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Wally Pike, NAATS President
S.338 Picks Up
Co-Sponsors
More Work
Ahead Obviously we need your help in convincing congress to support this legislation. Thanks to those of you who have contacted their congressional representatives; to those who haven�t I urge you to get engaged. Again, particularly important are those constituents of Don Young, Jim Oberstar, Trent Lott, John Rockefeller, John McCain, Ernest Hollings, John Mica and William Lipinski.
Tips for
Writing to Congress
Kudos for John
Batchelder
FAIR Act
Inventories List Challenged
Meetings With
Management & Others Many meetings were cancelled or postponed due to the inclement weather in the D.C. area. One of these was the NATCA meeting on February 20. This is being rescheduled but no date set. I�m continuing to meet with senior FAA managers but no breakthroughs yet. More meetings are scheduled this week.
ATP Liaison
Release Controversy
AOPA Pilot
Magazine Ad
New ANW RegDir Longer Days, No Overtime Administration push for "flexibility" will make many bosses smile! By Ross Eisenbrey The Bush administration is acting to make it easier for businesses to work employees longer hours without paying overtime compensation. A slick campaign will market these changes as employee-friendly efforts to increase "flexibility." But rather than weakening the rules, we should be strengthening what we already have. The overtime rules under the Fair Labor Standards Act established the 40-hour workweek in 1938. By making every hour beyond 40 in a week 50% more expensive to the boss, the law discourages employers from assigning longer hours and rewards employees for the sacrifice of their personal or family time. The labor act is the most important brake on longer work hours, other than unions. But the salaries at which employees become exempt from the law�s protections were set in 1975. And exemptions based on faulty premises, such as the quaint notion that an employee becomes an "executive" if he supervises two other employees, need to be revisited. The law allows employees who make as little as $13,000 a year to be treated as "highly paid executives" and denied overtime protection. (Under California law, workers must make at least $26,000 a year and spend at least 50% of their time acting as a manager.) They can be required to work 50, 60 or 70 hours a week with no pay beyond their set salaries. Businesses ranging from fast-food restaurants to insurance companies have exploited this unfair and ridiculous loophole in the law. Partly as a result of such loopholes, the average American -- and especially the average woman -- is working longer hours while wages fail to keep pace. The average workweek now exceeds 40 hours in most industries, and in 10 industries more than 20% of all workers consistently work overtime. Those who do work overtime average 51.8 hours a week. This trend toward longer work hours runs contrary to the rest of the industrialized world. Americans have less leisure time, less paid vacation and less sick leave and now work longer hours than even the Japanese, who for many years were the world�s most stressed workers. The problem is especially severe because the total hours worked by the average U.S. household -- not just individual workers -- have increased dramatically too. Women are working many more weeks per year and hours per week, on average, than they did 30 or even 10 years ago. Middle-class married couples with children and a head of household between the ages of 25 and 54 now work an average of 98 weeks a year, compared with 78 weeks in 1969. Overtime for either spouse -- but especially, the mother -- can have serious effects on a family. We need to raise the salary level at which the regulations exclude workers from coverage, broaden the coverage and protect as many workers as possible from being worked long hours without additional compensation. Instead of protecting more workers and improving enforcement, however, the Bush administration is seeking to remove as many employees as possible from coverage. By expanding the definitions of exempt "professional, administrative and executive" employees, the president would cut the cost to employers of longer work hours and seriously erode the 40-hour workweek. Bills supported by President Bush would permit businesses to substitute comp time for overtime pay and calculate overtime on a two-week, 80-hour basis. This would reduce incomes, make employee schedules less predictable and increase work hours by making overtime work cheaper. When Bush announces he wants to give us the flexibility to work 60 hours a week with no more pay than when we worked 40, we should tell him we�re not interested. About the author: Ross Eisenbrey, Vice President and policy director of the Economic Policy Institute, published this column over the weekend in several newspapers. This article was reprinted with the permission of Joe Procopio, Director of Publications of the Economic Policy Institute. Kate Breen, A76 Representative -- [email protected] I thought I was going to have some news for you by today, but the meeting on Wednesday afternoon was cancelled and rescheduled for Monday morning. It seems if there is a flake of snow falling somewhere in the city of DC it causes people to panic and cancel meetings. So what I thought I would do is pass along a couple of suggestions I have gotten from members in the field for you all to take a look at. The first one is from Tim DeGrazio NAATS FSOSC Liaison and a member of the PWS team, the second one is from Richard Anderson from St. Pete...Thanks Guys! Thanks to those of you who have contacted their congressional representatives; to those who haven�t I urge you to get engaged. Again, particularly important are those constituents of Don Young, Jim Oberstar, Trent Lott, John Rockefeller, John McCain, Ernest Hollings, John Mica and William Lipinski. In case you don�t have it, here is the contact info for the Congressmen Wally mentions in The President�s Message:
Rep. Don Young (R-AK At-Large)
Washington Office:
Main District Office:
Main District Office: -- Tim DeGrazio I do not recall seeing (nor did the thought occur to me) the suggestion for people to review their congressional representatives websites for contact information. I mention this only because I happened to look up one of my senators websites today (Bill Nelson - Fl.) and discovered that "has coffee" with Fl. constituents on the Wednesdays that they are in session from 9:30-10:15. I also discovered that my Congressman (Bill Young) has a special form to fill out to request a meeting. Maybe you might make the suggestion in one of your updates for people to check their representatives website for any contact information or other useful bits of information. Also maybe you or Wally could join Tim DeGrazio (or some other Floridian) over to Senator Bill Nelsons office for some coffee! I have also discovered on the AOPA website a link that will address and format a letter to the Pres, congress and senate reps. based on inputting your address. All you have to do is type the body of the letter and print it. You do not have to be an AOPA member to use this. Check AOPA�s home page and click "contact your representative." (Maybe if we can make it really really easy to write, more people will). -- Richard Anderson, PIE AFSS Okay, have you gotten the picture now?! If you have not already contacted your elected officials asking for support of S.338, now is the time. If you have, thanks for lending a hand! I will try to get something new out by the beginning to middle of next week, the challenge to the fair act inventory is just about done, and I will ask John Dibble to post it on the web as soon as I can. -- Kate AFSSVS Report Steve Glowacki, NAATS Technical Representative
