аЯрЁБс>ўџ 2ўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџRoot EntryџџџџџџџџPщ˜%2Т`Data џџџџџџџџџџџџ1TableџџџџXObjectPoolџџџџџџџџPщ˜%2ТPщ˜%2Т3§џџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџўџџџўџџџ56789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWўџџџYZ[\]^_ўџџџўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџRoot Entryџџџџџџџџ ЃИ–2ТaData џџџџџџџџџџџџ1Tableџџџџ*ObjectPoolџџџџџџџџ ЃИ–2Т ЃИ–2Тџџџџџџџџ§џџџўџџџўџџџ  !"#$%&'()ўџџџ+,-./01ўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџWordDocumentџџџџџџџџџџџџ&FџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџьЅСG ПŽ>bjbjŽйŽй &FьГьГGџџџџџџ]єєєєє ЫЖ4’$єЖєєDdDєєєєєd,d( зЦbt'НT SEQ CHAPTER \h \r 1AIR TRAFFIC PROCEDURES ADVISORY COMMITTEE BY ANDREA CHAY, ATPAC REP. ATPAC 108 began at 9AM, Monday, July 15, 2002 in the DOT/NASSIF building in Washington, DC. This meeting was supposed to take place in Seattle, but due to the budget problems, we were moved back to DC for this summer meeting. We were not able to have our normal meeting room at FAA HQ due to the temporary occupation of the space by the TSA/FAA operations center. The issues that concern us in FSS were again NOTAMS, and Pilot Reports. The issue of pilot reports was tabled for a briefing in October on the improved PIREP program. We were introduced to the new ATP-100, John Clayborn, who comes to FAA HQ from the Great Lakes Region. Bill Peacock, Air Traffic Director, visited with us and fielded questions from the committee. The question of the Interpretive Rule was brought up. This is the issue where pilots are concerned that if they read back a clearance incorrectly, and the controller does not correct them, that they solely will be held responsible if a problem, or deviation occurs. FAA says that the rule was merely a clarification of a previous policy to  hold people accountable , but the pilot users feel this document is a new change, and a bad one for them. The issue is punishment for the pilots when the problem stems from a human factors issue. The committee had forwarded a strong letter to the FAA regarding this ruling, and Bill s response was that a draft response to our letter is being coordinated now, but he does not see any changes in the rule coming forth. Bill also discussed the possible furloughs, but since I returned to work, I understand there is a tentative agreement on giving the FAA the supplemental request of $100 million, subject to President Bush s approval. If the furloughs were to occur, they would happen over a five week period, and would affect system capacity by something more than 10 percent. Bill stated this budget crisis is the worst he has ever seen. When Bill was questioned regarding staffing for air traffic control, he reiterated FAA s stance that current staffing is adequate, and that there is a plan in place for future hiring that will cover the needs of the agency for controller staffing. We know the GAO does not agree with that assessment! Bill stated there are 14 universities  churning out controllers for the FAA. Also, there is a one day test to determine the aptitude for air traffic control work; applicants could take the test on their day off without disrupting their current job, and if they pass, they re hired. However, in a side conversation with some ATC specialists at HQ, I was told probably half of the current control force could probably not pass this test, so there appears to be a question of validity with this screening method also. The question was raised about extending or waivering the age 56 mandatory retirement policy, and Bill replied that was  not the FAA s preference .Regarding the  inherently governmental question, a definition from FAA will be coming out soon, it is being coordinated now between the ATS and legal, and Bill will sign it when it is finalized. Terri, my ATPAC replacement, (more on this later), then asked Bill if these staffing plans include all three controller options, tower, center and flight service. Bill said no, this was just for tower and center only. I then spoke up and asked Bill, so what is the future of Flight Service? His reply was ,  there are lots of employees eligible to retire, and we can manage the work in the flight service facilities with less people . Also, the A76 study on contracting out is moving forward. It will take 18 months to do the study. The contract to start this study will be finished within a couple of months. I may be reading this wrong (but I doubt it), but it appears FAA has NO plan for increasing our staffing, rather the plan is to let our numbers attrit down to nothing. Then management will be justified in seeing us disappear, or go off to privatization. Enough said! And apparently this was quite different from what was told to our group at the April convention! The one issue that was discussed this ATPAC that concerns FSS is NOTAMS. We received a briefing from Gary Bobik, ATP-320 regarding the NSTS-NOTAM Short Term Solution. PC s are being delivered now to contract towers, and then eventually all towers that will have the capability of accessing all their NOTAMS, both D and L for their airport. A test will start Sept. 1st in MCN and CDC to get local NOTAMS in the AFSSs. Data will be retrieved outside the WMSCR process which will bypass the current constraints. This will be a 45 day test, and if approved, will be an 18 month program to get installed at all facilities. It will get local NOTAMS to all within the  family tree . I am not sure what constitutes a family tree, so we still appears we won t have local NOTAMS available for the entire country. This system will colorize the NOTAMS, one color for D s, another for L s. This NSTS will only work with M1FC. When a controller keys in a request for NOTAMS at an airport, it will tie in with this computer, and pop up the D and L NOTAMS on this other computer screen. This will not work with OASIS, because OASIS is proprietary. I think this means if we want something to work with OASIS, we must pay the vendor more money! And, just as a side note, OASIS should be complete with it s installation in 2007. How many sites? 