May/June 2013 • Vol.11 No.3

[ Focused on Success ]

The Advocate for Aviation Leaders faa managers association, inc. 888 16TH Street NW, Suite 530 Washington, DC 20006-4103 Tel 202.741.9415 | www.faama.org MISSION We promote aviation safety and efficiency, advocate for our members’ interests, prepare the managers of today to be the leaders of tomorrow, and support the highest ideals of the Federal Government. officers THE ADVOCATE FOR AVIATION LEADERS President, David Conley Vice President, Stephen Smith May/June 2013 Vol. 11 No. 3 Secretary, Julie Fidler Treasurer, Tom Dury directors Director of Administration, Andy Taylor Director of Communications, Anita Engelmann Director of Legislative Affairs, Tony Tisdall Director of Membership, David Chappuies Parliamentarian, Vacant Membership Education Committee Chair, Hal Albert Political Action Committee Chair, Dan Cunningham Corporate Relations Representative, Vacant Alaskan Region, Darla Gerlach 22 16 Central Region, Joyce Davis Eastern Region, Rich Baker Great Lakes Region, Theodore “Teddy” N. Thomas New England Region, Rick Winch Features Northwest Mountain Region, Dan Dohner Departments Southern Region, Billy Reed Southwest Region, Michael (Hitch) Combe Western Pacific Region, Phil Freed Leadership in Action: Washington Watch: 06 A Dialogue with Ron Beckerdite Where Have All the Leaders Gone? publisher 04 Kathleen Cummins Mifsud managing editor FOCUSED on Success: Opinion: Anita Engelmann 10 2013 Gathering of Eagles 05 Congress Holds ATC Hostage to Staff editor Budget Cuts Pam Adams Modernizing Standards contributors Louis Dupart, Robert W. Poole, Jr., Sherry A. Butler, 16 Helps Improve the Money Talks: MITRE Corporation, Kelly Dodge, David Hughes, Glenn National Airspace 26 How Will the FAA Furloughs Livingston, Michael Livingston, Thomas Harris, and Theodore “Teddy” N. Thomas. System (NAS) Affect Your Retirement? ILLUSTRATION & PHOTOGRAPHY Illustrations pages 16-18 supplied by the MITRE Corporation; photos page 24 courtesy of Smithsonian Inside Technical Spotlight: National Air & Space Museum; and facsimile letters 19 Operations: 30 Theodore “Teddy” N. Thomas courtesy of Special Collections, University of Miami Kelly Dodge Libraries, Coral Gables, FL. design Sagetopia, 703.726.6400, www.sagetopia.com ADVERTISING Advertisers Lindbergh: Better Weather Marshall Boomer, Sales Representative 800.501.9571, [email protected] 22 Data Needed for Passenger 01 Long Term Care Partners, LLC Aircraft to Cross the North editorial & subscription inquiries www.LTCFEDS.com Atlantic Managing the Skies 1775 East Riviera Drive, Merritt Island, FL 32952 Telephone: 202.251.0386 32 FAAMA 2013 Convention Email: [email protected] Las Vegas, NV Minnesota En Route Chapter 27 2007 Hosts Annual FAAMA Managing the Skies is a benefit of membership in the FAA Managers Association, Inc. To become a member, Evening Out go to www.faama.org. For all others, the annual sub- scription rate is $49. Please address your inquiries to [email protected] and [email protected]. Achieving Communication Managing the Skies is published bi-monthly by the 28 Excellence (ACE) FAA Managers Association, Inc.

The views expressed herein are solely those of the authors and should not be construed to be the opinion of the FAA Managers Association. Suggestions and opinions expressed in Managing the Skies are not necessarily endorsed by the FAA Managers Association. Nothing in these pages is intended to supersede operators’ or manufacturers’ policies, practices, or requirements, or to supersede government regulations.

© 2013 FAA Managers Association, Inc. All rights reserved.