NEW PROCUREMENT
EFFORT
OFFLOADING CALLS
MERGING
REQUIREMENTS
20-Plus Year-Old
Technology As a side note: I�ve been getting a lot of "Region said?" or "My manager told me?" calls from the facility. Keep them coming! It helps me to know which regions and facilities are out of the loop. It helps you to get the straight scoop. Don�t hesitate to call: 301-346-8025 / Cell; 202-493-4127 / Office. ARU Report Art Finnegan, ARU Liaison -- [email protected] REORGANIZATION OF ARU400 AND ATB460
GFA -- GRAPHICAL AREA FORECAST
WARP -- WEATHER AND RADAR PROCESSOR
ITWS - INTEGRATED TERMINAL WEATHER SYSTEM
SAWS - STAND ALONE WEATHER SYSTEM
JAWS - JUNEAU AIRPORT WIND SYSTEM
UNIFORM TACTICAL WEATHER RADAR DESCRIPTIONS -- An informational briefing to NAATS on the Uniform Tactical Weather Radar was presented recently. The Agency will recommend the standardized precipitation level terminology reported in last months ARU newsletter article. The project now heads to the procedures branch (ATP) for further scrutiny before the Agency presents NAATS with a formal article 9 briefing. NAATS will then have an opportunity to do impact and implementation (I&I) bargaining on the plan. INTERNATIONAL WEATHER BRIEFINGS
NEXRAD -- NEXT GENERATION RADAR
SPACE WEATHER -- Solar Radiation Alerts that warn about high concentrations of radioactive solar particles (harmful to high-altitude flyers) will be available via WMSCR using the code: WOXX50 KWNP. For more information about Solar Particle Events and effects of radiation exposure during air travel see: http://www.cami.jccbi.gov/AAM-600/610/600radio. ARS -- AIR TRAFFIC SYSTEMS REQUIREMENTS SERVICE
ATP Report Scott Malon, ATP Liaison -- [email protected] SUAISE2
NSTS -- Operational Capabilities Testing (OCT) was completed at the WJHTC the week of February 18th-21st, with roughly 40 PTRs identified, 4 of which need to be addressed prior to going �operational� at MCN AFSS. The good news is that both ACB (the testers) and ATP-200 (the developers) are confident that those critical items will be fixed without any delay to the current timeline. Installation of equipment should begin March 17th at MCN, with ATCS training conducted in April. General opinion from the NAATS OCT team members was very positive towards the value of the NSTS system. MISC
In closing, this will be my last article as the ATP Liaison, as I will be returning to my facility March 10th. It has been a great experience, one that I would recommend to anyone interested in being active within our organization. I can personally attest to the dedication and commitment shown by all of the Liaisons and Technical Representatives here at FAA HQ -- a big �thank you� to them all for their cooperative effort towards the FSS cause. ATX Report Beth Gerrits, ATX Liaison -- [email protected] VOLUNTEERS NEEDED One aspect of my job is to process requests for volunteers for various programs and technical representatives. NAATS Headquarters and the Regional Directors fill the requests but at the moment there are not many volunteers on the list to chose from. So I would like to encourage you to look at your interests and consider volunteering. A resume should be sent to NAATS Headquarters containing your areas of interest. Some of the areas to consider are things like an interest in weather products, technical projects, computer skills, writing skills, communications, teaching, safety, OSHA, Drug and Alcohol, NOTAMS, and any other skills you might like to mention or use. You should include in the resume if you are willing to travel and how much. If you don�t want to travel there are still projects you can participate in but please mention that as well. Also let your Regional Director know you are interested in a special project. You may want to provide them with a copy of that resume. If you would like to restrict your activities to the regional area let them know that as well. There are examples of the Liaison and Tech Rep positions currently active on the NAATS Web Site by going to the Email Feedback page and then to the Liaison/Tech Rep page. Some of these positions are currently vacant and available while other requests are made all the time so don�t just limit yourself to those listed. Some positions are filled for a limited time and then filled by another controller. You may also use this list to contact the liaisons or Tech Reps for information. If you are currently listed as a Tech Rep please check your information for accuracy and if there is an error send the correction or update to me and I will have it corrected. It is helpful to know your Facility, a phone number, and Email address. If you are sending in a resume include this information as well. FSOSC Report
Tim DeGrazio --
[email protected] As you all know, we�ve had quite a �snow storm� up here in the northeast. Well, Tim has been stranded in Miami this past week. Poor Guy! Anyway, the point being that I have been left here to run things in his absence. We have had a very interesting past 2 weeks. Not much has happened but what has happened has had a great impact on the field and on us here at FSOSC. The Dawning of a New (Not Really) Era With the issuance of the TFR�s DCA 3/1105 & DCA 3/1106 on Saturday, February 15, 2003, we all came to the dawning of a new (not really) era for the criteria of NOTAMS. We are no longer necessarily governed by the rules & regulations set forth in the published manuals that we have been so accustomed to following. Since 9/11 we have become a society that is being driven under the guidance of agencies whose prime responsibility is national security of our homeland front. These agencies have the authority to set down the guidelines and policies without regard to the impact it will have and to which we all must adhere. On Thursday, February 20, 2003, I attended a meeting with Bill Dolan (Chief Negotiator), Beth Gerrits (ATX Liaison), Bruce Johnson (Acting AAT-2), Mike Cirrilo (ATP-1), Sabra Kaulia (ATA-1), Nancy Kalinowski (ATA-2), Linda Schuessler (AAT-20) and Reggie Matthews (ATA-100). The purpose of the meeting was to resolve issues surrounding earlier involvement of the FSOSC (Tim DeGrazio and Patsy Rowe) in the issuance of NOTAMs. Flight Service Operation Support Center will be representing the interest and impact on Flight Service Stations operations across the nation. We wanted everyone here at Headquarters to know that we were the representatives of the Flight Service Stations and we were the ones they needed to consult with as to the "Impact of NOTAMs on the Bargaining Unit." We need to be contacted prior to the "writing language" being set forth so we can have involvement to the "refining" process. It is necessary that we know and understand the reasoning behind the language contained in the NOTAMs so that we are better equipped to handle questions from the field. (That does not necessarily mean that we like or agree with those reasons.) In essence, management needs to be aware of what FSOSC is about. I think it�s very important that the field understand and know that we at FSOSC are available to the field at any time you feel the need to contact us concerning issues with NOTAMs. We are here for you, as representatives, with your best interests in mind. We want to help all we can. We have the resources available to us to assist you and you can take advantage of that fact by contacting either myself, Patsy Rowe, at Work: 202-267-3726 or Cell: 936-391-0681, or Tim DeGrazio at Work: 202-267-3739 or Cell: 305-793-7085. Still Working on the TODS The Flight Service Operations Support Center continues to work on the TODS (TFR Operational Display System). We still feel it surpasses any and all other systems we have seen so far. We continue to work diligently to get it in the field to make it available to the Flight Service Station Specialists.
