president hasn't found a new (Federal Aviation Administration) administrator, he hasn't found a new deputy administrator, he hasn't found a COO, he hasn't formed the PBO, he hasn't filled the labor seat on the Management Advisory Council, and he hasn't implemented a single recommendation from the aviation subcommittee of the MAC. In short, with all the unfinished aviation safety business yet before us I find it bizarre that the president's people found the time to demonize air traffic controllers."

The executive order "does nothing to improve the safety or security of our National Airspace System and seems designed only to pacify the pro-privatization proponents in his own administration," Carr stated. "It's hard to believe that on the same night the president proposed putting all our nation's security functions under one governmental roof in order to streamline activities, increase efficiency and improve our personal safety, he is tearing at the very fabric of our aviation infrastructure by removing controllers' inherently governmental designation." Carr also noted that baggage screeners had recently been federalized by Congress in a bill the president signed. Carr quipped, "Well, at least your underwear's safety is an "inherently governmental function."

BUSH OFFICIAL FUMBLES ESSENTIAL AIR TRAFFIC CONTROL SAFETY QUESTION

NATCA Press Release

June 10, 2002

WASHINGTON - National Air Traffic Controllers Association President John Carr was flabbergasted watching White House Chief of Staff Andrew Card stumble over the question of air traffic control privatization Sunday on ABC's "This Week." Carr noted, "The administration thinks it can dupe the American people into believing we should follow the failed path of privatization and jeopardize aviation safety to boot."

"We are more than happy to do our public service for the country and tell them how privatization has turned out to be a failure worldwide," said Carr, one day after Card not only refused to say controllers are essential to national security but touted Canada as a model for United States air traffic control. "I wonder how this administration is going to feel about Canada's alleged success when its air traffic controllers go out on strike July 19," Carr said.

Carr outlined glaring safety-related evidence concerning the three most prominent nations to privatize their air traffic control services - Great Britain, Canada and Australia - to open the debate:

GREAT BRITAIN - Britain's 11-month-old, partially privatized air traffic control system -- the National Air Traffic Services (NATS) - is facing yet another financial crisis. NATS' attempt to increase the fees it charges the airlines was denied, leaving it facing bankruptcy. The beleaguered NATS also is dealing with persistent performance setbacks. A computer crash last month at its new facility in Swanwick, the third such incident in less than two months, caused numerous flight cancellations and delays. This after the government gave NATS 30 million pounds as a bailout in March.

NATS originally promised lower fees over the first three years of privatization but now says that over the next four years, it will have a 230-million-pound revenue shortfall. Seven airlines, which own 46 percent of NATS, are not so keen on privatization anymore. Bottom line: The 60-million-pound profit the airlines predicted they would gain from privatizing the system has instead turned into a loss of 80 million pounds.

CANADA - Last year, the Bush administration proposed a study of the "success" of privatized systems such as NavCanada. This "success" never materialized. Canada announced last fall it would seek to raise its fees by six percent to help cover a projected $145 million revenue shortfall. NavCanada's CEO John Crichton said his company is facing a "major crisis" (Montreal Gazette). Air Canada President Robert Milton said, "I think we have a long way to reach the levels of efficiency that exist in the U.S."

The company also faces a potential strike by its 2,300 air traffic controllers. The workers' contract expired March 31. Under privatization, they face long shifts, mandatory overtime and six-day workweeks. Staffing continues as a problem, inhibiting their ability to adequately control key sectors. Eighty percent of Canadian controllers, in a survey, said they would leave if they received the same benefits and pay elsewhere.

AUSTRALIA - Air traffic controllers walked out of airports earlier this year to protest stalled pay talks. Civil Air Operations Officers Association President Ted Lang said the strike was a final bid to have Airservices Australia, a government authority, listen to controllers on a number of issues but, in particular, safety concerns about on-the-job stress and fatigue. Airservices Australia has considered severely limiting assistance to airplanes in trouble, because of liability concerns.

The Australian obtained a confidential draft document dealing with a 1995 Cessna 210 crash that killed three people and led to a lawsuit against Airservices. The document says the case could have adverse "wider implications." "If so," it says, "Airservices may be forced to severely limit our capacity to assist aircraft in distress."