MAY/June 2013 | MANAGING THE SKIES 3 THE ADVOCATE FOR AVIATION LEADERS

Washington Watch Where Have All the Leaders Gone? A message from the Executive Director

ur great association is composed of men We now have had a month of sequestration and women who made the choice to and the sky has not fallen. Yet, it appears the O become leaders. Since November, I have White House and the Office of Management and repeatedly asked myself what happened to our Budget want to test the American people by failing national leaders. Why can’t we find solutions to to act in order to mitigate the impending furloughs our problems and intelligently work toward a at the FAA that will provoke flight delays that will compromise that will fix our aging infrastructure, ripple across the country. I am left asking myself, create real jobs, and address our national debt. where have all the leaders gone? As I pondered this, I remembered a 1960’s protest song by Pete Seeger, “Where Have All the Flowers FAAMA Acts to Soften Sequestration Gone?” Each verse ends with the phrase, “When Our Association did not sit idly by as this will they ever learn?” leadership vacuum unfolded. FAA Managers Association (FAAMA) President David Conley The Advocate Washington is Suffering and I met with Administrator Huerta on March for Aviation Leaders from a Leadership Crisis 11 to offer our support as managers and super- Louis Dupart The President won the election and spent more visors to soften the worst effects of sequestra- Executive Director than three months telling everyone what they tion. The Administrator carefully explained FAA Managers already knew: that he had won the election. that his hands are tied by the sequestration Association, Inc. During those three months, November-January, bill, which does not give him authority to move money between major programs and accounts. Ldupart@ the President squandered an opportunity to find thenormandygrp.com common ground, to reach across the aisle, and Not willing to accept this, nine FAAMA 202.223.8950 most importantly, to act Presidential. members spent two days in Washington, DC, The Republicans are no better. Having lost in mid-March conducting over 22 meetings the fiscal cliff debate in December, they sulked with key Members of Congress and their staffs, through January. They spent their time trying to urging them to act and to pass legislation that figure out how to get even for having to swallow would provide the FAA Administrator with the higher taxes with no meaningful spending cuts necessary flexibility to mitigate the effects of or cost saving changes to federal programs, in sequestration on personnel, tower closures, and particular to the big three: Medicare, Medicaid other safety-related programs by moving money and Social Security. This did not augur well within FAA Accounts. for compromise or an adult conversation about sequestration. Our Message Has Been Heard We are being called upon to offer our sug- The “Budgetary Leg Irons gestions and recommendations of ways the system can be more efficient while focusing of Sequestration” on our number one mission – safety. We have On March 1, the unthinkable – sequestration – Democrats and Republicans soliciting our kicked in and managers and supervisors across advice. The most important point we make is the federal government have since been forced that the FAA is composed of talented men and to make due with less while tied up in budgetary women who want to achieve their mission. They knots. Barring a few exceptions such as defense, are prepared to work hard, to sacrifice, and to meat inspectors, prison guards, and similar, nei- give their best, but they must be given flexibility ther the Congress nor the President worked toward from the Administrator to the lowest supervisor relief from the budgetary leg irons of sequestra- to achieve this. tion that restricted the ability of each Federal Most importantly, we have told our friends Department and agency to use sound management that we need leaders to lead. When will they techniques to move money to meet priorities. ever learn? £

4 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS THE ADVOCATE FOR AVIATION LEADERS

Opinion Congress Holds ATC Hostage to Budget Cuts Robert W. Poole, Jr. | Director of Transportation Studies, Reason Foundation