We are deeply troubled by the decision of the Federal Aviation Administration to change the classification of air traffic control from an "inherently governmental" function to a "commercial activity" under the Circular A-76 process. While we recognize that this new classification will not immediately result in the contracting out of air traffic control functions, we are very, concerned that applying the "commercial" classification to air traffic control sets up a slippery slope that could eventually lead to privatization. In our view, from a homeland security and safety perspective, air traffic control is a quintessentially governmental function and should be so designated. In the aftermath of September 11th, the public demanded that the government move the baggage screening process from a private contracting activity to a government controlled function. We responded quickly and decisively to put the public at ease by moving this critical safety and security task to a new government agency, the Transportation Security Administration. Any attempt to privatize the air traffic control function will jeopardize the safety and security of the American people. Our current air traffic control system is the envy of the world. It is clearly the safest and most efficient. American air traffic controllers guide nine million flights a year with more than 600 million passengers. No other country comes close to these statistics. And our controllers do their jobs with higher competency and attention to safety than those of any country. Other countries that have tried to privatize their air traffic control have encountered significant problems. In Great Britain, since privatization, near misses of crashes or other problems have increased by 50 percent. Delays caused by air traffic control have increased by 20 percent. In Great Britain, the air traffic system's finances have also been mismanaged to the point where debt service has increased by eighty percent. Similarly, Canada's privatized system has run up a $145 million deficit just in the past year. As a result, an assessment will be tacked on to every airline ticket purchased there. Australia is also planning to increase fees to pay for its Private system. As a nation, we should be clear and unambiguous about the importance we place on maintaining our world-class air traffic control system. Whatever the category, calling a service "commercial" sends a distinct message - and not a good one. It suggests that there are options other than complete federal responsibility in the provision of the absolutely critical service, We have, through wise legislation demanded that baggage screeners be federal employees. As a government, we should be equally clear that air traffic controllers should also be federal employees, entirely accountable to the public. There are very few functions carried out by civilian federal employees on which the public relies more for its safety than air traffic control, In an era where aviation safety is such an enormously high priority, we should not create any, ambiguity about the federal government's complete responsibility for the safety of the flying public. Therefore, we urge you to instruct both the FAA and the Office of Management and Budget to designate air traffic control as an inherently governmental function under the A-76 process. Thank you for your consideration of this extremely important issue.
Sincerely,
By Jason Peckenpaugh GovExec.com, February 5, 2003 A public-private job competition involving 2,700 Federal Aviation Administration employees--the biggest job competition in government--would grind to a halt under legislation to be introduced by Sen. Frank Lautenberg, D-N.J., a spokesman said Tuesday. The Lautenberg bill, to be offered next week, will designate nearly all FAA air traffic control jobs as "inherently governmental," a legal designation that protects them from possible outsourcing. The designation would apply to air traffic controllers, air traffic technicians, and to flight service specialists, according to Lautenberg spokesman Alex Formuzis. While FAA Administrator Marion Blakey has said the agency has no plans to outsource air traffic controllers, the FAA already is competing the jobs of 2,700 flight service specialists at 58 stations across the country. Sometimes called the "other controllers," flight service specialists provide weather briefings to pilots and assist with search and rescue activities, but they do not guide air traffic. The Lautenberg bill would stop this competition, according to Formuzis and Wally Pike, president of the National Association of Air Traffic Specialists (NAATS), which represents 2,200 flight service specialists. "Lautenberg believes you can�t keep one set of air traffic jobs under the control of the federal government and allow others to become privatized and farmed out to the lowest bidder," said Formuzis. The bill would not affect 209 low-activity air traffic control centers that already have been contracted-out, according to Lautenberg staff. FAA spokeswoman Laura Brown would not comment on Lautenberg�s initiative. But an official with the Office of Management and Budget criticized the senator�s plan, saying it would keep the FAA from making its own determination of what jobs are not "inherently governmental," and can be contracted-out, an agency prerogative under the 1998 Federal Activities Inventory Reform (FAIR) Act. "Agencies should be free to determine how to classify their workforce in consultation with OMB per the FAIR Act," said the official. "The taxpayers are not well served if current progress being made by government managers is arbitrarily halted." If enacted, Lautenberg�s bill would halt a job competition that OMB regards as one of the most innovative and complex in government. The competition includes every flight service station in the continental U.S.--three stations in Alaska are exempt--and is intended to modernize the FAA�s entire flight service system, according to FAA officials. "The FAA tries to look at things on a systems basis," said Deputy Chief Financial Officer John Hennigan in a recent interview. "It is similar to a major acquisition in that regard." Because the competition is nationwide, the FAA will have to account for regional differences in the job as it creates the performance work statement, the set of requirements that in-house employees and would-be contractors must fulfill. For example, specialists in Lansing, Mich., must deal with weather from the Great Lakes. In Miami, however, much of the job involves supporting airborne assets of the Customs Service and Immigration and Naturalization Service on anti-smuggling and immigration missions, according to Kate Breen, a former specialist who is now a policy analyst with NAATS in Washington.
"The FAA could not have picked a more complex and diverse
branch of the agency for this study," she said. Other lawmakers are concerned the FAA may use the competition to close some flight service stations. Sens. Thomas Daschle, D-S.D., and Tim Johnson, D-S.D., both have urged Blakey to protect a flight service station in Huron, S.D., the only station in the state. "I am concerned that closure of our last station, located in Huron, would leave pilots too isolated from vital assistance in the form of weather updates, emergency assistance, and notices to airmen," Daschle wrote in a Jan. 16 letter to Blakey. The FAA decided to hold the competition in July, following a feasibility study by Grant Thornton, a Chicago-based consulting firm with 636 offices around the world. The agency notified Congress of the competition on Aug. 19 and will soon begin crafting the performance work statement, FAA officials said. Lautenberg�s decision to include the flight service specialists in his bill is a victory for NAATS, whose very existence is threatened by the FAA competition. "We�re on the firing line," said Pike, president of the union. It also helps members of the Professional Airways Systems Specialists, a union that represents 11,000 FAA technicians who install and maintain air traffic equipment, as well as the National Air Traffic Controllers Association, the union of air traffic controllers. But the bill may pose little threat to the FAA competition unless it picks up enough bi-partisan support to overcome opposition from the Bush administration, according to William Eggers, a privatization expert with Deloitte-Research and former campaign adviser to President Bush. "As long as the administration is bird-dogging all of this legislation, it will be difficult for it to make it through Congress, and if it does it could get a [presidential] veto," he said.
