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Wally Pike, NAATS President
FAA Makes Public Announcement After exchanging these views it was agreed that the contract award date would be extended from December, 2004 to March, 2005 and the timeline for MEO submission would also be extended from May to August. We further agreed that the March timeline could be compressed if the process had advanced to a point where everything was completed and, most importantly, the MEO wasn�t adversely affected. This resolves the process and timeline A76 issues as well as the PWS grievance. I realize that there are other factors that drive this study and that this was not an easy decision for the Administrator. I expressed my appreciation for her receptiveness on these matters and for her concern about the members of our bargaining unit. I previously met with Administrator Blakey and Deputy Administrator Sturgell on Tuesday, December 9th. We discussed the NAATS PWS participation issue and the impending arbitration but we spent most of the time talking about the December �04 A-76 contract award date. I asked that the timeframe be extended to 15 months from the public announcement to contract award. The Administrator expressed her concerns and reiterated that she wanted a fair competition within the constraints she has to operate. No commitment was made but she is exploring the time extension request and will get back to me; we agreed that we may need a further meeting on the subject. My feeling is that the meeting was productive and meaningful. It�s also always helpful to keep the lines of communication open to the decision makers.
PWS Grievance Moving Along
Another Continuing Resolution The latest continuing resolution lasts through January. HR2989, the FAA �04 appropriations bill, has been included in HR2673 -- the omnibus spending bill. Congress adjourned for Thanksgiving without passing the bill, however. Next action is scheduled for the House on December 8 as the Senate does not reconvene until the next day. Senator Byrd has stated that he will not allow HR2673 to pass without a debate so it could be sometime in January before final action is taken. Unfortunately Republican Congressional leaders stripped periodic employee appeal rights for outsourcing decisions from HR2989. It also appears that the 10% MEO edge as well as the mandatory annual agency congressional report have been removed. It�s unclear at this time as to what will constitute the final bill report language. We�ve begun the coordination on the FAA �05 appropriations bill. Congressional support remains strong with our goal being another one-year moratorium on out-sourcing for FY05. The February-April timeframe will be particularly busy in this regard.
Jeff Barnes� Last Official Visit I mentioned that Jeff Barnes accompanied me to Harris. This was probably one of Jeff�s last official acts as OASIS National Representative. Jeff has done a great job and I very much appreciate his efforts over the last several years. As Jeff has updated you, he is being replaced by Dennis Detrow. I�ve known Dennis for a long time and have a very high regard for the abilities he brings to the table during these challenging times. Thanks to both these members.
FacRep Training in Las Vegas HAPPY HOLIDAYS!
From NAATS Headquarters Staff
By Shawn Zeller, GovExec.com, December 9, 2003 President Bush on Tuesday ordered executive branch agencies to close on Friday, Dec. 26, giving most federal employees a four-day Christmas weekend. Agency heads still have the authority to order some essential employees to their posts on the day after Christmas, according to an executive order issued Tuesday. The decision to award the extra holiday came earlier than last year when President Bush waited till Dec. 19 to award a half-day off for Christmas Eve, which fell on a Tuesday. But in 2001, Bush made the announcement a little earlier, on Dec. 6, awarding employees a full day off on Christmas Eve, which fell on a Monday that year. Generally, when Christmas falls on a Tuesday or a Thursday, as it does this year, presidents give federal employees an extra full day off.
Employees can reschedule any annual leave they have scheduled for Dec. 26. No
employees will be charged annual leave for that day. If employees scheduled
use-or-lose leave for Dec. 26 and can�t reschedule it, they�ll have to forfeit
it. For most employees, use-or-lose leave must be used by Jan. 10, 2004. Federal employees got half days off on New Year�s Eve in 1957, when New Year's Day 1958 was on a Wednesday; and 1953, when New Year�s Day 1954 was on a Friday. When New Year�s Day 1955 fell on a Saturday, employees who usually worked on Saturday got a half-day off on Friday, New Year�s Eve 1954. Brian Friel contributed to this report.
FederalDaily.com, December 8, 2003 The prospects for final congressional action next week on a huge catchall funding bill for the federal government became less likely last Wednesday when Sen. Robert Byrd, D-W.Va., signaled that he will block a Republican move to pass the measure without a roll-call vote. Byrd�s action increases the chances that the $328 billion package will not be approved until Congress opens its 2004 session in late January. If Congress fails to pass the bill, numerous agencies will be forced to operate on last year�s budgets. It would take unanimous consent -- the approval of all 100 senators -- to bring the spending bill up for a vote. Byrd said in a statement that he will withhold his consent. Other senators, including many Democrats and Sen. John McCain, R-Ariz., have criticized the omnibus spending bill and indicated they might object. But Byrd, the Senate�s senior Democrat and the ranking minority member on the Appropriations Committee, was the first to publicly state an intention to do so. The catchall bill combines seven spending measures that Congress was unable to enact individually, covering most major domestic departments and agencies. The House is to meet Monday, the Senate on Tuesday. Byrd said he objected to changes that were never considered when the individual bills passed the House and Senate. As examples, he cited the elimination of administration actions on overtime pay and the outsourcing of federal work to the private sector. Kate Breen, A-76 Representative -- [email protected]
11/27/03
Initial Meeting with HR
The FAA switching over to the ATO and wanting to do it sooner
rather than later could also hamper the ability to get any concrete answers on
HR issues until after the first of the year. Please know that we will do
everything in our power to not only protect you all, but to explore any
possibilities that might be out there. The video and pamphlets are out in the field, these are the ACA spin documents so take them for what their worth. If you would like to have a chuckle (poking fun at myself only!), the ATCA Symposium tapes are on the web. The web site is http://www.videoontheweb.faa.gov/, click on the archived web cast, then the office of competitive sourcing, there are 3 segments there. My segment is in the 2nd tape at roughly the 47:00 time frame, thanks to Suzanne Hynes for putting the breakdown of all the speakers in her last update! Ok I know that the camera puts a few pounds on you, but I�ve got my new years resolution!!
12/16/02
Extension Request Clarified I�m looking forward to meeting with the FacReps these next two days to discuss some of these issues. Being in the middle of the Holiday Season is hard enough sometimes without the added stress of work, please try to put this mess aside for a while and enjoy the time with your families and friends. I am looking forward to putting it aside even if it�s just for a few days. We are not giving up or going away, I hope to get busy right after the first of the year on HR issues. Whatever your Holiday is, I wish you a healthy, safe, and happy one! Jeff Barnes, OASIS National Representative, [email protected]
12/18/03
Latest Software Tested
Ironing Out Problems A problem has been identified with the Active SUA overlay. The problem is that we get our data from SAMS (not sure of the acronym), a military airspace database maintained in ATP. Everything works fine as far as the interface between OASIS and SAMS and the display of the data. The problem is that SAMS is dependent on data entered by the ARTCCs. They are supposed to make entries whenever an SUA is supposed to be active. Needless to say this is a hit or miss proposition. As I understand it the problem lies in there no longer being a Military Operations Specialist at the ARTCCs. Because of this the duty was dumped onto the TMU and it�s hit or miss as to whether it gets done. So on the overlay if an SUA is depicted as active it is, but if it is depicted as inactive it�s a maybe, maybe not thing. We�re talking with Harris and the SAMS folks to try to figure out how to handle this. This has implications beyond OASIS, because SUA/ISE also uses SAMS for its SUA data.