Reprinted with espite bipartisan support for an amend- As I wrote here last month, the United States permission from the ment by Sen. Jerry Moran (R, KS) to ease the is the only developed country in which the ATC March 2013 issue of burden on the FAA, the Senate enacted its system could be subjected to such damaging ATC Reform News. D FY 2013 Continuing Resolution without the amend- budget cuts. This could not happen in Australia, ment – and the House quickly accepted and passed New Zealand, Canada, France, Germany, the U.K., the Senate measure. As a result, 149 contract towers or about 50 other countries. Their ATC operating will be closed from April through September. and capital budgets are not part of the national And of even greater impact to aviation, all government’s budget. FAA Operations personnel (including control- Over the past 25 years, about 60 governments lers) will be put on furlough one day per 80-hour have de-politicized their ATC systems, converting pay period. Since the five percent cut to the FAA them to self-funded ATC corporations (most of FY 2013 Operations budget must be achieved which are government corporations). Aviation over only six months, this means the cut in users pay fees directly to the corporation; the payroll must be 10 percent. And that could money never enters the government’s treasury, lead to serious cutbacks and delays in flights and their national legislative body has no say in nationwide between now and Sept. 30th. what the ATC budget is. How on earth did we get to this outcome? Way Instead, those ATC corporations are directly back in 1970, Congress created something called accountable to their aviation customers. The ATC the Airport and Airway Trust Fund (more com- companies are regulated at arm’s length by the monly known as the Aviation Trust Fund). Modeled government’s air safety regulator, and many are after the Highway Trust Fund created in 1956 to also subject to some form of economic regula- pay for construction of the Interstate Highway tion. But there is complete separation between System, it was and is the repository of all aviation the government budget and the ATC companies’ excise taxes – the taxes on passenger tickets, budget. aviation fuel taxes, air cargo waybill taxes, etc. The Everyone in aviation has a stake in protecting purpose was to ensure that these user taxes would ATC from future budget cuts. That includes be spent only on America’s aviation infrastructure airlines, business jet operators, general avia- of airports and the Air Traffic Control (ATC) system tion, and employees, including controllers and – just as your electricity bills pay for the capital and technicians. Previous attempts to create an operating costs of your electric utility. ATC corporation – most notably the Clinton So how come the FAA was subjected to the Administration’s United States Air Traffic Service Sequester, like all other federal agencies providing (USATS) Corporation proposal – never gained domestic discretionary programs? Well, as inter- traction, mainly due to opposition from business preted by the Office of Management & Budget, only and general aviation groups. the $3.4 billion airport grant program was exempt, They feared that “user charges” would by reason of getting its funding from the Trust drastically increase their cost of flying. The best Fund. Even though FAA’s capital funding account current answer to those concerns is: Nav Canada. (Facilities & Equipment) also gets its entire budget Its modest annual charge for general aviation from the Trust Fund, it was not exempted. And the (GA) planes and weight-based transaction fees Operations account, which includes controllers and for business jets have not only not harmed technicians, typically gets 40 to 50 percent of its those sectors but have benefitted them due to budget from the Trust Fund but was not exempted. cost-effective service provision and accelerated The only fair-minded conclusion to be drawn modernization. from this sorry episode is that the Aviation Trust The Aviation Trust Fund is broken. Congress Fund model has failed to protect most of America’s has failed to protect most aviation infrastructure vital aviation infrastructure from the first of what from damaging budget cuts. It’s time to forge an may be several decades of budget cuts. The model aviation consensus on ATC funding and gover- is broken and needs to be replaced. But with what? nance reform and get it implemented. £

MAY/June 2013 | MANAGING THE SKIES 5 THE ADVOCATE FOR AVIATION LEADERS

FAAMA Interview Leadership in ACTION: A Dialogue with Ron Beckerdite – from Small-Town Farm Community to Director of the ATO Western Service Center

When you first meet Ron Beckerdite, you immediately get the sense that he is a man of contrasts. His baritone voice belies his friendly and informal personality.

Julie Fidler, nitially, I “met” Ron on the telephone in 2004. For our readers unfamiliar with the Administrative I was a Labor Relations Specialist in Alaska ATO Service Center, please give us a Services Group and assigned as the FAA representative for an Manager, ATO Western I brief history of the Service Center and arbitration case. Ron was the quality assurance/ Service Center, FAA, its role in the ATO today. safety subject-matter expert in the case, and a and FAAMA National Secretary; and Mandy stellar witness. Seven years later we met in per- »»The Service Center is the staff to the Directors West, Management son and last year he hired me as the Air Traffic of Operations (i.e. the Directors of En Route, and Program Analyst, Organization (ATO) Western Service Center Technical Operations, and Terminal Service ATO Western Service Administrative Services Group Manager. Units). We provide support, expertise, and advice Center, FAA Mandy and I sat down with Ron to talk in the areas of Administrative Services, Business about the ATO Service Center concept, the ATO Services, Operations Support, Planning and Editor’s Note: Ron is a Western Service Center that he leads, and his Requirements, and Quality Control. longstanding member leadership style. This shared services concept was an of FAAMA and also is a member of the Seattle Born in Brawley, California, Ron grew up in important step in moving the ATO to a new way Chapter, Chapter 301. Bakersfield, California. After earning his B.S. of conducting business. Prior to the ATO reorga- degree in Range Management, Ron bought a nization, there were 18 Air Traffic and Airway 200-acre farm in Buckeye, Arizona, and became Facilities Divisions performing administrative a farmer. Several years later his wife Wendie services and resource/financial management. encouraged him to apply to the FAA to become The nine Air Traffic Divisions were also respon- an air traffic controller. He submitted his appli- sible for air traffic management, operations and cation and was hired, went on to graduate from quality assurance/control, and the nine Airway the FAA Academy, and began his federal career Facilities Divisions also had responsibility for in 1982 at Brown Field Air Traffic Control Tower equipment maintenance, engineering services, (ATCT) in San Diego, California. and facility planning and requirements. Ron moved to the Reno, Nevada, Terminal As part of the ATO reorganization into three Radar Approach Control (TRACON)/Airport service areas, the work previously performed Traffic Control Tower (ATCT), then to Coast by these 18 division offices, with the exception TRACON as a Traffic Management Coordinator, of air traffic management, engineering services, and in 1990 became a Front Line Manager. He and equipment maintenance, was merged into spent three years as the Air Traffic Manager three Service Centers – Central (located in Fort (ATM) of the Guam Combined En Route Radar Worth, Texas), Eastern (located in Atlanta, Approach Control facility before transferring to Georgia), and Western (located in Renton, Seattle, Washington, as an Air Traffic Evaluator Washington). Although located in three loca- for the FAA Headquarters Air Traffic Service. tions, we strive to operate as one body, i.e. ‘one Ron was later promoted to the Assistant Service Center, three locations.’ Branch Manager position and in 2001 became the Each Service Center is co-located with the ATM of the Seattle TRACON/ATCT. Ron went on Directors of Operations and their executive staff, to become the Western Terminal Service Area which has helped break down organizational Quality Assurance Branch Manager and helped stovepipes. We also have implemented initia- stand up the Western Service Center as the Quality tives for information sharing and relationship- Control Group Manager. In 2010, Ron became the building, such as the Western Service Area Director of the ATO Western Service Center. Leadership Council, comprised of the Directors