By Norman B. Buckallew, DRI AFSS I live on Toledo Bend about 60 miles north of DeRidder. I was getting ready for work at about 8 a.m. when I heard what appeared to be thunder. My wife, who was still asleep was woken up and said what was that thunder, I said I don�t think so it is clear out side. I even mentioned that it could of been the Space Shuttle on the way home. I didn�t find out until I arrived at work at approximately 9:30 a.m. what had happened. I was briefed by the supervisor and my co-workers and was told that that there was not any TFRs issued for this disaster and that there was no current plans to issue any. We briefed pilot into northeast Texas and Western Louisiana for approximately 2 hrs. before the first TFR was issued and it encompassed a 60 NM radius of the Ft. Polk VORTAC, 3000 feet and below. This basically shut down all flying into and out of about 15-20 airports in Louisiana. About 30 minutes later they amended the TFR and added the words with approval of ATC, which let IFR traffic fly but still shut VFR. Prior to these TFRs being issued, I know that at least 4-5 pilots were Briefed from our flight plan area into the Nocagdoches Airport. They were told that there were no know restrictions to flight in effect. About 3 p.m. Fort Worth Flight Service supervisor called our Supervisor and asked if we were aware of a flight restriction that had been issued by ASW-530. Of course the answer was no. It turns that ASW-530 had issued a restriction to ATC facilities in northeast Texas that included the Nocogdoches Airport 8000 ft and below. This restriction went into effect at 10:30 a.m. local time. The general wording of this restriction was "all aircraft remain clear of the airspace until further notice" within the triangle defined by the lines between Palistine-Tyler-Nocogdoches-Palistine 8000 ft and below. The only problem with this is that they didn�t tell flight service. De Ridder flight service received a copy of this restriction about 3:00 p.m. in a fax from DFW approach control. The day after this incident we had pilots calling us asking how they could get out of Nocagdoches VFR. Having flown into this airport after being told there was no problem they were now stuck. They were not happy campers in regard to the FAA and the information they had been given. I made the regional director aware of this problem and he stated he would look into it. I received an e-mail from him with the explanation that an individual at the Regional Office made a mistake. My question is, is this individual going to be reprimanded. If one of us had made this mistake we would have been decertified and put back in training, Possibly worse. To me it is the same old story if you are far enough up the food chain, no problem screw up all you want. But be one of the little fish and get fried. I also believe that the A-76 study group better take a long hard look at what will happen in regard to problem like this and 9-11. they need to decide how a contractor is going to handle getting this type information out to the flying public. It is very clear that with information being released to ATC and not Flight Service that the information can and will not get out. It is clear to me that the FAA cannot live without Flight Service. The opinions expressed here are strictly those of the authors and in no way reflects the position of the Union or its elected or appointed officials or liaisons. MWE -- Where Do We Sign UP? By Elinormarie L. Morrissy, Editor The FAA�s Model Work Environment (MWE) program has a lot to say about respect for gender, ethnicity, nationality, religious affiliation, sexual orientation, etc. This is very laudable. We should all respect each other�s sensibilities, as we would want them to respect ours. The problem I see with the Model Work Environment lies not in the concept of the program but in the selective execution of its precepts. MWE works pretty well for those who are covered by "protected group" status. Personally, I have no problem with that, either. I was always taught: "When offered an advantage, take it." Actually, I want to know how to get Flight Service recognized as a protected group. Think about it. We�ve made great strides in eliminating discrimination and harassment of people for their race, nationality, religion, gender, age and sexual orientation. But there are still groups within our agency that are fair game, and Flight Service is one of them. From what I�ve seen over the past four years, when someone in the upper management ranks needs somebody to kick in order to feel better about themselves, Flight Service seems to be an easy target. In other words, Headquarters and Regional management don�t respect us. What better explanation is there for why we�re the last to get funding for new equipment? How long has OASIS been under development -- do I hear eleven years? Is there a better explanation for all the raids on the OASIS budget to cover programs for the other options� equipment upgrades? It there another explanation for the FAA�s reluctance to settle on a firm staffing floor for Flight Service controllers -- one that doesn�t include staff and clerical support? Look at how FAA management refers to us in the Safety Bulletins. We�re "specialists" while Tower and Center folk are "controllers." Aren�t we all designated ATC Specialists? Remember the FMCS hearing last July? The FAA�s team took great care to distinguish the duties of Flight Service "specialists" from those of so called "real" air traffic controllers. They went to great lengths to denigrate the work we do in an attempt to bolster their position that we were not worthy of a pay raise comparable to the other options who work live traffic. Emboldened by the virtual draw declared by FMCS due to the off-setting problems in both cases, the FAA set out to further ghettoize Flight Service first by turning the A-76 process on us and then by refusing to implement the work rules their own representatives signed off on. If these things don�t scream disrespect, nothing does! What makes this situation even more egregious is the fact that, thanks to Equal Employment Opportunity, Sexual Harassment Policy and the Model Work Environment, no protected group could be subjected to such unremitting acts of disrespect and outright hostility. Personally, I�m sick and tired of seeing my part of the air traffic control system get treated like the proverbial redheaded stepchild. I�m tired of waiting for the FAA to deign to give me the equipment I need to do my job more efficiently. I�m tired of waiting for the FAA to recognize the concept of equal pay for equal work. I want to know how Flight Service can get designated officially as a minority group -- after all, we�re only 2,200 or so out of some 45,000 FAA employees. With that, we could apply for protected group status. Maybe then, the Model Work Environment�s Accountability Board would help whip FAA Management into shape and get us the respect we deserve as FG-2152 Air Traffic Control Specialists.
Will be held Special Rate Deadline: March 31, 2003 *Refer to the NAATS Annual Convention when making your reservation to get the NAATS special rate.
By Gregory D. McGann, RDU AFSS Did you know that Microsoft and Bill Gates are giving away money? That the government is planning a five-cent tax on email? That pilots are experiencing a continuing degradation of FSS provided service? These are examples of a brand of folklore known as an urban legend. A tale is considered to be an urban legend if it circulates widely, is told and re-told with differing details (or exists in multiple versions), and is said to be true. Whether or not the events described in the tale ever actually occurred is completely irrelevant to its classification as an urban legend. I checked www.snopes.com for these three and was surprised that I didn�t find the third one listed, for it definitely falls under this category. Do Flight Service Stations operate with obsolete equipment? Absolutely. Is the service degrading? Absolutely not. It is a mistake to look at something which could arguably be done better and conclude that it is not being done well. Flight Service Stations today operate with the highest level of technology they have ever possessed and are at an all-time low for operational errors. They possess the technology to provide the most current and accurate information available to the pilot, and they do so every day. What they cannot do is provide this information with the ease and efficiency that would be possible with state-of-the-art equipment but that doesn�t mean that the same information is not conveyed. With the rapid advances in technology we have been seduced into believing that newer is always better. We think that if we don�t have the latest version of a program that we are falling hopelessly behind and that is not always true. I am writing this article on my oldest computer, a 486/25 with Windows 3.11, 4 Mb of RAM, and Microsoft Word 4.0. Why am I doing this? I am doing it to illustrate my point. Is this article any less newsworthy simply because I am using an obsolete machine to compose it? Of course not. The differences are apparent only to me. Formatting is harder, common tasks must be performed manually instead of with an automated function or macro, and the computer is much slower but the finished product is the same. This is what we deal with every day in Flight Service. We deal with a command line interface that is slow and clunky. Tasks that should be automated must be performed manually, such as searching for an alternate airport with specific forecast minima. Paging through hundreds of NOTAMs is slow and cumbersome, but the point is that the finished product is the same. A pilot can call one of the few FSSs with the new OASIS computer system and get the same briefing as he will get from an FSS using Model 1. The difference will be that it is much easier for the FSS Controller to deliver the briefing with OASIS. Both systems access the same weather products and these are the same state-of-the-art products used in the private sector. In the past we received charts over a paper DIFAX circuit, but now we access them over a satellite-based color graphic display. In the past we got radar information from only one site, but now we can access any NEXRAD in the country in real time. We get the best available information and we are trained to provide it in a competent, professional manner. Flight Service needs to be modernized for one main reason and it isn�t to provide better service to the flying public. It is because our equipment is so old that there are no replacement parts and no way to repair it when it fails. When a position fails catastrophically AF yanks the equipment and cannibalizes it to keep other positions going. So far these failures have not exceeded our personnel loss so we have enough working positions, but this can�t continue forever. As snopes.com would say:
Claim: Pilots are experiencing a continuing
degradation of FSS provided service. However, there is another claim that needs exploring:
Claim: Pilots are experiencing a degradation of
aviation weather and safety-related services. Say what? Yes, it is true, and these two claims are not mutually exclusive. The reason is that it doesn�t matter where a pilot obtains the information -- an AFSS, DUATS, a certified Internet provider -- the problem is that the weather products themselves are degrading and no amount of FSS modernization is going to change that. All it will do is provide poor information in a rapid and efficient manner. I have harped on these problems many times before, but the facts remain. An ASOS does not provide as accurate a report as a human weather observer, yet almost all observations are now taken by machines. An ASOS is allowed to report twice the visibility value a human can see, meaning a report of three miles can really mean one-and-a-half. The current ASOS software has five safety-critical bugs that the FAA will not even acknowledge. Forecast charts have valid periods that don�t match the times on the charts. Weather depiction charts use misleading data from automated observations to create misleading representations of the weather. Terminal Forecasts are forbidden to include thunderstorm information in the first six hours of a forecast unless the probability is greater than 50%, and this change to the criteria is a secret! The NOTAM system is so micromanaged by bureaucrats with little or no aviation knowledge that if a situation arises which does not fit a standard format we must change the facts to fit the format instead of the other way around. NOTAMS are issued every day with return-to-service times that we know are wrong but are unable to correct due to policy. NOTAM policy on ATC services and special use airspace results in the NOTAM being issued in such a way that it minimizes the chances of a briefer or pilot receiving the information. National Security NOTAMS are drafted by people with no NOTAM or aviation experience, then changed and reissued with no notice to Flight Service. National NOTAMS are interpreted independently by Region, Center area, and even facility. FAA lawyers influence management to such an extent that the method of information dissemination is designed to limit the FAA�s liability rather than prevent an incident in the first place. For example, rather than telling a pilot "The airport you are departing from is closed due to FDC 02/1299," I am just supposed to read the generic NOTAM to the pilot and let him determine on his own if the airport falls under the provisions of the restriction and if a sporting event is occurring that would close the airport. The degradation in aviation safety is being caused directly by incompetent management, politically correct policies, and a desire to reduce costs no matter the cost to safety. No amount of modernization can correct this. Only an honest evaluation of the detrimental changes that have been made and a return to a philosophy of Flight Service can change it. I�ll climb down from my soapbox now. Britney Spears has promised me a date if I forward her email to one hundred people. By Mike Causey FEDweek.com, February 12, 2003 Years ago somebody did a take-off on TV commercials. One of the spoofs featured a pill that combined an antacid and a spicy meatball. The punch line was that the pill both created and cured heartburn. Uncle Sam�s apparently got his own version of that pill. Earlier this month federal agents arrested three men who worked in the U.S. consulate in Nuevo Laredo, Mexico. The border town is a major gateway for people coming and going from Mexico to the U.S. The men were visa clerks, paid by the U.S. State Department. Their jobs were to study applications from Mexican citizens for visas to enter or work in the U.S. That particular consulate issued (not just handled, but issued) more than 100,000 visas in 2002, according to the Washington Times newspaper. The men were arrested for alleged taking bribe -- from a self-styled "visa broker" -- to issue visas to, well, anybody that could pay him $1,500. That simple. The three men who were arrested were Mexican -- not U.S. -- citizens. Think about that. The State Department is charged with issuing visas (or not) but not with protecting the U.S. borders. The Immigration and Naturalization Service patrols the border and goes after people who aren't here legally. INS gets beaten up all the time for its strong-armed tactics. For not treating people (who are in this country illegally, and who are not Americans) like they were Americans. Think about that. To add insult to injury, State, in this case, didn�t even have U.S. citizens processing visa applications. Or in a position to make sure they went to people who follow the rules, and don't present a danger to the U.S. You may recall we�ve had some serious problems of late with illegals involved in -- or attempting -- acts of terrorism. One man, caught on the Washington-British Columbia border by an alert U.S. Customs inspector, was in the country to blow up LA International airport. It�s bad enough when the government decides to privatize functions that -- for reasons of national security and continuity -- probably should be done in-house by feds. It�s another to employ citizens of another country with no emotional ties to this country, who are not above taking a petty bribe, for a position of importance. Most Americans aren�t trying to flee this country for another place. But even if they were, you have to wonder how many Americans are employed as visa clerks in the French embassy in Washington, or the Mexican consulate in San Diego, or the Russian consulate in San Francisco. My guess would be: none. Maybe those countries know something. Brought to you by FedWeek.com Controller Contracting Opposed Air traffic control jobs at larger airports would be walled off from contracting-out under legislation (S-338) introduced by Sen. Frank Lautenberg, D-NJ, who says privatization is contrary to the wishes of the public who supported the federal government takeover of airport screening after the September 11, 2001 terrorist attacks. The Bush administration recently designated air traffic control a "commercial" activity, opening the door for possible conversion of jobs to contractor performance. The measure would deem "inherently governmental" jobs including controllers, specialist technicians who maintain the systems and flight service station controllers. It would not affect small airports using visual flight rules. DHS Seen as �Starting Point� for Reforms The White House�s recent budget proposal describes the special personnel provisions of the Department of Homeland Security as a "starting point for managerial flexibility" to be applied elsewhere in government. The budget document terms a "start well worth continuing" the provisions affecting DHS, which include special hiring, pay, and other authorities; it does not measure the broadened authority to exclude unions from the agency, which was the focus of a contentious debate last year in creating the department. "The success in obtaining managerial flexibility for the new Department stands in contrast to the inaction of the Congress on other common sense management proposals the President submitted more than a year ago," the budget says. "If nothing else, the debate surrounding the creation of DHS reinforced the need for broad management reform for the entire executive branch." The potential precedent being set by the special authorities at DHS was a major concern of employee organizations and some members of Congress who worked to limit those authorities. Still No Date on New TSP Computer System The Thrift Savings Plan still is not able to set a date for the launch of its long-awaited and much-stalled new computer system, with testing likely to continue for at least several more months. The TSP several times previously had announced target startup dates only to miss them. Under the new system, accounts will be valued daily, rather than monthly, meaning that transactions such as inter-fund transfers, loans and withdrawals will be speeded up. The new system also will bring several changes in withdrawal policies, including a new option for a one-time partial withdrawal and for combining the different types of withdrawals allowed. TSP Stock Funds Fall Again The three stock-based Thrift Savings Plan investment funds all suffered losses in January, with the common stock (C) fund down 2.67 percent, the small and mid-capitalization (S) fund down 2.35 percent and the international stock (I) fund down 4.24 percent. Over the last 12 months, those funds are down 22.99, 18.42 and 15 percent, respectively. The government securities (G) fund gained 0.35 percent in January and the bond (F) fund rose 0.1 percent, for 12-month gains of 4.89 and 9.52 percent, respectively.
Last month�s Oakland AFSS News article was incorrectly attributed. It was Oakland�s FacRep, James Blaine who shared the information and tip on set up of the OASIS workstations.