Waterfall Almost Finished
More on NOTAMs
Thanks for Your Support
One Final Moment on the Soapbox So long y�all. ARS Report Steve Pollok, ATP Liaison -- [email protected]
NOTAM Short Term Solution (NSTS) On December 10 there will be an Executive Oversight Committee (EOC) meeting to review the results of the NSTS POC and determine the immediate future of the system. The EOC is comprised of upper-level management. AUA (Air Traffic Systems Development) is pushing for the system to be scrapped and allow Harris Corp to develop their OASIS NOTAM System (ONS). ATP (Plans and Procedures) is against this because they believe NSTS can get to the field first. AUA and ARU (Weather Systems Development) disagree. The two sides have not reached a recommendation that both can endorse. We are having meetings this week, Dec. 4-5, and more are schedule for Dec. 8 & 9, to try and come up with a joint recommendation. The test facilities have asked for the NSTS to remain available for briefing purposes, after the completion of POC, and we are forwarding this request to the EOC. Upper management for ARS (Requirements Service) and ARU are asking what extra benefit this will bring and what are the associated cost for keeping the system running, AND who is going to pay for it.
Integrated Information Display System (IIDS)
National Airspace System -- Interference Detection,
Locating, and Mitigation (NAS-IDLM)
Aeronautical Information System Replacement (AISR)
Juneau Airport Wind System (JAWS)
Stand Alone Weather System (SAWS) FSOSC REPORT
The longer Kevin and I work here the more convinced we become that the TODS program is not going to just slip into the cracks of obscurity, but rather it will be forced into those cracks much like a painter spackles cracks in a wall before painting. That being done, a quick stroke of the brush and all evidence that the cracks and spackle ever existed disappears. As FSS controllers who will be going back to our facilities we would rather see TODS than any of the automated sites that give you a simple circle overlay on an unfocused sectional chart or some other chart we haven�t quite been able to identify yet. Besides, automation is focusing on the Lat/Lon as being correct even after we, at the FSOSC, discovered an error in those coordinates during the regular course of our duties. We know the capabilities of the program and like what we see. If the Controllers cannot see or use TODS because of connectivity, lack of training, or lack of sufficient equipment, how is this program ever going to meet with success? We haven�t even touched on the 24/7 issue but more on that later. Let�s keep in mind the FAA has paid for the program through June 2004, and management has stated they were not going to spend another dime on it. We are almost half way through the existing contract, and still the FAA has not sufficiently addressed the previously mentioned problems. We thought we were seeing one of the problems come to a close when we were told about Firm Net. During the first week of October, we were told that the connectivity problem would be solved with the advent of Firm Net in mid-October. We're still awaiting its arrival. There are tools within the program that give: accurate measurements and bearings between points; route planning and will show if a particular route will breach a TFR and the ability to "rubber band" that route around the TFR; sunrise and sunset for any known geographical point; a street vision road map that has been used by at least two facilities to direct search and rescue efforts to a location; a numeric conversion tool; etc., etc., etc. In other words, the program not only lets you view the graphic and see if it is active or inactive, it allows you to work with it. We haven�t seen any of the automated sites that come anywhere near FliteStar�s capabilities. Jeppesen has placed an offer on the table to conduct a training class in Denver for anyone the FAA desires to send out -- for example staff specialists from each facility who then can train the controllers (transportation and lodging not included). They have also said they would submit a cost proposal for automating the graphical TFRs if requested. Jeppesen will be presenting a cost proposal for automated graphics, but no one in management seems to be making a request for free training. Jeppesen was going to conduct a two-week test to supplement the FSOSC operating hours. The FAA would not allow it because it was not in the contract. When Jeppesen was developing a plan of action to supplement the FSOSC hours to make the program a 24/7 operation, they developed a program that generated an email notification to the Jeppesen department tasked with creating graphics after normal FSOSC operating hours to advise of a new or cancelled NOTAM; the FSOSC was also included in this automated process of NOTAM retrieval. This was a vast improvement over the way we had been checking for issuances or cancellations. By the way, right before Tim DeGrazio headed back home after his detail he requested a similar process to be acted upon by management. Still waiting to receive any kind of response on that one. It�s a moot point because we have been taken out of the loop until the 500-pound legal brains work it all out. AOPA Flight Planner uses the graphics created by the FSOSC and during the AOPA EXPO in Philadelphia, attended by Kevin, he was given very positive feedback on those graphics. Funny, AOPA doesn't have a connectivity problem, and the members who use it like it. If you are an AOPA member, visit their website and download their Flight Planner software and see for yourselves. We can assure you that Jeppesen will not be abandoning the TODS program. They are going to create the graphics in the same manner we do at the FSOSC and will provide them to AOPA and any other pilot who purchases the Flite Star Program and they will make money on it. Jeppesen has been paid by the FAA to develop the program and has used a joint team of NAATS/Management members during the initial phase of development and then had four different dues paying NAATS members provide additional troubleshooting over the past year and a half to make the program work. On November 6, your fighting FSOSC guys in action participated in a telecon with several programmers and other representatives from Jeppesen. They are going to submit a cost proposal to the FAA for some very positive software changes to the TODS program. Some of the changes were based on recommendations made by the FSOSC who are trying to make it work, some were from the facility level and some were for enhancements that Jeppesen is suggesting. More on those items later once the cost proposal is submitted to the FAA. They�re all probably part of a greater pipe dream since the guys wearing the management hats have said they are not going to pay Jeppesen another dime. This is sad because we feel that aside from its shortcomings (that have relatively easy fixes -- connectivity, 24/7, training), TODS is still the best game in town for all that it offers. Jeppesen is trying to make this work by doing all the right things. Please keep in mind the FSOSC is a program that has been sanctioned by NAATS and is utilizing NAATS members to create the TFR graphics. This seems to be a rarity for the FAA; actually putting people with a Flight Service background in a program designed for Flight Service. It�s time to start pushing for something good. When you get the opportunity, sit down at the TODS computer and start exploring the many features the program has to offer. If you are having any difficulties in any area give one of us a call -- our telephone numbers are posted. Once you are convinced of its worth as a briefing tool (and we think you will be), start pushing your FacRep to demand what you deserve -- reliable connectivity, 24/7 coverage, training and sufficient equipment to make it work. Happy Holidays to all. GFA REPORT Art Finnegan, GFA Representative -- [email protected] The GFA which is being developed by the NWS Personnel at the Aviation Weather Center in Kansas City, Mo. in conjunction with the FAA�s ARS-20 is now at a point in it's evolution where it needs input from the main users of the product who is Flight Service. A preliminary evaluation of the GFA at the Tech. Center in Atlantic City, NJ in February 2004 is planned. The FAA will soon request that NAATS select one bargaining unit representative from each region plus one from Hawaii and Puerto Rico to travel to the Tech Center for one week to participate in the evaluation. I think that NAATS Directors who may be asked to name a representative from their Region might begin to consider their choice as GFA evaluator/participant based on any unique set of circumstances, which may exist in their area including uniqueness. This will contribute positively to the quality and accuracy of any final product. Please keep in mind that this is not a final determination