"Mr. Card's comments on Sunday, while insulting and disingenuous to the nation's air traffic controllers, are dangerously misinformed," Carr said. "The administration should have known this was a bad idea for months, especially after we proved our worth as inherently governmental employees on Sept. 11. I fear the administration is ignoring the warning signs that come with privatization - profits over safety."

TRANSPORTATION LABOR BLASTS BUSH EXECUTIVE ORDER OPENING DOOR TO AIR TRAFFIC CONTROL PRIVATIZATION

TTD Press Release

Vows All-Out Fight Against Reckless Plan

Washington, D.C. . . . The following statement was issued today by Sonny Hall, president of the Transportation Trades Department, AFL-CIO (TTD), in sharp criticism of a Presidential Executive Order which strips the nation's air traffic control system of its "inherently governmental" designation.

"By issuing an Executive Order which strips the nation's air traffic control system of its designation as an 'inherently governmental' function, President Bush has taken another step in what appears to be a reckless, ideologically-driven campaign to privatize air traffic control in America. His action also represents the ultimate slap in the face to the nation's air traffic control employees who have performed with enormous courage and efficiency in the months since the terrorist attacks of September 11.

"While we are outraged by the President's action, we are unfortunately not surprised. Transportation labor has previously expressed serious concerns and warnings about the President's embrace of dangerously flawed proposals to privatize or commercialize the air traffic control system. In the 2000 fall election, we warned the nation and our members that the Bush campaign was controlled by pro-privatization zealots who believe air traffic control should be a for-profit enterprise.

"We must not allow 'for sale' signs to be placed on the nation's control towers and on what is the world's safest and most efficient air traffic control system. One only has to look to the financial disaster of the privatized National Air Traffic Services in Great Britain to see the dangers of such privatization schemes. Commercialized air traffic systems in Canada and Australia are experiencing severe financial stress as well. In this type of environment where everything is driven by a bottom line, profit-at-all costs mentality, safety cannot help but be compromised. Yet this Administration seems bent on taking America down this dangerous road.

"The real bottom line is that America's air traffic control system and its dedicated corps of air traffic controllers and maintenance and inspection employees merit the 'inherently governmental' designation because of the intrinsic link with public safety. The safety of America's flying public must always take precedence over profits. Privatizing air traffic control is a bad idea. Period. And transportation labor will fight this short-sighted scheme at every turn in the months ahead."

TTD is comprised of 34 member unions including all the major AFL-CIO aviation unions: Air Line Pilots Association; Association of Flight Attendants; International Association of Machinists; Transport Workers Union; International Brotherhood of Teamsters; National Air Traffic Controllers Association; Professional Airways Systems Specialists; Communications Workers of America; and American Federation of State, County and Municipal Employees.

For more information, see www.ttd.org.

Federal Employee News

Brought to you by FedWeek.com

Air Traffic Managers Could See Improved Benefits
Legislation has been offered in the House (HR-4760) to allow air traffic controllers who move into management or administrative positions to retire under the special retirement provisions applying to controllers. Sponsor Rep. James Oberstar (D-MN) says that change would put those employees on similar footing as law enforcement and firefighting officers, who do not lose the benefit of the special retirement provisions applying to them when they are promoted from front-line positions.

TSP Changes Coming in September
The Thrift Savings Plan has announced that its much-delayed improvements to its computer system will be operative September 16, bringing several important changes to how it administers accounts. Most prominently, the TSP will change from monthly valuation of accounts to daily valuation. Under the new system-which will include showing balances in shares and share prices as well as in dollar amounts-inter-fund transfers will be allowed as often as every business day. Currently, investors have to wait between two and six weeks to have transfers among funds become effective. Daily valuation also will speed processing of loans and withdrawals.

Withdrawal Changes On Tap
The TSP also will be implementing several important changes to its withdrawal policies along with the new system. Of potentially the greatest interest will be the option for investors to combine the three types of withdrawal options - lump-sum payments, annuities and monthly payments-rather than have to designate the entire account balance toward just one of those options. Also, one-time partial withdrawals will be allowed for those who didn't take an age-based withdrawal while actively employed.