6 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

of Operations and Service Center; and the Western Service Area Council, The success of the Service Center depends on which includes the four ATO Directors and the FAA Regional Administrators in the success of our employees. the Alaskan, Northwest Mountain, and Western Pacific Regions. We also work closely with other Lines of Business and directly from a website or have them based upon the information at hand, Staff Offices, including the Regional sent by email. The immediacy of but I am open to changing the decision Administrators, Human Resources, available information has altered our if more information becomes available. Logistics, Security and Airports. culture; we are hungrier for informa- tion and less patient when waiting for a With the budget issues facing the response. In the past we could say “I’ll How do you measure the government, how do you keep get to it,” but now we have to say “I’m Service Center’s success? on it” and get the answer right away. people motivated? »»The success of the Service Center Increased access to information »»It is important to keep a personal con- depends on the success of our employ- also means increased attention. We nection with people you work with. I try ees. I am proud of the Western Service now spend more time managing expec- to reach out on a personal level and lead Center employees, the work they get tations and demands from afar, which by example by keeping a positive atti- done, and their attitude. I believe it is influence what we spend our time on. I tude. It is difficult to keep people moti- paramount to establish and maintain find myself spending more time trying vated when we are losing people and good working relationships with the to get ahead of information and asking furloughs are being discussed. I work to people we serve….and good relation- the same of others. stay focused on what is within our con- ships don’t happen overnight. trol. I try to empower employees to be I am constantly communicating How would you describe your innovative and encourage ideas about with the Directors of Operations about decision-making style? how they can improve efficiency of their how we are doing. I also ask the Service work processes. Center managers to reach out to cus- »»I like to take time to gather facts and I keep an open-door policy and tomers for feedback. If we add value for verify the story before making a deci- believe I am approachable. I write a our customers and they are satisfied sion. The need for immediate answers monthly newsletter article, hold all-hands with our products and services, then can undermine our ability to manage meetings, and simply walk around the we are successful. situations appropriately so we need to office to check in with people. Ultimately, retain the flexibility to alter our deci- I am always looking for ways to remind sions – you may not have time to gather folks that what they do is important and Has your leadership style evolved all the facts before you make your deci- supports the mission of the FAA. with various technology changes? sion. I try to make the best decision »»I’ve spent the past ten years with the Western Service Center, four of them in our Quality Control Group (QCG). Comparing how we did our work, such as reviewing operational events, from when I started to when I left are night and day. We only had audio playback capabilities and had to wait for the tapes to be mailed to us. Now we have audio and visual playbacks and can pull them

LEFT to RIGHT: Ron Beckerdite, Director, ATO Western Service Center, and Ron Fincher, Director, ATO Western Service Area Terminal Service Unit, FAA. MAY/June 2013 | MANAGING THE SKIES 7 THE ADVOCATE FOR AVIATION LEADERS

LEFT to RIGHT: David Spencer, Director, ATO Western Service Area Technical Operations Service Unit, FAA; Ron Beckerdite; and Steve Osterdahl, Director, ATO Western Service Area En Route Service Unit, FAA.