by any stretch but rather an opportunity for users (FSS) to provide input to an evolving project. The realizations that result from the evaluation will provide input for improvement/refinement of the product. The bottom line here it seems to me is to produce the GFA correctly which will significantly contribute to making our job easier and hopefully more accurate. I cannot speak for the Agency, obviously but from what I have observed it appears that ARS-20 Rick Huewinkle and Steve Albersheim are of the opinion that in order for the FAA to field this product it must fit the need of the main users (FSS) and be able to replace the current product. They have studied and are aware of the problems with the Canadian product and want to avoid them. I have personally talked with a representative of the Canadian FSSs and he indicated based on what they have seen so far, that they may consider our product for use in their Country. ARS-20 was and is willing to give a presentation to NAATS in Las Vegas about the GFA. I will be glad to answer any other questions if you have them, I will soon submit a Newsletter article to update the membership in the meantime I am working on getting checked out at PIE AFSS and work on the fixer-upper I bought in St. Petersburg. AFSSVS REPORT Steve Glowacki, ICS Representative -- [email protected] I apologize for not sending an update last month, but things have been moving rapidly in different directions and trying to write a snapshot of what was happening was just not possible. So, for an update, let me start that during the summer it was decided to combine the ICS voice switch efforts that focused on Flight Service and Terminal with NAS-Vcom that focused on Enroute. This single approach now represents a NAS-wide assessment of voice switch needs regardless of ATC domain. I think it�s important to look back and see how we got to this point. In the late 90s AFSSVS was born as a needed replacement to our (still) aging equipment. In this, some new things were added for voice switching equipment i.e. virtual identification of positions and resources, network-based (LAN) platform, inter-facility sharing of resources - all of which where fore-fronts to what is now being called Dynamic Resectorization. (Yes, I�ve had to explain that AFSSs have geographic sectors similar to others.) Curiously, while the Integrated Product Team (IPT) was writing specification language (FY00) on how the AFSSVS system would work, the industry was drafting strategic language to desire the same capabilities in future decades. In short, the IPT was ahead of the game with AFSSVS. After the fiasco with the dual contract awards and eventual cancellation of the AFSSVS procurement, the Integrated Communications System (ICS) was born combining Flight Service and Terminal. During this process it was seen that voice switching functions were largely (<96%) common among two of the three domains. And this statistic doesn't include the networking capability as a common requirement, something that�s essential for Dynamic Resectorization. As ICS went for Investment Analysis, it was determined that it should be combined with similar efforts going on with NAS-Vcom. Thus, was born the NAS-Wide Voice Switch (NVS) - a non-domain specific effort to assess and resolve the needs for all ATC environments. Interestingly enough, this has causes the commonality of the functions to increase closer to 100%. There are as always uniquenesses for each domain, most of which are based on physical differences (consoles, etc.). Recently, the "checkpoint" decision was made to proceed with a high level assessment of the possible solutions. Some of which include whether to buy a single voice switch for all three domains, buy two voice switches - large and medium (STVS still being used for the small facilities), buy three voice switches - one for each domain, etc. Later, at the conclusion of Investment Analysis this decision will be made. I�ll take this opportunity to say that my money is on the two-switch approach. From everything I�ve seen, it appears the driving difference will be in the number of positions and the number of G/G and A/G lines a facility will need. Although, there might be a paring out of a few functions, this won't big enough to justify spending money for separate procurements. Enough of history! The most recent efforts now have us working on combining all of the ATC needs into a single Requirements Document. I know I (and others) have written before about the acquisition process, but at the risk of causing eyes to roll back in everyone�s head let me say that this is the KEY document that drives what we'll get in the field. So, naturally I�ve placed a lot of attention on it. I�d like to note that the "dash-1's" have determined that the previous ICS IRD will be the baseline for the NVS IRD. It�s a very logical decision and takes advantage of the hard work that was done in ICS to combine Flight Service and Terminal needs. In doing so, the FAA probably saved 6 months... not to mention the money spent on the initial effort.
During the next few months, the Investment Analysis will be
in full steam. This process has been recently adjusted in the AMS, so
there�s still some back and forth among everyone on where we�re at and where
we�re going. I�ll keep you updated as things progress. Bill Dolan, NAATS Chief Negotiator -- [email protected]
What is a RIF and how will it affect you? Short of eliminating the A-76 study of flight service, the current situation will most likely result in a RIF. The end result of the study, including who the successful bidder is, along with what we are able to negotiate will determine how many flight service employees are affected and how it will impact their careers and personal lives. This is an overview of the process and your rights. RIF regulations are issued by OPM and can be found in 5 CFR 351 however when the Agency was authorized to develop their own personnel system (Sec. 347 of the 1996 DOT Appropriations ACT), RIF policy and procedures were included. The Agency chose to continue the RIF policies and procedures in effect at that time. They are found in FAA Order 3350.2C, October 17, 1994. Prior to conducting a RIF, the Agency must comply with Article 107 of our contract which states: "Prior to any Reduction in Force (RIF) in the NAATS bargaining unit, the Agency shall notify the union and negotiate to the extent required by law and in accordance with Article 7, Mid-Term Bargaining." This is where we get our shot to negotiate the mitigation of the adverse impact on the employees (what the Agency will do to help you) and arguably, the substance of the policy contained in the order itself. OPM guidance states conducting a RIF is the final option of an agency. Other options, including hiring freezes, early retirement, buyouts and directed reassignments should be tried before conducting a RIF. This list is not all inclusive and anything we can come up with is fair game for negotiations.
BASICS First the Agency must define competitive areas. A competitive area must be defined solely in terms of an Agency organizational unit and geographical location and includes all employees within the area. The minimum competitive area is a subdivision of the agency under separate administration within the local commuting area. In most, if not all cases this would be an individual facility. Unfortunately, all case law has held that negotiation of competitive areas is a permissive subject if it includes employees not covered by the bargaining unit. Since this is the case, management may chose to negotiate competitive area but we could not force them to. A competitive area must be established at least 90 days prior to a RIF. Next, competitive levels are determined based on grade, job series, qualifications, duties, and working conditions of the employees in each competitive area. In a nutshell, separate competitive levels would be established for supervisors, journeymen, developmentals..., etc. If there are any part-time or seasonal employees in any category they would be placed in separate competitive levels. This would be followed with the development of retention registers for each competitive area, by applying the four retention factors to the employees in each competitive level. The four retention factors are: 1.) Tenure (I, II, III), 2.) Veterans� Preference (Subgroup AD, A, B), 3.) Length of Service (Service Comp Date or SCD) and, 4.) Performance (adjusted SCD based on performance appraisals). The Retention Register is the single most important document in a RIF. This list determines the order in which employees are released (assuming the transition plan does not call for the abolishment of all jobs in an entire competitive area simultaneously) and which employees remain employed (assuming the Agency retains a certain number of employees for the MEO or inherently governmental work retained in the Agency).