-- Editor
ALASKA REGION Alan Baker, Director and Phil Brown, Coordinator Kotzebue Flight Service Station and the NAATS Alaska team welcomes Jason Erickson. Jason was hired as part of the "local hire" initiative in Kotzebue, Alaska and recently completed his academy training. We are all confident that Brother Jason will follow the ideals of NAATS Unionism at Kotzebue as they continue to provide excellent service to the flying community of Alaska. Kotzebue FSS is 100% Union! Brother Pat Magnuson took part in the "job-shadowing" program and spoke with a number of local high school students about aviation careers in Flight Service. Sitka Flight Service Station and the NAATS Alaska team welcomes Randy Kanzig. Brother Randy was also part of the local hire initiative at Sitka, Alaska. He was previously active duty Coast Guard and recently retired. Sitka FacRep, Sister Debra Townsend, certainly has her hands full as the FAA is attempting to increase the "base rent" for their apartments by 18 to 32%! Sister Debra and the rest of the Sitka team are very concerned about this whopping sudden increase. Our Union was only allowed three days to review and counter a 71-page study on the issue. NAATS Alaska finds this pattern of disregard and indifference! The NAATS Alaska team is vigorously pursuing this matter now. Ketchikan Flight Service and the NAATS Alaska team also welcome John Morley. He was also brought on board as part of the "local hire" initiative and is currently in academy training. We all look forward to working with John when he reports to Alaska toward the end of March. Ketchikan FSS is another 100% Union facility and their actions definitely speak louder than words. Under the leadership of FacRep Dan Hart, the Ketchikan membership has been conducting a massive public relations campaign against A-76 and in support of Senator Lautenberg�s Bill S.338. Dan and the rest of the Ketchikan team have been working hard to get the truth out to the flying public, our users, and our political representatives. Keep up the great work!!! Fairbanks AFSS recently issued the ATC exam as part of the local hire initiative. RegCo Phil Brown assisted in the administration of the exam while 24 Flight Service applicants tested. Congratulations to Sister Marian Moore for obtaining her FPL status, to Brother Jim Mooney for checking out on preflight with the NWS and to Brother Bill Tyson as he nears FPL status while training on inflight. In other news, our "Flight Service Joint Resolution" proposal [see next] is before the Alaska State Legislature this session. We all have our fingers crossed that they will be able to fit it into the schedule for a vote. The resolution addresses a number of issues pertaining to the continued degradation of Flight Service in Alaska, staffing and privatization. The Alaska State Legislature has been very supportive of our efforts so far and we hope to send a strong message of solidarity to the FAA. CRU-X implementation in the Alaska region is on hold until we can establish and conduct training for our subject matter experts and other bargaining unit members. Additionally, NAATS Alaska addressed a recent change to the 7110.10 concerning the issuance of "runway friction measurements" while conducting local airport advisories. RegCo. Phil Brown requested a clarification and stated NAATS Alaska�s position. While some managers construed the recent change to mean it was mandatory for "TAP MU" information to be issued to all pilots, NAATS Alaska maintained that the new wording had no obligatory language and the issuance of it should therefore be left to the flight service controller�s own good judgment. Peter Quinn upheld NAATS Alaska�s position and agreed that while the issuance of this information is, at times, important it is not compulsory for all pilots.
CS
FOR SENATE JOINT RESOLUTION NO_______
A RESOLUTION
Urging the Federal Aviation Administration to properly staff and maintain
Flight Service Stations in Alaska. Alaska�s Flight Service Stations provide
pilots with essential weather and aeronautical data and interpretation before
and during their flights to help them make critical and often life saving
decisions. Unlike any other state, Alaska is dependent upon aviation for our
way of life and in many instances our very existence. Whether it is assisting
Alaska bush pilots, air ambulance flights, commercial operators flying people
and supplies over rugged terrain often in the worst of weather or assisting
our military in matters of national security; Alaska�s Flight Service Stations
provide an invaluable service that is intimately related to the public
interest.
CENTRAL REGION
EASTERN REGION Donna Holmes, Director and Ron Consalvo, Coordinator LMR Quarterly The regional Quarterly was held in mid- January. The issues discussed centered on staffing. The region is getting 9 training slots this year. The slots were divided among the short staffed facilities. DCA, MIV, EKN, and ISP each get 2 slots and IPT gets the final slot. Each of those facilities could probably use 9 slots however we can only divide up the amount of staffing we get authorized. Hopefully fiscal year 2004 will provide us with the needed staffing. A-76 This month Senator Lautenberg from NJ introduced S-338 which if enacted would make all Air Traffic including Flight Service an inherently governmental function. Under Wally�s leadership the union has been working this issue diligently for months. This bill is a great starting point for our battle against A-76. Now is not the time to rest on our laurels. The time is upon us for every member to write their elected representatives and educate them about how vital Flight Service is to National Security. I don�t know how to motivate those who haven�t yet written except to say WAKE UP AND SMELL THE COFFEE. DCA ADIZ Speaking of national security, The new DCA ADIZ NOTAM calling for new restrictions around the DC area is proof positive of how vital Flight Service is to homeland security. Flight plans must be filed with a flight service station. This is the kind of information that must be passed on to your elected representatives. Belated Happy New Year I didn�t get a submission to the newsletter in the last two months due to some personal issues. I wish everyone a belated Happy New Year. Lets work together to stop A-76 and get Flight Service the respect it deserves. In
Unity, GREAT LAKES REGION LANSING AFSS NEWS Kile Pitts, FacRep and Craig Marcus, Alternate FacRep NEW SOFTWARE
Lansing AFSS has created a new website to support the software we�ve
developed. On the FAA Intranet browse to
http://10.35.68.115 and
you�ll be presented with a menu of software. This site will be used to
distribute and support our programs which include: TAPS, TAPS ASSIST, ENL,
and EIS CAPTURE. TAPS -- Retrieves, stores, and plots TFR NOTAMs on a graphic suitable to display on the WSI system. Usually takes less than a minute to update the graphic and make it available to all briefing positions. TAPS ASSIST -- The TAPS Assist program helps you move the map produced by the TAPS program from place to place on a network. It watches the map for updates and, depending on what you want it to do, copies the map and/or runs the WSI update batch file. You can use the program to copy the Lansing AFSS tapsmap from our server to your network. You won't need the full TAPS program if you just want to get our graphic using TAPS ASSIST. ENL -- The good news is The Electronic NOTAM Log should already be installed on your black DELL AIS systems. The bad news is headquarters installed the wrong version and installed it incorrectly. More good news -- upgrading it to version 6.9 is easy using the software support web site. EIS CAPTURE -- If your facility is replacing the flight data printer with a computer (Ref: SSM-M1FC-005), the EIS CAPTURE program helps automate the processing of daily traffic. The program will write all incoming serial data to a text file named capture.txt. Every day, at the local time specified in preferences, it will rename capture.txt to the previous day's date. Example: FD010912.txt. This represents the Flight Data traffic captured on 9/12/01. EIS is an acronym for Executive Information System--an automated flight service traffic collection and analysis system. EIS CAPTURE is the flight data capture portion of this AFSS EIS system. NEW ENGLAND REGION Kurt Comisky, Director and Tom Halligan, Coordinator ARBITRATION The arbitration for Night Time Differential has been scheduled for the last week of March. The will be an arbitration by hearing. I anticipate that Wally Pike will testify for the Union. A-76 ANXIETY The agency�s determination to conduct an A-76 study on the functions we perform has created considerable anxiety among the controllers in the field. In recognition that