Monthly Payments Policy Changing
One other change in withdrawal policy affects the "substantially equal" monthly payments option. Currently, investors may choose one of three types of such withdrawals, based on a dollar amount per month, a number of months to draw down the account balance, or life expectancy-based payments calculated according to actuarial tables. After the changeover, the TSP will no longer allow withdrawals based on a number of months. However, unlike the current policy, dollar amount based withdrawals will be changeable, as often as once a year. Also, there will be a one-time opportunity for someone taking a life expectancy-based monthly withdrawal to change to a dollar amount-based withdrawal.

Several Loan Policies Also Changing
The TSP's new computer system will also bring several changes in how investors may take loans from the program. Under current policy, loans can be repaid at any time but only in full and only with guaranteed funds, and loans can be re-amortized only once. Under the new policy, partial repayments also will be allowed, personal checks will be accepted and there will be no limit on the number of times a loan can be re-amortized. Also, the maximum period for a "general purpose" loan will rise from four to five years. In addition, investors will be able to apply for a loan through the TSP's web site.

Civil Service Reforms Still Have a Chance
Although there is little chance of reform of federal pay-setting this year, officials say, there remains a chance that at least some personnel policies will be reformed. The Bush administration and civil service leaders in both the House and Senate have put forth varying plans that would encourage agencies to use alternative job classification and pay for performance systems, offer buyouts and early-out re retirements for work force restructuring, increase employee training and improve academic degree study benefits, and make more use of recruitment, retention and other special allowances, among other reforms. Work continues behind the scenes on Capitol Hill to craft a compromise plan, or to put together at least a first-step package that could pass in the short run while work continues on certain issues. For example, the pay-for-performance ideas, especially, could prove difficult to enact because of union concerns about the possibility of favoritism.

Regional Supplements

ALASKA REGION

FAIRBANKS AFSS HUB NEWS

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

Fairbanks AFSS

NAATS President Wally Pike visited the Fairbanks AFSS Hub on April 29. The day started with a brief tour of the facility while Wally met the Fairbanks Hub brothers and sisters. Then the entire facility enjoyed a cookout with all the trimmings. Burgers, hot dogs, beans, potato salad, chips, you name it! After eating, Wally briefed the membership on pay, staffing and other important information. A teleconference was also arranged so that our brothers and sisters in the remote bush facilities could also hear Wally's good words of Unionism. Finally, a second briefing was arranged later that evening at a local eatery/pub so that even more of our membership could attend Wally's briefing and ask questions. It was a very special day and a big boost for the Union!

Grievances

Currently, four grievances are nearing arbitration here in the Fairbanks AFSS Hub. One in particular could mean a very large settlement for our Alaska Region members who are on the rotational PD. FAI Hub Rep., Chuck Hallett filed a grievance nearly two years ago that addresses the payment of overtime for our rotators. This grievance has been extended, ignored, and basically swept under the carpet by FAA management but AAL Regional Director Al Baker has finally been able to pin them down to an arbitration date in June. AAL LMR has requested a meeting next week to discuss this grievance and "perhaps" make a settlement offer. Hopefully, this ill be settled by our next issue. We will see!

Fairbanks AFSS management continues to penalize NAATS brothers and sisters who are fulfilling their civic duty by serving jury duty. Most recently, Fairbanks AFSS Management denied, "jury duty leave" for a NAATS brother and insisted he work a new schedule consisting of all weekdays. Upon learning of this injustice we immediately filed another grievance demanding status quo ante and damages for our injured brother.

CENTRAL REGION

EASTERN REGION

ALTOONA AFSS NEWS

Dave Vitko, AOO AFSS

The Same Old Song

Once again consolidation is brought to the forefront. The Department of Transportation Inspector General, Ken Meade, called for reducing the number of AFSSs from 61 to 25. According to AOPA, he told lawmakers that reducing the number of AFSSs would significantly cut costs without degrading safety or service.
HELLO!!!!!