BUMP/RETREAT RIGHTS "BUMPING" means displacing an employee in the same competitive area who is in a lower tenure group, or in a lower subgroup within the released employee�s own tenure group. For example, an employee in Tenure group I can bump an employee in Tenure groups II or III, and an employee in Subgroup IAD can bump someone in Subgroups IA or IB. Although the released employee must be qualified for the position, it may be a position that he or she has never held. The position must be at the same grade, or within three grades or grade-intervals, of the employee�s present position. "RETREATING" means displacing an employee in the same competitive area and in the same tenure group and subgroup who has less service. For example, a IA employee might be able to retreat to the position of another IA employee who has less service. The position must be at the same grade, or within three grades or grade-intervals (five for subgroup AD), of the employee�s present position. The position into which the employee is retreating must also be the same position (or an essentially identical position) previously held by the released employee in any Federal agency on a permanent basis. Employees with a current annual performance rating of "Minimally Successful" only has retreat rights to positions held by employees with the same or lower current performance rating. Employees in Groups I and II with current performance ratings of "Unsuccessful," and all employees in Group III, have no assignment rights to other positions. Employees holding excepted service positions have no assignment rights unless their agency, at its discretion, chooses to offer these rights. (Note: The FAA has given these rights to Agency employees per FAA Order 3350.2C) All that being said, you the employee will not see any of the mechanics just described. The Agency (HR) determines competitive area, competitive level, and retention registers. If you have bump and/or retreat rights they will apply them. You don�t choose who you will bump or what position you will retreat to (if the option is even available). The most important thing for you to realize is that bump and retreat apply to your competitive area. It does not allow you to bump or retreat to another facility or job previously held anywhere outside the competitive area. That is not to say that if you have previous experience in terminal, enroute, AF, personnel, or any other area that you can�t get there. The Agency can offer you a position or we may negotiate it. All is not lost and no specifics have been discussed or agreed to at this time. It is an ongoing process. If and when the time comes, you will receive a RIF notice which will contain:
The single most important thing you can do to preserve your rights is to ensure that the RIF notice is complete and accurate. It contains the information used to place you on the retention register and determine your retention standing. The first step you need to take is to review your Official Personnel File and check the accuracy of the information it contains. You also need to be sure it is complete and up to date regarding previous positions held and any update to your educational experience. It could mean the difference in being offered a position or being on the street. I have downloaded a wealth of information on RIF and employee rights. I will be contacting John Dibble and Jose Vasquez to determine which web site they will be on for your use. If you have any questions e-mail the to Kate Breen, mailto:[email protected], and either she or I will find an answer and get it posted on the appropriate website. FAA, AIR TRAFFIC CONTROLLERS EXTEND DEAL By Leslie Miller, Newsday, December 9, 2003 WASHINGTON -- The Federal Aviation Administration and the air traffic controllers� union agreed Tuesday to a two-year extension on a contract that will more closely tie pay to performance. The contract with the National Air Traffic Controllers Association doubles to 75 percent the number of FAA employees whose pay is partially tied to performance. The agency wants the controllers to reduce operational errors, improve runway safety and increase on-time arrivals. The agreement also calls for annual pay hikes equal to the automatic pay raises received by other government workers. That was between 4 and 4.9 percent in 2003, depending on location, but Congress is considering raising it next year. The contract eliminates some costly side agreements. For example, controllers were allowed to keep most of the pay raises from promotions to busier facilities even if they failed training there and returned to their old jobs. The existing five-year contract gave controllers a big pay increase, raising the average base salary 47 percent from 1998 to 2003, from $72,000 to $106,000. Doug Church, spokesman for the National Air Traffic Controllers Association, said that was the best contract air traffic controllers ever had. "To extend it for two years is good news," he said. The FAA is seeking to better control spending as it modernizes the world�s most complex air traffic control system. FAA Administrator Marion Blakey recently announced a major shake-up that aims to bring greater accountability to managers. "The FAA focus is becoming a more performance-based organization, and this extension is a significant component of that effort," Blakey said. She estimates the agency could save $40 million by eliminating some of the side agreements. The controllers sought, but didn�t receive, an agreement to increase staff. The union says the current ceiling of 15,000 controllers is inadequate to prepare replacements for the 5,000 who will qualify for retirement by 2007. "Too few controllers are operating the system right now, and we are far from seeing a bubble of hiring needed to prepare for the coming wave of controller retirements," controllers� union President John Carr said. The union and FAA also remain at loggerheads over the government�s desire to privatize more air traffic control towers and jobs to save money. A four-year, $60 billion aviation spending bill was stalled for months as the union lobbied to block those efforts. The bill passed only after the Bush administration agreed to shield all air traffic control jobs from privatization for a year. AMERICANS GIVE FAA HIGH MARKS FOR DOING ITS JOB FPMI FedNews Online, December 17, 2003 Three-out-of-four Americans feel the Federal Aviation Administration is doing a good job according to a recent survey from The Harris Poll, ranking the agency as one of the top three in government. The 76 percent positive public rating for the FAA in 2003 is a dramatic jump from 2001 and 2002, which were 58 and 54 percent approval ratings respectively. "The vast numbers of Americans who take to the skies everyday is a true indicator of the nation�s confidence in air travel," said FAA Administrator Marion Blakey. "In the next 100 years of flight, with millions of more Americans choosing air travel, the FAA intends to meet public expectations and make the finest aviation system in the world even safer and more efficient." The FAA attributes this year�s rise in public confidence due to the agency�s extensive efforts to modernize air traffic, improve capacity, upgrade international leadership, and strengthen the agency�s organizational excellence. This year, Blakey unveiled the "FAA Flight Plan 2004-2008." The plan establishes objectives for reducing commercial and general aviation accident rates; creates programs to work with local governments and airspace users to meet capacity demands; steps up efforts to work with international aviation organizations to create strategic partnerships; and provides guidelines for stronger organizational leadership at the agency with a better trained workforce, enhanced cost controls, and improved decision-making based on reliable data. In addition, the FAA recently consolidated all of its air traffic services and research and acquisition programs into a single business-like structure. The Air Traffic Organization is a leaner, more