this anxiety may have a profound negative effect on an individual�s personal and professional life, in New England we have begun to take steps to address the issue. First, I want to thank Bill Yuknewicz ANE-501, for recognizing the issue and providing his support. We have a meeting and a telcon between the facility representatives, facility managers, and regional folks. Sue Longe, the New England Region OD specialist, gave considerable background and insight to the outsourcing process. My hope is to complete a course of action and find the necessary funding by publication of the next newsletter. Any thoughts, please see you facility representative. OASIS INSTALL AT BTV At BTV, the planning for the OASIS install in early summer is proceeding. By the middle of March, they should have their schedule adjusted and completed, taking into account the training and installation. At that time, whatever traffic BTV will not be able to handle will be identified and re-distributed to the other facilities in accordance with the Call Forwarding MOU. Then BDR and BGR will determine facility staffing for the effected times and determined the overtime necessary. Any traffic above the system capacity will be compensated at a rate of one hour of overtime to 10 pre-flight calls. THANK YOU To close, I want to express my sincere thanks for the cards and letters after the passing of my mother. In particular, I want to express my deepest appreciation to the folks at BDR and Eastern Region for their generous gift to Hospice in memory of my mother. This was my first experience with Hospice, they provide a great deal of comfort for my mother and the family, in which I am deeply indebted. Any questions or comments, please call 860-302- 8401. NORTHWEST MOUNTAIN REGION DENVER AFSS LOCAL NEWS John Dibble, FacRep Greetings from the Mile High City! Finally getting some snow this week! Still need a lot more to fill the reservoirs. I would invite you to transfer to Denver AFSS, but until things settle down, I wouldn�t wish this on anyone. Needless to say, my thoughts are a little pre-occupied at this time! Time for a soak in the hot tub! THE CONTINUING SAGA: Working Issues with Management I issued my position, as FacRep, on Sick Leave to the journeymen at Denver. The ATM had asked me not to issue it because it would "confuse" the employees. Unfortunately he had refused to withhold his letter outlining his position (which violates the contract and their own orders) so I had to put out my position. Basically, if you are sick, ask for Sick Leave. Not some other form of leave, because management will deny it if staffing is low and put you on AWOL if you don�t come to work! Incredulous as that sounds, that is the ATM�s position here at Denver AFSS.
Fortunately, the FAA�s own handbooks support the Contract by explaining what
happens when an employee requests excess sick leave (more than they have
accrued or more than the 30 days advanced sick leave they are entitled to.) If
any FacRep wants a copy of my letter, email me at [email protected]. I will send
you a copy. (Particularly FacReps from PRC, PNM and CXO! I understand they may
have a similar issue.) He also brought out an interesting point -- FAA Order 2730.8 has "expired". The only thing I can find on that is the FAA�s data management information system (DMIS) says it was "cancelled" in 2001 by "DMIS" Interestingly, several other orders still refer to the Time and Attendance handbook (2730.8). And, even if it has been cancelled, other orders still detail what happens with excess sick leave. Unfortunately, the ATM at Denver AFSS has chosen to continue punishing people who are sick. The latest was a denial of sick leave for an employee who is obviously "incapacitated for work" and threatening to place the employee on AWOL. Their reasoning (?) "The employee does not have sufficient �accrued� sick leave". All our efforts to straighten out this issue and explain that this violates the contract and FAA policy, (FAA orders detail what happens when an employee uses excess sick leave) only get the response that "I guess we just agree to disagree". In plain English, he means -- "I guess I�m just gonna do it my way until you can get the region to stop me." Of course the region sits back and lets him do what he wants until it looks to them like they might get embarrassed. Unfortunately, until we can get this settled in arbitration, the ATM will continue to negatively impact people. While the FLRA is here, in March on a separate ULP, I will discuss this with them too. Right now, I�m inclined to believe arbitration is the best route, but if the ATM continues to violate the contract, the FLRA may have to step in. NAATS WebPage: Hopefully, by the time we get to San Antonio, the Web Page will setup for a members-only section. That is where I anticipate putting bits of advice and information for FacReps and members alike on issues like sick leave, negotiating, filing ULP's, OSHA, official time, etc. I am still finding people are sending email through the NAATS.org re-mailer. It is not working except for a few addresses. Primarily the President ([email protected]), the BOD ([email protected]), individual directors ([email protected], [email protected], etc.), the editor ([email protected]), and the Webmaster ([email protected]) have been set up. The FacReps�, Coordinators� and Liaisons� email function has been disabled. Lobby Efforts: Darrell Mounts and I spent a good hour in Senator Allard�s office with Dick Poole, his Area Representative. Dick is willing to work with us in getting in touch with various groups to help get the word out. Darrell will meet with Mr. Poole again on S-338 on Friday (Feb 22) and set up another meeting with Senator Allard. Monday, Feb 3rd, I attended the Colorado Pilots Association (CoPA) BOD meeting (about 25 leaders and members) and made a presentation to them on the threat of contracting out and user fees. They are concerned about further consolidation and user fees. I explained to them what they have to do as a group and as individual pilots to protect the safety of aviation. One CoPA member is also a precinct captain for the GOP and a new pilot. He is concerned about loosing all the individual service he has received from FSS controllers when he has needed more explanation or help. He is also very active in his party and will help Darrell and I meet one on one with the Senators and Congressmen in the area. I have since heard that the President of CoPA mentioned to an FSS Controller that they are also fighting contracting out of FSS. A Message for Each of Us: Contract out Flight Service? Ludicrous!!! -- Air Wisconsin Pilot who only uses Flight Service Infrequently The contracting out threat is not one party vs. the other. It is the ignorant vs. the educated. The people, who know what we do and how it works, are opposed to contracting out. The ones who don�t, (including some in FAA headquarters) should not be allowed to push their agenda through. Our job is to educate our representatives. Aviation Safety is Our Business & Our Business is NOT For Sale SOUTHERN REGION Dave Hoover, Director and Tom Forte, Coordinator Customer Service For the most part, we as a bargaining unit, provide an extraordinary service to our customers. The Air Traffic Controllers of the Southern Region brief pilots daily on routes throughout our country and internationally. We provided a tremendous amount of rapidly changing information to them after 9/11 and continue to do so as changes occur with TFR�s, NOTAMs, and other pertinent and safety related services. I want bore you with everything we do, but overall, we do a damn good job, considering the staffing and equipment shortages. But, we have room for improvement. Unfortunately, in some of our facilities, we have a very small minority of employees who tend to be "short and gruff" with our customers. We have employees who don�t provide our customers with the "full service" but choose to take shortcuts and omit items just to get to the next call in the queue or maybe just to get the briefing over with. Our jobs are being threatened by an anti-union/anti-federal employee administration that has the upper hand. We�re fighting an uphill battle and we need all the support we can get from our customers. We cannot afford to give them anything but our very best. Every pilot should receive the same exemplary and friendly service on every call and every contact. There has never been a good reason to be rude or discourteous to our customers and this is even more important at this time in our option. I�m not accusing any particular person, but you know who you are. And your co-workers know who you are. I�m just asking that you keep in mind that we�re being paid quite well to provide a service and it is essential that we give