Where were you after September 11th. Flight Service Stations were the only Air Traffic Control Facility in the country pilots could call to glean any information about airspace restrictions that were issued. They also had the job of deciphering TFR's that made little sense.

Not only would safety be compromised by reducing Flight Service Stations, but I would like to make a proposal to "increase" the number of AFSSs throughout the United States. We could even hire more controllers. What a concept!

John Olcott, President of the National Business Aviation Association (NBAA) has made a proposal to issue Security Letters of Authorization (SLOA) or "customized security agreements" between the FAA and individual operators. These Sloe's would guarantee the holders' compliance with airline type passenger screening and other security measures, permitting them to operate even when terrorism fears ground the rest of the general aviation fleet.

I think this is a very good idea and it would definitely help keep the flow of aircraft and the economy going. So far the FAA has not made any commitment either way.

The FAA recently has proposed its own photo ID system for pilots, which could take up to five years to implement, cost millions to establish and $2 million a year to run. AOPA pointed out that the new Transportation Security Administration recently estimated a cost of $50 to $75 per person to issue similar photo IDs to railroad workers, also the FAA photo ID locations might not be convenient for all pilots.

Fortunately, AOPA suggested that pilots carry any government issued ID when exercising the privileges of an airman, such as a driver's license. This system could be implemented almost immediately and cost nothing.
According to the Transportation Security Administration's just-released Report to Congress on Enhanced Security Measures, the FAA anticipates issuing a formal notice to solicit public comments on the proposal that pilots be required to carry a valid government photo ID, in addition to their pilot and medical certificates.
Recently, one of our lawmakers called general aviation a "ticking time bomb." It may be ticking, but I feel if anymore restrictions are place on general aviation it will tick away to nothing. Maybe that is the plan.

Do You See a Trend?

After reading this material do you see a trend? Every proposal seems to pull another block out from under general aviation affecting not only the pilots but Flight Service as well.

Did you ever notice when the weather gets bad, Flow Control at the Centers can institute a ground stop or a delay. The Controllers just sit back and wait for the weather to get better. On the other hand, traffic for Flight Service personnel actually increases. These Radar Controllers are being paid a much better salary than any Flight Service Controller; so, just think about that the next time you are inundated with NOTAMs, preflight briefings or inflight requests due to thunderstorm activity, all you have to do is put a stop to all requests and wait for the weather to clear.

News from the FACREP

By Gary Bowman, AOO FacRep

The big issue presently at Altoona is comp time. Many controllers have earned comp time participating in activities for the benefit of the facility, such as; air shows. Management, though, has decided they do not agree with controllers having a comp time balance. They have resorted to denying annual leave and forcing controllers to use their comp time if they want the time off. Needless to say, we have filed about a dozen grievances on this issue and it is already at the regional level. If anyone has had a similar dispute let me know the details. You can email me at [email protected].

Oasis
We are going through OASIS console installation. Work will begin in June and should be finished by the end of August.

Headsets
The good news is that we have had no problems with the noise canceling headsets.

Pay
Everyone is glad the pay issue is moving along. It will be good to have the issue settled. I feel that the Board of Directors, and Wally, have done an excellent job of getting the pay issue to an arbitrator.

GREAT LAKES REGION

NEW ENGLAND REGION

NORTHWEST MOUNTAIN REGION

SOUTHERN REGION

Dave Hoover, Director and Tom Forte, Coordinator

State of the Union
As I travel around and occasionally read various forums, I hear and see much that causes me to question the health of our Union. I have lamented these past few weeks on whether to speak out, as I am too often prone to do.

Hear in the Southern Region, we have elected officials designating non-union individuals to represent our membership in matters affecting conditions of work. I have not always been union and many of my close friends are still non-union. I choose my friends based on more than just their affiliations. Nonetheless, when it comes to work, law provides that our union shall determine the personnel policies, practices and matters affecting working conditions. There is no conflict for me in work or in friendship.

Other elected officials engage in disrespectful conduct, ignoring their many opportunities to identify their concerns in open dialogue and investigation. They that entertain speculation and ignite hypothetical fires for political effect lack courage and professionalism expected of those given to position. You know who you are.
There is hardly a conversation anywhere that is not infected with exasperation over the continuing saga around a pay settlement. However, it is the false notions nourishing these anxieties that trouble me.