efficient organization with a strict focus on providing the best service for the best value to the aviation industry and traveling public. The Harris Poll was conducted online within the U.S. between Oct. 21 and 27 among a nationwide cross section of 2,056 adults on various federal agencies. Eighty-five percent of those polled understood what the FAA did and did not do. Gregg McGann, RDU AFSS -- [email protected] There was a joke that was popular in Hong Kong during the handover to China. It seems that Mao Zedong, Zhou Enlai and Deng Xiaoping were having a discussion. Mao asks, "How do you get a cat to bite a hot pepper?" "That�s easy," says Zhou. "You hold him down, pry his jaws open, and stuff the pepper into his mouth." "No, no," says Mao. "That�s force. We want the cat to bite the pepper of his own free will. "I know," says Deng. "Wrap the pepper in a piece of tasty fish." "No, no," says Mao. "That�s trickery. We want the cat to know he�s biting a pepper." Deng and Zhou think about it for a while longer but are finally forced to admit defeat. "We give up," they said. "Tell us, Noble Leader, how we can get a cat to bite a hot pepper knowingly and of his own free will." "Simple," says Mao. "Stick the pepper up his butt. He�ll be glad to bite it." There is a certain spicy flavor in the FAA�s dealings with us lately. They certainly seem to be getting us to help them dismantle the Flight Service system, starting with our contract. It looks like we approved it by a large margin. Only last year we overwhelmingly rejected a 5.5% raise, and now we overwhelmingly voted for 0.0%. Ms. Blakey managed to do this through a combination of a small bribe -- the signing bonus -- and the threat of taking away our ATRA roll-in. Looks like banana peppers on the menu this fall. That�s not all she�s managed to do with the pay agreement. Years ago, when the AFSSs were still new, we managed to get a GS-12 grade for all AFSS personnel based on the complexity of the equipment, the increase in workload, and the challenges of automation. The FAA has always regretted this and it looks like they�ve found a way to reverse it. The old FG scale had automatic increases, so a new employee would be assured of topping out in the pay scale during their career. Unfortunately, these automatic raises cease with the move to core comp. We�ve heard a lot of discussion about our pay since a majority of our aging workforce already exceeds the H-band cap, but what about our new hires and those with only a few years service? If you are a Step 3 or 4 when your get converted to Core Comp this winter you are no better off than the old GS-11s. Your salary is going to be in the low to mid 50�s instead of the high 60�s. The FAA has succeeded not only in reversing the will of Congress on our salaries, but they got us to vote in favor of it. Jalape�o, anyone? Wait, there�s more. For years, the FAA has wanted to do away with all the Flight Service personnel and facilities it could get away with. For years, we have opposed further consolidation and part-timing of our facilities. Now, under the threat of A-76 and the MEO we�re right their at the table with them talking about consolidation and part-timing. We�re ready to abandon all non-OASIS facilities and half our workforce in order to save our jobs. We�ve been saying for years that we need more staffing to do the job, but now we�re willing to accept a 50% reduction or more. Hey, is that a habanera? Blakey seems to have succeeded where others have failed, succeeded in finding our weakness. She�s learned that we�ll sacrifice almost anything to keep our jobs. When I say that I don�t mean to imply that we lack the will to call her bluff, because we all know she�s not bluffing. She�ll gladly destroy the safest aviation system in the world to satisfy hers and Joan Kansier�s "vision." She has succeeded not only because we care about our jobs, but because we care about the system. We care about the pilots. We care about the future of General Aviation in this country. She�s used our dedication to the flying public against us and it has turned out to be her most powerful weapon. I�ve always liked peppers, but I had hoped that the Little Red Book she paid attention to wouldn�t be Mao�s. If we can�t trust finding a knife in a suitcase to the lowest bidder, why in the world would we entrust the safety of air traffic to the lowest bidder? -- Sen. Richard Durban, D-IL From the American Institute of Aeronautics and Astronautics Los Angeles Section 1093 Wright Flyer Project. Edited by Marilyn Ramsey
The Beginning of Powered Flight Humans, in the three million years of evolution, have gazed at the flight of birds with wonder and jealousy. In their fantasies, they have endowed lions, horses, angels and even gods with wings indicating the high esteem that wings commanded. Now, common man had joined this illustrious group with his own real wings. The 1903 Wright Flyer possessed all of the technical features necessary for powered, manned controlled flight that had eluded others for centuries. It did require considerable skill by the pilot, so much so that no precise replica has been successfully flown since that eventful day. The aircraft ran 40 feet along a wooden starting rail on level ground and then rose into the air. It flew 120 feet in 12 seconds. This was the first flight in history in which a machine carrying a man had raised itself by its own power into the air, had flown forward under control without a reduction in speed and had landed at a point as high as that from which it had started. The era of flight had begun.
Wright Facts The great inventions of the Wright brothers included: (1) Wing warping
(2) The forward canard
(3) Wind tunnel tests of their airfoil sections
(4) The movable rear rudder
(5) An Efficient Propeller.
The first passenger to ever fly in an aeroplane was Charles W. Furnas who was taken aloft by Wilbur Wright on May 14, 1908 for a flight covering 1,968 ft, of 28.6 seconds duration. Later the same morning, Orville Wright flew Furnas for a distance of about 2.5 miles, which was covered in 3 minutes and 40 seconds. Orville and Wilbur flew together only once in their aeroplane for their father to see, but decided it unwise, because if they crashed, no one could carry on their work. The Wright Brothers inherited an aptitude for independent judgment, personal courage and mechanical talents of superior calibre. Two older brothers, Reuchlin and Lorin and a sister Katharine, went on to college, while Orville and Wilbur had only high school educations, and never officially graduated. However, their solid scientific methods had set free the ancient dream of human flight. The first American to fly after the Wright Brothers was Glenn H. Curtiss, who flew his ""June Bug" for the first time on June 20, 1908. The first aeroplane purchased by the American Government was a Wright Biplane, "Miss Columbia," sold by the Wright Brothers on July 30, 1909. The price was $25,000, but a bonus of $5,000 was awarded because the specified maximum speed of 40 mph was exceeded. The aircraft was constructed in Dayton, Ohio. The first aeroplane armed with a machine gun was a Wright Biplane flown by Lt. Thomas de Witte at College Park, Maryland on May 7, 1912. The gunner, who was armed with a Lewis gun, was Charles de Forest Chandler of the U. S. Army Signal Corps. The first Air Service of the U. S. Army was established on July 18, 1914, when an aviation section was formed as part of the Signal Corps with a "paper" strength of 60 officers and 260 men. The entire fleet amounted to six aeroplanes. 