our very best. If you have anyone in your facility that needs a "pep talk" or some peer pressure, then do it. We need to ensure that each customer receives a full briefing, including the TFR�s, the local NOTAMs, the flight advisories, and any other pertinent info. We need to ask for those PIREPs and tell them to contact Flight Watch. We�re asking that you go above and beyond the norm in an effort to enlist all of our customers in the battle to keep our jobs. It�s the right thing to do. Staying United This is addressed to the Members as well as the Officers of the Union. It�s that time of year again when a lot of members make the mistake of dropping out of the Union. There are numerous reasons given, but what it all comes down to is most of them are dissatisfied with their Union and this is their way of letting us, their officers know. I realize there are a few bargaining unit employees who are just too cheap to spend the money each payday. And there are a few who are so selfish that they would let their coworkers foot the bill to protect them and to pay the cost of running a union. These types, we don�t need anyway. They are from the same order of parasites common to every part of society, and much like the cockroach, will be around until the end of time despite the fact they provide no useful purpose. The members I�m concerned about are the ones who will take up a cause and will support their coworkers and their union. They are the ones who "bring something to the party," unlike the parasites who come and leech off everyone else. We need to do whatever it takes to keep these members in the Union. For you members who are thinking of filling out that SF-1188, or may have already done so, I would encourage you to stay in or if necessary get an SF-1187 and get back in. Let your Officers know that, that if they are not representing your interests, if they are not protecting you, if they are not abiding by the NAATS Constitution and Contract, that you will be around to vote them out in the next election. By dropping out, you are giving the officers who are not doing their job more power simply because of less opposition. Is this union perfect. No, not by any means. Is it your union? Yes, so stay in and let your officers, local and regional know that it is your union and that you expect them to do their job if they want to be re-elected. Believe me, they need your support for re-election and will either do right by you or face the consequences. In the last National elections, a very strong message was sent by the membership. 6 new Directors and 6 new Coordinators were elected. In the next election, we�ll also be electing a new President. Let your officers know that you are very much involved in these future elections. Make them do their job. As for us Officers, we need to get our act together and ensure that we live up to the Constitution and the Contract. We need to ensure that we are there for our members and that we do anything legally possible to support them. We need to return phone calls to them in a timely manner. We need to discuss issues with them and listen to their ideas and problems. In situations where legally or contractually we cannot support an issue, we need to take the time to explain that to them. And most important of all, and this has always been a major problem; we need to remember that the union belongs to the members and that we are in place to support them and represent them We are not in place to make decisions for them that go against their wishes, their needs, and their trust. If we want to keep our membership strong and united, we must support them and we must do our jobs. We need them and hopefully they will continue to need us! NEWS FROM AROUND THE REGION Jackson AFSS: Steve Pollock, MKL AFSS has been selected as the next NAATS ARS Liaison. Steve was formally the FacRep at MKL AFSS and we would like to congratulate him and wish him the best as he begins his detail in Washington. Macon AFSS: Scott Malon, NAATS ATP Liaison is leaving Washington in March to return to Macon AFSS. He has done a great job for the Union and Flight Service during his detail. We want to thank him for his service and wish him the very best as he returns to the field. Miami AIFSS: We would like to welcome Jim Meehan back to the union. We would also like to welcome new member, Jamie Knell, currently at the FSS Academy. San Juan AIFSS: SJU NAATS would like to welcome its newest Developmental and new union members, Eryk Ramos, Winston Estelritz and Pablo (Tito) Portuondo. SJU has just completed their OASIS site survey and installation should commence 4/2004. The OASIS website will show San Juan's floor plan details. Also if there are members who have ways to get airline tickets for less let everyone know what you do to get these discounts prior to the convention. SOUTHWEST REGION Mark Jaffe, Director & Dana Colquitt, Coordinator I know everyone wants to know about the big three: A-76, Pay, and Contract. Not much new on Pay and Contract but a lot of activity on A-76.
A-76 Oscar Hinajosa (SJT) has been designated as the regional A-76 rep. Each facility will also have a subject matter expert (SME) that will help the PWS team and coordinate with Oscar and myself. We will get more involved once the A-76 process gets cranked up and the PWS team begins to visit our facilities. The A-76 process has been moved from the Office of Budget to Acquisitions. This may or may not prove to be good, in the long run, but one advantage is that it will slow down the time frame.
PAY
CONTRACT
NAATS San Antonio
VOLUNTEERS NEEDED
MORE REGIONAL MEETINGS
FACILITY VISITS Mark WESTERN-PACIFIC REGION Mike Stafford, Director and Michael Puffer, Coordinator
SUPPORT S. 338 If you don�t know who your Senators or Congressman are, you can find out from either of the web sites (www.senate.gov or www.house.gov). The Senators are listed by states and if you�re not sure which congressional district you live in, you can get that from www.house.gov/writerep. You can also find out your representatives information including address, e-mail and phone number at www.congress.org. The most effective method is to call and politely state you are a registered voter in his/her district. In your call you should clearly state your concern about the effect the A-76 could have on safety and security to the nation as a whole and to state your concern for the effect the A76 will have on his/her constituents (you) and the effect on other voters in your area. Ask for support for S. 338, The "Safe and Secure Skies Act", sponsored by Senator Lautenberg. You should also ask if them to either be a co-sponsor for S338, or (in the House), sponsor a sister Bill. Follow up immediately with a letter or fax. E-mails are not yet as effective as paper but still count. Ask family members and friends to do likewise. Form letters do not carry much weight, so try to make your letters a little different from the examples sent out. Make sure he/she knows you are a voter and you want to clearly understand his/her position on A-76 and S338. HAWTHORNE AFSS
NEWS Training Update David Graham (DG) and Victor Morales (VM) have successfully completed their Inflight certifications. Congratulations to both of our new FPLs! Alicia Davila (AD) now has clear sailing for time at Inflight, so she won�t be far behind. Melanie Liden (LN) has completed re-certification on Coordinator and Flight Data and is now working on Preflight. More Letters for Reps Eli has composed a new set of letters for our Senators and Representatives asking their support for S. 338. So far there are two different versions of the letter, to provide variety for in our correspondence. Everyone -- FPLs, Supes, Admin, Staff, Management and AF -- is encouraged to join in supporting this bill that is meant to return all of air traffic control to "inherently governmental" status. Remember, YOUR job is on the line! Pardon the Dust Phase I of the OASIS Workstation installation is in full swing and the dust is certainly flying! I want your comments regarding placement of the ACD on the large Preflight workstations, like the one we now have in Broadcast. They�re set over on the left and that might pose problems for some of our shorter statured coworkers. Let me know what you think. New RegCo Mike Stafford has notified the FacReps that Bob Stanco has resigned as AWP RegCo. Mike Puffer (SAN FacRep) has been appointed to replace him. NAATS News Editorial Policy Nothing that is inflammatory or scurrilous, libelous, attacks members by name or which contains words or phrases that are in poor taste and likely to be unnecessarily offensive, should be printed in the NAATS News or Regional Supplements. Individual(s) views expressed in the newsletter do not necessarily reflect the position of the Union. |