NAATS HAS TAKEN TOO LONG TO REACH AN AGREEMENT ON PAY - The National Air Traffic Controllers Association, NATCA, undertook efforts to reclassify their jobs and the associated pay in the very early 1990s. As a result of Pay Reform and after six or seven years of work, they were finally successful in negotiating their pay raise. We began pay negotiations in the year 2000.

THE BOD IS INEFFECTIVE IN NEGOTIATING WITH THE AGENCY ON OUR PAY RAISE - Except for the few outstanding work and pay rules recently being resolved, most of the negotiation was the work of the past BOD. While it makes for good campaign material, the failure to reach a total agreement is by no means due to the lack of sincere effort on the part of the previous BOD. For the gazillionth time, the agency does not have, nor were they willing, to reach an agreement. Law provides for the agency's last proposal to become effective, short of Congressional intervention. It is no small miracle that they were able to keep even the futile process going and out of official Impasse.

THE BOD IS NOT REPRESENTING OUR INTERESTS, THEY ARE GIVING UP THE FARM - There is but one issue voted on by our membership. "Get the best deal possible." Oh, I agree, that was a sorry poll. We all know what we were saying, "We want a pay raise equal to what NATCA got." Well, I don't know what proposal the rest of ya'll are looking at, but the only one I know of is 13.2% base pay, plus 4.1 ATRA, rolled into base pay, plus 1% OSI, plus locality pay, plus premium pay, plus 10% CIC pay, plus 10% OJTI pay. Everything but the 13.2% base pay has been settled. I, already, see substantial gains negotiated by NAATS. Even if we were to lose and the agency prevailed in 5.5% base pay, everyone's retirement income would increase substantially. How is that failure?

How many know that the 1% OSI is from the old scale of step increases that most of us have already max'd out on? Simply put, you're going to get a second bite of the apple at a rate of 1%, every year.

I KNOW, COMPARABILITY - That has taken on a multitude of faces, depending on which 'witch hunt' crowd you're in. Let's break it down.

• Our work rules look just like NATCA's or our original red book language, which ever is better.

• If NATCA gets FAMs, we get FAMs.

• All our premium pay is the same as that of NATCA (shift, CIC, OJTI).

• Whatever pay band anyone in the agency ends up in, there are no means for movement within the band, except for the yearly % increases across the board.

In reality, comparability, is only about the 13.2% base pay increase. As has been pointed out numerous times, that 13.2% represents an average of the NATCA GS-12 pay increases. I believe they actually ranged from somewhere around 6% to 19%. I think the Union did pretty well getting the agency to agree that 'comparability' for us is 13.2%.

LET'S GO BACK TO THE 'BOD IS NOT REPRESENTING OUR INTERESTS' - NAATS has spent, with the approval of its membership, upwards of a quarter of a million dollars ($250,000) in trying to negotiate 13.2% increase to base pay, nothing else. When normal negotiations broke down, we hired a professional lobbyist in hopes of gaining legislation. We continue to pursue every opportunity to stay politically connected and lobby for future legislation. If nothing else, those efforts afforded us the opportunity to apply Congressional pressure on the agency to return to the bargaining table in a sincere resolve to settle our disputes. It was that initiative that provided for the FMCS, the mediation arena that will be happening in July. I believe closure is at hand. Under no circumstances have we, nor do we hold any other position than 13.2% increase to base pay. Retroactivity is the stray dog in the race. We could effectively win retroactivity and not get any back pay. There is not much that can be argued, except that we have an agreement without specific intent.

MORE THOUGHTS ON COMPARABILITY - We are seeking 13.2% increase to base pay because the average NATCA GS-12s got it. That's it. ... ... ...