25? 61? I am not sure. I believe now we only have the budget for 25, check with Jeff Barnes regarding this. Another function which I think ties into this is the FSOSC will begin creating a web page to be accessed by FAA intranet with graphical depictions of all TFRs nationwide. It will be updated hourly, and will include I believe both Presidential TFRs, and fire fighting TFRs, (I hope). Our two NAATS liaisons, Pat Rowe, and Tim DeGrazio have all the details on this, but briefly, each AFSS will use 2 computers, one on each side of the room, and the plan is eventually to have this available at each position in a facility. So, some things are happening with improving the NOTAM delivery system. It only took one crash (ASE), and several Presidential TFR violations to get it moving. Oh well. As I mentioned earlier in this report, Terri Michel from FTW AFSS was with me this meeting. This was my last ATPAC meeting, and Terri is my replacement effective now. The NAATS Board felt it was time to let someone else have the opportunity I have had to participate in the FAA/Aviation Industry forum, and Terri has been selected to take over for me. I was pleased to serve 8 years as your ATPAC representative, and have learned so much, and gained so much from the experience. I understand better how things work (or don t), and how a diversity of opinions can be melded together to become a solution that betters the air traffic system for pilots and controllers on both sides of the  mic . I will miss the committee, they gave me a great send off with a beautiful plaque and memories I will treasure always. I hope Terri will enjoy the experience as much as I did. I also appreciate the comments and kudos I have received from you, the members, over the years. Thank you all for the opportunity to represent you on this prestigious committee. If you have concerns of a national nature, you can now contact Terri Michel at tangomike56@hotmail.com. *,~о’'–'Ž>ћљѕђяыяCJH*CJCJCJ5UCJU€‚ЂЄмо  ’”тфќўЎ$рГŠŠŠŠŠŠŠŠŠŠŠŠŠ(1$ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$,1$„„ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$1$„а„ Ц,а p@ рА€P №Р!$Ў$А$0 0x5z5Ž>жжжжжж(1$ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$$Аа/ Ар=!А "А # $ %АА А аот1чот1чч!#Р [(@ёџ(NormalCJmH <A@ђџЁ<Default Paragraph Font,ўO, Default Par1CJ,ўO, Default ParaCJGFџџџџŽ> Ў$Ž>!"Ž>G €џџCorel CorporationG@GTimes New Roman5Symbol3& Arial#аот1чот1чч!#РўџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџWordDocumentџџџџџџџџџџџџ4&FџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџьЅСG П|>bjbjŽйŽй &FьГьГ>џџџџџџ]"""""66666 B6љЖbОР$Џєф""r’r"6""""’,’V зЦbt'Н66‚ SEQ CHAPTER \h \r 1AIR TRAFFIC PROCEDURES ADVISORY COMMITTEE BY ANDREA CHAY, ATPAC REP. ATPAC 108 began at 9AM, Monday, July 15, 2002 in the DOT/NASSIF building in Washington, DC. This meeting was supposed to take place in Seattle, but due to the budget problems, we were moved back to DC for this summer meeting. We were not able to have our normal meeting room at FAA HQ due to the temporary occupation of the space by the TSA/FAA operations center. The issues that concern us in FSS were again NOTAMS, and Pilot Reports. The issue of pilot reports was tabled for a briefing in October on the improved PIREP program. We were introduced to the new ATP-100, John Clayborn, who comes to FAA HQ from the Great Lakes Region. Bill Peacock, Air Traffic Director, visited with us and fielded questions from the committee. The question of the Interpretive Rule was brought up. This is the issue where pilots are concerned that if they read back a clearance incorrectly, and the controller does not correct them, that they solely will be held responsible if a problem, or deviation occurs. FAA says that the rule was merely a clarification of a previous policy to  hold people accountable , but the pilot users feel this document is a new change, and a bad one for them. The issue is punishment for the pilots when the problem stems from a human factors issue. The committee had forwarded a strong letter to the FAA regarding this ruling, and Bill s response was that a draft response to our letter is being coordinated now, but he does not see any changes in the rule coming forth. Bill also discussed the possible furloughs, but since I returned to work, I understand there is a tentative agreement on giving the FAA the supplemental request of $100 million, subject to President Bush s approval. If the furloughs were to occur, they would happen over a five week period, and would affect system capacity by something more than 10 percent. Bill stated this budget crisis is the worst he has ever seen. When Bill was questioned regarding staffing for air traffic control, he reiterated FAA s stance that current staffing is adequate, and that there is a plan in place for future hiring that will cover the needs of the agency for controller staffing. We know the GAO does not agree with that assessment! Bill stated there are 