100 Years of Aviation Milestones Compiled by Elinormarie Morrissy July 1909 -- French aviator Louis Bleriot makes the first heavier than air flight across the English Channel. April 16, 1912 -- Harriet Quimby, first American woman pilot, becomes the first woman to fly across the English Channel. June 1921 -- Bessie Coleman, the first African American woman pilot, receives a pilot�s license from the French F�d�ration A�ronautique International. February 2, 1925 -- President Calvin Coolidge signs the Federal Air Mail Act of 1925. May 1928 -- British Captain Charles Kingsford-Smith and his crew make the first flight across the Pacific Ocean. May 21, 1927 -- Charles A. Lindbergh lands at Le Bourget Field in Paris, France after completing the first solo non-stop flight across the Atlantic Ocean in the "Spirit of St. Louis." November 1928 -- Australia�s Sir George Hubert Wilkins and Carl Ben Eielson are the first men to fly over Antarctica. September 24, 1929 -- First instrument flight. October 1930 -- Laura Ingalls, flying in a Moth biplane, becomes the first woman to make a solo transcontinental flight. May 1932 -- Amelia Aerhart becomes the first woman to fly solo across the Atlantic Ocean. July 1933 -- Wiley Post completes the first round-the-world flight. July 19, 1933 -- Charles Alfred Anderson of Bryn Mawr, Pennsylvania, and Dr. Albert Ernest Forsythe of Atlantic City, New Jersey, become the first African Americans to make a transcontinental flight in their own airplane. September 1936 -- The first transatlantic round-trip airplane flight, originating in the United States, is made by Richard Merrill and Harry Richman. January 1937 -- Howard Hughes, flying his own Hughes H-1, breaks the U.S. transcontinental speed record, flying from Los Angeles, California to Newark, New Jersey in 7 hours, 28 minutes, and 25 seconds with an average speed of 332 miles per hour. May 13, 1940 -- First flight of Sikorsky�s V-300 helicopter. May 1943 to June 1945 -- The 332 Fighter Group, also known as the Tuskegee Airmen, fly 15,533 bomber escort and ground attack sorties. October 1943 -- Women Airforce Service Pilots (WASP) pilot, Ann Baumgartener Carl, flying a Bell XP-59A became the first American woman to fly a jet. January 3, 1944 -- First helicopter rescue mission flown by CDR Frank Erickson of the U.S. Coast Guard. He flew blood plasma through a show storm to treat the survivors of a ship wreck. October 14, 1947 -- Air Force Major Charles E. "Chuck" Yeager, flying the Bell X-1 "Glamorous Glennis," becomes the first pilot to fly faster than the speed of sound. June 26, 1948 to 1949 -- The Berlin Airlift. February 1949 -- The first round-the-world, nonstop flight by Captain James Gallagher, flying the B-50 Superfortress. October 4, 1957 -- the Soviet Union launches Sputnik I. November 1, 1958 -- Federal Aviation Administration is established, with Elwood R. Quesada as its first Administrator. January 31, 1958 -- Explorer I, the first U.S. earth-orbiting satellite, is launched. April 12, 1961 -- Yuri A. Gagarin of the Soviet Union becomes the first human in space. May 5, 1961 -- Alan B. Shepard, Jr. becomes the first American in space. February 2, 1962 -- John H. Glenn, Jr. becomes the first American to orbit the earth to begin the series of orbital flights of NASA�s Project Mercury. March 18. 1965 -- Alexi Leonov of the Soviet Union becomes the first human to walk in space. June 3, 1965 -- Edwin H. White II becomes the first American to walk in space. February 2, 1969 -- First flight of the B747 jumbo jetliner. March 2, 1969 -- First flight of the Concorde Super Sonic Transport (SST) July 20, 1969 -- Apollo 11 lands on the moon and Neil A. Armstrong takes the first step on the lunar surface. July 18, 1975 -- U.S. Apollo and Soviet Soyuz spacecraft dock over the Indian Ocean. July 20, 1976 -- Viking I becomes the first spacecraft to land on Mars. August 1977 -- Champion bicyclist and hang-gliding enthusiast Bryan Allen demonstrates sustained, maneuverable, human-powered flight while flying the "Gossamer Condor" for 7 minutes, 2.7 seconds in a closed course. February 22, 1978 -- First Global Positioning System (GPS) satellite launched. October 24, 1978 -- President Jimmy Carter signs the Airline Deregulation Act of 1978. December 1979 -- The first solar-powered long-distance airplane flight is recorded when the "Solar Challenge" flies for 22 minutes over a distance of six miles near Marana, Arizona. The 210-pound plane, constructed of aluminum and plastic, was piloted by Janice Brown. April 12, 1981 -- First flight of the Space Shuttle "Columbia" by astronauts John W. Young and Robert L. Crippen. June 18, 1991 -- First flight of the F117A - Nighthawk stealth fighter. June 18, 1983 -- Dr. Sally K. Ride becomes the first American woman in space aboard the space shuttle Challenger. December 1986 -- The first round-the-world flight without refueling is made by Dick Rutan and Jeana Yeager, flying on the Voyager, a front-and-rear propelled plane constructed mainly of plastic. July 17, 1989 -- First flight of the USAF Northrup B-2 stealth bomber. April 24, 1990 -- Hubble Space Telescope launched. August 16, 1995 -- The Concorde completed the fastest around-the-world flight by a commercial jet in 31 hours, 27 minutes and 49 seconds. March 1, 1999 -- Bertrand Piccard and Brian Jones make the first successful nonstop flight around the world in a balloon. July 22, 1999 -- Col. Eileen M. Collins, USAF, becomes the first woman to command a space shuttle mission. October 24, 2003 -- Final commercial flight of the Concorde SST.
John Innes, The Scotsman, 9 December 2003 The government�s "blind optimism" was to blame for the financial problems, which have dogged the air traffic control system since its part-privatization in 2001, a scathing report by a Westminster spending watchdog said today. The Commons public accounts committee said that ministers made insufficient allowance for possible fluctuations in demand from National Air Traffic Services customers and assumed that the regulator would always be ready to bail the company out in the event of a downturn. The company�s difficulties could not simply be blamed on the dip in air traffic since 11 September, said the committee. NATS was thrown a �130 million lifeline - including �65 million from the government - earlier this year after struggling to balance its books in the two years since it was partly sold off in a controversial Public Private Partnership (PPP). At the time of the sale of 46 per cent of the company to the Airline Group consortium, there was considerable lobbying for an alternative not-for-profit structure for the service, like that seen in Canada. Today�s report said that this option was "dismissed too readily" by the then Department for Transport, Local Government and the Regions. "The regulatory arrangements, copied from the regulated utilities, have been shown to take insufficient account of the very different business risks which NATS faces," said the report. "The department failed adequately to test the robustness of the Airline Group�s proposed financial structure for NATS. "The set of scenarios examined was more optimistic than historical experience warranted and imprudently assumed that the regulator would always be both willing and able to intervene quickly to protect NATS from any sudden business downturn." Ministers argued that the PPP would give NATS freedom to invest in modernization. But today�s report said that the structure of the scheme, coupled with the government�s decision to take �758 million in proceeds from the sale, left the company unable to access external finance for more than a year at a time when it was embarking on a �1 billion, ten-year investment program. Edward Leigh, the chairman of the committee, said that the taxpayer had been unfairly penalized as a result of the government�s determination to part-privatize the service. "In pursuing the NATS PPP, the department dismissed the alternative not-for-profit solution operating successfully in Canada and ignored historical downturns in traffic. "Blind optimism by the department, coupled with its raiding of NATS finances, left the company in a vulnerable financial position, with debts double what they were before the PPP. "This would be all very well, but the private-sector partner, the Airline Group, did not have to bear financial risk in proportion to the control they had over the company. In such situations, the taxpayer is unlikely to be the winner."