I believe it is essential to our case that we establish a standard by which the mediator can gauge a reasonable pay increase for NAATS GS-12 controllers. That standard, GS-12, has existed for better than 15 years, but not based solely on how much alike NATCA and NAATS GS-12 controllers are, but rather on what value the agency has put on other job functions, in addition to those of comparable similarity. When the world was full of GS-12s, the agency didn't pay Accountants, Engineers and Legal Aides different salaries because they didn't 'Control Live Traffic.' I don't think that yardstick applies in our negotiations either. We are NOT NATCA CONTROLLERS, however, we do many, many other functions that NATCA controllers don't do. It is those functions that the agency has traditionally said amounts to the same rate of pay. Nothing has changed for either bargaining unit, in terms of job descriptions or functions. In my opinion, everyone should get off that horse and stop arguing that you're something that you're not. Take pride in what you do both similar and different and get paid accordingly.

WHAT'S REALLY BOTHERING ME - Whining, crying and Union bashing. It all sounds too much like, "I'm not getting what I deserve or want." Quite frankly, it has long ago been said that, 'You don't get what you deserve, you get what you negotiate.'

There's not much progress made in whining and crying. If your motivation is inward, the fundamental cause of the Union suffers. Too many join the Union to get out of trouble - another, "me" thing.

In the military, a battalion faced with taking an enemy stronghold atop a hill has little about which to be encouraged. Going into battle, they know casualties are expected to be high. The campaign will surely be long, with only a minimal expectation for success.

The options are obvious:

• Stay in the foxholes, whining and crying about what a rotten deal the world is handing you. About how the sacrifice is not worth it for you

• Convince yourself that it's no use, stand up, get shot and get it over with.

• Come to some resolve that the cause is more important than the personal sacrifices your being asked to make. Stand united in the mission, knowing that you will need everyone's commitment in making multiple attacks on their position, only to fall back unsuccessful. What is gained, however, is more information and insight on how to improve your chances of success the next time.

The business of the Union is not war, but it is certainly a continuous campaign for the CAUSE of improving work conditions and benefits for all employees. Not individual charges of success or failure. Not victories targeted at select groups or individuals, but a perpetual struggle to stay in the fight.

Staying in the fight so that you have a chance of success is essential to negotiations. Young union representatives that must have total victory or go up in smoke, lose opportunities to be successful. You can be assured that all NATCA members did not have the same sense of victory in their pay negotiations. Certainly, some of our members will not be happy. It will be a personal thing.

Your Union has found ways to keep us in the fight. Representatives of the Union are not looking for a pat on the back, but they don't need to be kicked all the time, either. Our biggest struggles lie ahead in FSS. Are you supporting or whining?

UNION

SOUTHWEST REGION

WESTERN-PACIFIC REGION

HAWTHORNE AFSS NEWS

Eli Morrissy, HHR AFSS

New NAATS Members
FacRep Scott Morrissy is proud to announce we have two more union members, Stuart Macofsky and Mike Dasaro. HHR is now 77% NAATS.

New Folks - an Update
While he was in OKC, Scott also got to see Victor Morales, who is about half way through training and doing very well. He also got to meet Ms. Davila, our newest hire whose class has just begun. We are also still awaiting David Graham's release from DCA for his hardship move.

Get Well Wishes
NAATS member, Sandra Bullock has been off resting and recuperating after thyroid surgery. Everything's healing well and she expects to be back working Flight Watch soon.

FacRep Attends SUA/SIE Training
Speaking of Scott, he and Training Specialist Kristin Miller just returned from a one-day train-the-trainer class on the SUA/ISE system at the Academy. Scott was pretty excited about this new equipment/software that will make plotting and keeping track of TFRs much easier. Since we're at the beginning fire season, this new program could make our jobs a little better.

Management Takes a Holiday
As some may have heard, HHR ATM, Mike Lammes is on a couple weeks annual leave. While he's enjoying his vacation, our OM, Bob Dean, will be holding the fort. I'm sure Scott will be gentle with him.

A Better Idea
Talk of further consolidations has surfaced in the wake of an Inspector General recommendation. Resurrection of this old saw is under-whelming in the extreme. I have a better idea. Consolidate the Regions from 9 down to 4. Besides increased efficiency, eliminating 5 large buildings and all those SES salaries would save the agency substantial funds. But don't hold your breath. It's amazing how Management's enthusiasm for saving money falters when it's their salaries or benefits in the cost-cutting crosshairs.