14 universities  churning out controllers for the FAA. Also, there is a one day test to determine the aptitude for air traffic control work; applicants could take the test on their day off without disrupting their current job, and if they pass, they re hired. However, in a side conversation with some ATC specialists at HQ, I was told probably half of the current control force could not pass this test, so there appears to be a question of validity with this screening method also. The question was raised about extending or waivering the age 56 mandatory retirement policy, and Bill replied that was  not the FAA s preference .Regarding the  inherently governmental question, a definition from FAA will be coming out soon, it is being coordinated now between the ATS and legal, and Bill will sign it when it is finalized. Terri, my ATPAC replacement, (more on this later), then asked Bill if these staffing plans include all three controller options, tower, center and flight service. Bill said no, this was just for tower and center only. I then spoke up and asked Bill, so what is the future of Flight Service? His reply was ,  there are lots of employees eligible to retire, and we can manage the work in the flight service facilities with less people . Also, the A76 study on contracting out is moving forward. It will take 18 months to do the study. The contract to start this study will be finished within a couple of months. I may be reading this wrong (but I doubt it), but it appears FAA has NO plan for increasing our staffing, rather the plan is to let our numbers attrit down to nothing. Then management will be justified in seeing us disappear, or go off to privatization. Enough said! And apparently this was quite different from what was told to our group at the April convention! The one issue that was discussed this ATPAC that concerns FSS is NOTAMS. We received a briefing from Gary Bobik, ATP-320 regarding the NSTS-NOTAM Short Term Solution. PC s are being delivered now to contract towers, and then eventually all towers that will have the capability of accessing all their NOTAMS, both D and L for their airport. A test will start Sept. 1st in MCN and CDC to get local NOTAMS in the AFSSs. Data will be retrieved outside the WMSCR process which will bypass the current constraints. This will be a 45 day test, and if approved, will be an 18 month program to get installed at all facilities. It will get local NOTAMS to all within the  family tree . I am not sure what constitutes a family tree, so we still appears we won t have local NOTAMS available for the entire country. This system will colorize the NOTAMS, one color for D s, another for L s. This NSTS will only work with M1FC. When a controller keys in a request for NOTAMS at an airport, it will tie in with this computer, and pop up the D and L NOTAMS on this other computer screen. This will not work with OASIS, because OASIS is proprietary. I think this means if we want something to work with OASIS, we must pay the vendor more money! And, just as a side note, OASIS should be complete with it s installation in 2007. How many sites? 25? 61? I am not sure. I believe now we only have the budget for 25, check with Jeff Barnes regarding this. Another function which I think ties into this is the FSOSC will begin creating a web page to be accessed by FAA intranet with graphical depictions of all TFRs nationwide. It will be updated hourly, and will include I believe both Presidential TFRs, and fire fighting TFRs, (I hope). Our two NAATS liaisons, Pat Rowe, and Tim DeGrazio have all the details on this, but briefly, each AFSS will use 2 computers, one on each side of the room, and the plan is eventually to have this available at each position in a facility. So, some things are happening with improving the NOTAM delivery system. It only took one crash (ASE), and several Presidential TFR violations to get it moving. Oh well. As I mentioned earlier in this report, Terri Michel from FTW AFSS was with me this meeting. This was my last ATPAC meeting, and Terri is my replacement effective now. The NAATS Board felt it was time to let someone else have the opportunity I have had to participate in the FAA/Aviation Industry forum, and Terri has been selected to take over for me. I was pleased to serve 8 years as your ATPAC representative, and have learned so much, and gained so much from the experience. I understand better how things work (or don t), and how a diversity of opinions can be melded together to become a solution that betters the air traffic system for pilots and controllers on both sides of the  mic . I will miss the committee, they gave me a great send off with a beautiful plaque and memories I will treasure always. I hope Terri will enjoy the experience as much as I did. I also appreciate the comments and kudos I have received from you, the members, over the years. Thank you all for the opportunity to represent you on this prestigious committee. If you have concerns of a national nature, you can now contact Terri Michel at tangomike56@hotmail.com. *,~о€'„'|>ћљѕђяыяCJH*CJCJCJ5UCJU€‚ЂЄмо  ’”тфъьœ$рГŠŠŠŠŠŠŠŠŠŠŠŠŠ(1$ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$,1$„„ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$1$„а„ Ц,а p@ рА€P №Р!$œ$ž$і/ј/f5h5|>жжжжжж(1$ ЦH0§а p@ рА€P №Р!а p@ рА€P №Р!$$Аа/ Ар=!А "А # $ %АА А  [(@ёџ(NormalCJmH <A@ђџЁ<Default Paragraph Font,ўO, Default Par2CJ,ўO, Default Par1CJ,ўO!, Default ParaCJ>Fџџџџ|> œ$|>!"|>> €џџCorel Corporation>@GTimes New Roman5Symbol3& Arial#аот1чот1чч!#Р