FPMI FedNews Online, December 16, 2003 President Bush signed into law Dec. 16 the Federal Aviation Administration�s four-year, $60 billion reauthorization bill, Vision 100 - The Century of Aviation Act. Vision 100 strengthens America�s aviation sector, provides needed authority to the FAA and enhances the safety of the traveling public. Department of Transportation Secretary Norman Mineta and Federal Aviation Administrator Marion Blakey hailed Bush's signing of the bill. "One hundred years after the Wright Brothers unlocked the secrets of manned flight, the president, with a stroke of his pen, has unlocked the safety benefits and economic power of this landmark reauthorization legislation," said Mineta. "Vision 100 supports improved air safety and security for air travelers, while creating over 665,000 new jobs through airport improvement projects throughout the country." The bill provides $14 billion dollars for airport construction projects, $140 million dollars to assist small communities in attracting and retaining air service, $308 million dollars to ensure air service to isolated communities, and $2 billion dollars to create more efficient security screening at airports. "The President has given us the tools and authority to help travelers get to their destinations more on-time and to balance growth with sound environmental stewardship," said Blakey. Vision 100 provides a new source of funding for important environmental and clean air initiatives at airports. The bill also includes an important pilot project that will allow the FAA to work collaboratively with the airlines to reduce delays at the nation�s most congested airports. Brought to you by FedWeek.com
Pay Raise Still Not Finalized
Spending Bill Contains Familiar Provisions
Overtime Rules Allowed to Proceed
TSP Returns All Positive
End of TSP Open Season Coming Up
Room Rate - $79.00 single/double occupancy
Board of Directors Meeting -- April 5, -- April 6, 2004
Southwest Airlines Travel dates are anytime starting March 31, 2004 and ending April 14, 2004. If you are interested in serving as a national NAATS representative on either liaison details or workgroups please send your resume to NAATS HQ. Details are in Washington, DC at FAA HQ and are for one year. Workgroups meet as necessary and require varying degrees of travel. It would be helpful if you would list your area(s) of interest in your resume, e.g., automation/equipment, operations/personnel, etc. ALASKA REGION
CENTRAL REGION
EASTERN REGION Ron Consalvo, Acting Director and Deb Shea, Acting Coordinator Happy Holidays to all. ISP would like to say welcome home to our new employees' Randi Stiedl from Kenai FSS and Dan Gonzalez from Greenwood FSS. Both Randi and Dan are originally from the New York metropolitan area. As the holiday season begins, We thought it might be nice to acknowledge the charitable endeavors by our FSS facilities. Based on FacRep response to this question we are pleased to share the following with you. MIV participates in the Toys for Tots campaign during the holiday season. Carol MacAteer shared with me that the MIV family has been very generous in the past and was the best contributor for their area Toys for Tots campaign. Each year ISP controller Clare Vara runs a toy drive for children living in local shelters. The generosity of those at ISP grows each year and Clare�s tireless effort makes this toy drive a success every year. Here�s wishing all of you a happy, safe, peaceful, and healthy holiday season. Take time to reflect on the truly important things in life family, friends, health, and happiness. GREAT LAKES REGION
NEW ENGLAND REGION
NORTHWEST MOUNTAIN REGION
SOUTHERN REGION Tom Forte, Acting Director and Richard Anderson, Acting Coordinator
Whatever happened to NFP? The current white house administration sees us as nothing more than peons. They run the government and the FAA just like their "big business" supporters run their corporations. It doesn�t matter at what cost to their employees, as long as the people at the top reap the benefits. The FAA obviously supports this theory. They have shown repeatedly over the last three years that there is no genuine concern for its employees or the customers we provide a service to. It�s not just the A-76 process either. Look at all the problems that are arising throughout the region. We have grievances coming from facilities that haven�t file grievances in years. We have managers denying the local unions the right to negotiate watch schedules or other policies affecting working conditions. We have employees being removed for accidents that have occurred. FacReps are being harassed and given low marks on their PERs because they dared to file a grievance. Other employees are being suspended or reprimanded routinely now. Employees are being counseled for sick leave usage. Management is unilaterally making decisions without negotiating with their FacReps. The number of grievances scheduled for the quarterly reviews are increasing dramatically. ULPs are being filed at several facilities over the refusal to bargain in good faith. Morale and productivity are on the decline. Let�s face it, those "warm and fuzzy days of NFP" are over and we have to act accordingly. Hold them to the contract. Do your research and file your grievances timely and correctly. Raleigh Durham AFSS Submitted by Greg McGann Things have been pretty quiet here in RDU until this past year, so there hasn�t been much to report. Abe Bacallado retired this November and promptly left for a Caribbean cruise. Linda Chappel got married in October and announced that she�s retiring in March, and we actually got a few new people. Jim Stevens came down from DCA and brought a wealth of expertise on the ADIZ, and Bob Acker and Nathan Sanders are new-hires. As for the things that haven�t been so quiet, we were spoiled by our last ATM. We went 5� years without a single grievance, operational errors were minimal, morale was good, we were Southern Region Facility of the Year three times and National Facility of the Year twice. Then the ATM retired, followed quickly by the good supervisors, and the good times were over. Ignoring the old adage that if it ain�t broke, don�t fix it; the new ATM announced that it was time to begin making some changes. Well, it�s been two years and we aren�t the Facility of Anything anymore, unless you count low morale and grievances. Privileges were restricted, arbitrary and illogical policies were instituted, and the grievance count stands at around 73. We nearly came to impasse over the schedule this year and we have two ULPs pending with the FLRA. The obvious question, of course, is why someone would want to take an exemplary facility that would undeniably reflect well on the management team and destroy it. There are no obvious answers, but it is clear that this is intentional. From what I hear it isn�t confined to this facility either. Apparently the FAA has decided that the best way to distract us from A-76 is to make our lives miserable. Speaking of miserable, has everyone seen the A-76 propaganda video? It would do Josef Goebbels proud. Honesty and integrity are sorely lacking in the FAA and the only reliable information is coming from NAATS. Surprisingly, the memo that accompanied the video says to address all feedback to Suzanne Hynes at 202-385-7004, or [email protected]. I think it�s time to make our opinion known. Nashville AFSS Submitted by Carroll Carter-Bermudez Happy Holidays to all from Nashville AFSS. We were very proud to award Deborah Stinson her 30 year pin this month, as she is one of our valuable employees at this facility. We have completed the bidding for next years schedule and everyone appears very happy with the shifts that we able to get. We will transition into this new schedule on January 25th. Our FacRep, Bob Bermudez, has been busy attending the quarterly in GNV and then off to LAS for the new contract training. I think I speak for most when I say, I am so glad that the contract has been ratified. I believe we got the best we could have ever hoped for from this administration, although I know we are worth much much more. Now we can fully concentrate on the A-76 issues. And I would like to thank all those tireless souls in the NAATS office working on this issue. I hope everyone has a fantastic Christmas holiday and we all look forward to a wonderful 2004 year. Happy New Year to all!!! MEO Update from Your Director Dave Hoover, ASO Regional Director Three weeks ago, I contacted the Southern Region and asked if they would like for the National MEO Team to come to the quarterly and brief the Managers, FacReps and anyone else that could attend on what it is the MEO is doing to win the bid for your jobs. The Friday before the quarterly, Mike Jenkins contacted me and said that Marilyn Jackson-Brame told him that the MEO couldn�t brief the Southern Region on the MEO. I told him that I would straighten it out, because we had briefed facilities and other regions on several occasions, already. Mr. Jenkins said it didn�t matter because the Southern Regional Office would not support FacReps with official time to attend. First off, what a bunch of garbage. How is it that the Southern Region doesn�t know the difference between ACA, which is the department Ms. Jackson-Brame is working out of (THAT�S THE ONE RUNNING THE PROCESS TO OUTSOURCE YOUR JOBS), and the MEO, (the ONE WORKING TO SAVE YOUR JOBS). I�ve attended MEO briefings in four separate regions and participated in two in the Southern Region (MKL and LOU). You think there was a problem doing them. Our regional leadership�s not smart enough to know that these briefings benefit those that stand to be most impacted by the A-76 process. Maybe they do, that�s why with everything else going to hell under the sorry leadership that has embalmed the Southern Region over the last two years, the Southern Region Management Team won�t support any official time for the operational personnel of this region to attend a briefing on the very process that has the potential to put you out of work. Except for those protected at the regional office, it�ll put administration, supervisors, staff and manager�s in the field out of work, too. DUH. You know what, we couldn�t be any worse off working for a real employer. One where those getting paid to supervise and lead actual have the potential to make rational decision for themselves and are held accountable. If nothing else gets your attention in the Southern Region, know for sure that if you continue to sit quietly while idiots run you into the ground and out of work, you will be just that! SOUTHWEST REGION
WESTERN-PACIFIC REGION Mike Stafford, Director and Mike Puffer, Coordinator I am proud to be a member of NAATS. I am proud of the folks that took the time to write their congress folks. In my mind we were successful. Now is not the time to rest. We must continue to push for legislation to stop this. Speaking of success, John Wooden defined it as "Success is peace of mind that is the direct result of self-satisfaction in knowing you did your best to become the best that you are capable of becoming." Every member should to take time and reflect back, and ask, "Did I do my best to stop this?" If the answer is no, then develop a plan for the fight next year. I urge everyone to become actively involved in the Union. On the local level, you can assist your FacRep by becoming a representative for things like OSHECOMM or CRU-X. We are only as strong as our weakest link. After the announcement of the ATO, I emailed Russ Chew and got a response. Here that is: Russ, I listened with interest to your voice cast today. You mention that the FAA has been undergoing change to TQM. Let me assure you that is not the case. I was in the Air Force when it started and implemented TQM. As an Airman (E-2) I attended TQM classes, classes on Quality Assurance. It was stressed that TQM couldn�t be achieved until all employees were brought on board. In my four short years in the FAA, I have never attended a class on TQM or heard anything about TQM. There is no mission statement on our wall, there has never been a list developed on who our customers (internal and external) are. The FAA has never once asked the employees how we could improve the system and increase efficiency. So in my opinion we have never been a TQM entity. That leads to my next point: The A-76 study on Flight Service. The video the FAA put out on the study, said the only way we could become more efficient is to undergo an A-76 study. I liken that to American Airlines saying baggage-handling process is inefficient, the only way we can fix it is contract it out to Southwest. I feel that flight service could be restructured without an A-76. The reason Flight Service is so inefficient is that the FAA has continuously neglected, and mismanaged the Flight Service. Thank you for listening. If you have any questions feel free to email or call me. His response: Mike, Thanks for your message, and you're right. When FAA implemented TQM in the mid-nineties, it only involved headquarters management so the field was never involved (no wonder it didn't work!). Nevertheless, I agree that it's no excuse for management not being in touch with field ideas, with or without TQM. On the subject of A-76, it was already underway after I started, but I would tend to agree with your reasoning that it's not the ONLY way to become more efficient (although I've not heard "the other side of the story" yet). My goal for the ATO is to focus on good management practices, and be known for running so well that we won't be the target of A-76 or any other program in the future!
Russell Chew I received a response from the FAA for my letter to Ms. Blakey. Here it is: Dear Mr. Puffer: Administrator Blakey has asked me to respond to your letter of September 28. First, I would like to thank you for taking the time to voice your concerns. We do value your opinion and appreciate the opportunity to address your concerns regarding the AFSS A-76 competition. In response to the President�s initiative for Competitive Sourcing, the Federal Aviation Administration (FAA) has created the Office of Competitive Sourcing Acquisition (ACA) to conduct the acquisition phase of studies conducted within the FAA. The approved timeline for the study adheres to the time limits outlined (as amended via waiver) in the Office of Management and Budget�s (0MB) Circular No. A--76 (revised) dated May 29, 2003. A standard competition shall not exceed 12 months from the public announcement to performance decision unless a waiver is granted. Robert Sturgell, Deputy Administrator, ADA-- who is also the Competitive Sourcing Official (CSO), has approved a waiver providing an additional 3 months for the competition. The competition is currently in the pre-planning stage. A Public Announcement (the official start of the competition) is expected later this month. You expressed concern in your letter that deadlines have been moved up for political reasons and that accurate data is not being used to write the Performance Work Statement (PWS). You further stated that rushing the process will adversely affect safety and lead to cost overruns. The data used for the competition comes from the FAA�s existing data sources, i.e. the Corporate Air Traffic Tool Set (CATTS) and staffing standards from the Air Traffic Resource Management Program. This data is being augmented with information gathered through surveys to the field. These sources of data provide an accurate picture of AFSS workload and operations. The FAA will have responsibility for the oversight of safety and quality of services. There will be a comprehensive quality assurance process to continuously monitor and improve services being provided. The risk of cost overruns will be minimized through effective contract management of a primarily fixed--price service. We understand the concern that AFSS personnel feel associated with the A-76 competition. Much of this apprehension is related to unanswered questions about their future. The Human Resource Management (AHR) office is responsible for answering the workforce�s personnel-related questions. ACA personnel are working closely with AHR and Air Traffic personnel to ensure that timely decisions are made and that this information is shared with affected personnel as quickly as possible. The Circular does not require that activities listed on the yearly A-76 inventory be currently performed by the private sector. Per the Circular, a commercial activity is a recurring service that could be performed by the private sector and is resourced, performed and controlled by the agency through performance by Government personnel, a contract, and/or a fee-for-service agreement. A Feasibility Study, completed in July 2002, indicated that the functions performed by AFSS could reasonably be performed by the private sector. The agency recognizes the importance of the Flight Service function and how it integrates into the NAS. Several internal and external studies, including one by the Department of Transportation Inspector General, have acknowledged the need for improvement in the Flight Service functional area and have recommended change be implemented to address the cost effectiveness and efficiency of the service. The planned A-76 competition will constructively provide for that positive change. The AFSS competition is not about �privatizing� the flight service functions. The competitive sourcing activity is being conducted to ensure the most efficient, highest quality service is delivered to the AFSS customers. The Government bidder, the Most Efficient Organization (MEO), will compete on a level playing field with vendors. This is an excellent opportunity for the incumbent flight service personnel because it will provide a constant, funding stream for the facilities; implement improvements to existing systems; encourage innovative processes; introduce improved technology; balance workload and staffing and address the aging facilities and inadequate equipment. Bidders for the AFSS services are encouraged to develop innovative approaches, unconstrained by the current way the FAA conducts business. The MEO is the employees� opportunity to �fix� the service. We encourage you to support the MEO in their efforts. Sincerely,
Charles E. Keegan Mike Puffer, SAN AFSS FacRep Things have been busy here. On October 26, we evacuated for 2 days due to wildfires. They got within a mile of the facility and the facility filled with smoke. Thankfully, everyone survived and no one lost his or her house. We stand to lose four folks to retirement between now and February. That would put us at 22 folks out of 32. We are down to 2 supervisors and one of them has been selected for the OM position. The structure of our flight service is soon to be one ATM, supervising one OM supervising one supervisor, supervising 22 controllers. With management like is there any wonder why we are being contracted out. Oh well, come February the FAA will have to pay major bucks for CIC pay. You would think they would realize that giving an individual a 4% raise would be cheaper than paying us 10% per hour. HAWTHORNE AFSS NEWS Eli Morrissy, HHR AFSS
Welcome New NAATS Members
PAC Finished The Twelve Days of Flight Service Christmas 2003 On the first day of Christmas my true love gave to me a flight service A-76 study. On the second day of Christmas my true love gave to me, 2 early shifts and a flight service A-76 study. On the third day of Christmas my true love gave to me, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the fourth day of Christmas my true love gave to me, 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the fifth day of Christmas my true love gave to me -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the sixth day of Christmas my true love gave to me, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the seventh day of Christmas my true love gave to me, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the eighth day of Christmas my true love gave to me, 8 calls a-waiting, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the ninth day of Christmas my true love gave to me, 9 briefers briefing, 8 calls a-waiting, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the tenth day of Christmas my true love gave to me, 10 Presidential TFRs, 9 briefers briefing, 8 calls a-waiting, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the eleventh day of Christmas my true love gave to me, 11 NOTAMs for posting, 10 Presidential TFRs, 9 briefers briefing, 8 calls a-waiting, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. On the twelfth day of Christmas my true love gave to me, 12 pilots calling, 11 NOTAMs for posting, 10 Presidential TFRs, 9 briefers briefing, 8 calls a-waiting, 7 "B" Flags flashing, 6 tapes recording -- 5 overdues -- 4 sleepless mids, 3 letter IDs, 2 early shifts and a flight service A-76 study. Happy Holidays to All 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. |