I have four universal expectations to be the best you can be. While work- This ground work has set the of employees: ing in a facility, I remember listening stage for the Next Generation Air }} Show up to work when you are to a coworker lamenting about a lack Transportation System (NextGen) supposed to. of leadership and asking myself what improvements, such as ADS-B kind of leadership was he providing? (Automatic Dependent Surveillance- }} Give 100% while you are working. It cemented in me that you don’t have Broadcast), a surveillance technology }} Treat others with dignity and to be a manager to provide leadership for tracking aircraft. And we have respect. and you certainly don’t have to look to already seen the benefit of TCAS someone else to inspire you. (Traffic Collision Avoidance System) }} Go home when you should. and its huge effect on eliminating I try to constantly reinforce these What do you think has provided collisions. If an issue falls through the expectations any way I can, including cracks in a radar room, the onboard the most benefit and advancement at meetings, through our newsletter radar can still help avoid disasters. articles, and leading by example. It for the FAA? Then there’s ERAM (En Route has taken me a long time and a lot of »»Our radar capabilities, both onboard Modernization), which is the heart of hard work to develop a work/life bal- and ground based. We have improved NextGen. The full operational benefits ance and I encourage my employees to the safety and efficiency of our air- of ERAM are yet to be realized, but find their own balance. space by improving our ability to com- so far we have been able to replace municate with and track aircraft. We outdated technology and equipment to What inspires you to do your best? know exactly where planes are, so we better manage our airspace. The initial can keep them away from each other ERAM key sites were in the Western »»I think if you wait for something to while minimizing separation and, in Service Area, and our experiences and inspire you, you’ve missed the mark. turn, increase traffic flows. lessons learned helped streamline the You should look internally and just try rollout process to other facilities.

FAR Part 21

The FAA issues production approvals to companies who produce aircraft, engines, or parts thereof. These approvals are outlined in FAR Part 21.

Federal Aviation The regulations are estab- also protect the national secu- events or presidential matters), Regulations (FARs) are lished and enforced by the rity of the United States. aircraft design, pilot training, Federal Aviation Administration parachute operations, flight mandates for controlling (FAA), and are part of Title Due to the wide variety of schools, maintenance training all aspects of aviation 14 of the Code of Federal aviation activities, FARs are schools, repair stations, and even Regulations (CFR). organized into parts under the hot-air ballooning to name a few. in the United States. CFR by their specific aviation The primary objectives of FARs activity, with some parts con- It is important to note that FARs are ensuring safe aviation pro- taining thousands of sections. are designed to control the cer- cedures and programs. Besides tifications for airports, aviation protecting aviation employees For example, regulated aviation schools, repair stations, pilots, and the general public, FARs activities include: temporary and other aviation workers. flight restrictions (due to national

8 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

We have improved the safety and efficiency of our airspace by improving our ability to communicate with and track aircraft.

What hurdles do you expect the Service Center will face in the next few years? »»Our work requires technical expertise and travel. If we don’t have the ability to hire people with the skills we need, or the money to SUBSCRIBE NOW! travel, we won’t be able to do our job. We need to be able to entice people with the right skills to work in the Service Center and we need to get the pay system on a more equitable playing field.

You’ve had a variety of jobs, from farmer to Western Service Center Director. What do you consider your most significant ¢ YES! Sign me up for an annual subscription to accomplishment? Managing the Skies, a bi-monthly publication of the FAA Managers Association.* »»Professionally I would say it would have to be graduating from the academy. I grew up in agriculture and studied range management Subscription rates for non-members are $49.00 per in college so I didn’t have an aviation background before I entered year within the U.S. and U.S. possessions; $65.00 the Academy. I was fortunate to be hired in the early 1980s and per year in Canada; and $85.00 per year elsewhere, haven’t looked back. including special air delivery; digital edition is $39.00 per year. What have been the most rewarding aspects of your career?

»»First, watching others develop and grow. I’m a firm believer in name (print) paying-it-forward. We were all helped along the way by a great man- ager or mentor who took an interest in us and our development. title Second, I enjoy seeing a project come to completion. Most of our projects take years to complete and I find it company rewarding when a new tower or runway is completed. It’s also engaging to support the rollout of a program such as ERAM that address will change how we do business. Finally, leaving the office on a Friday afternoon knowing I did my best. £

city state zip

ATO Western Service Center telephone

fax Mission Proactively support Directors (so they can focus on their business and not ours). email address

Vision ¢ Payment Enclosed. Make check payable to Create seamless Western Service Center internal work FAAMA and return this form with payment to: processes that support our mission and are both highly FAA Managers Association, #315, 4410 visible and invaluable to Headquarters. Massachusetts Ave. NW, Washington, DC 20016

Universal Expectations Bulk Subscription Rates • Show up to work when you are supposed to To inquire about bulk rates, please send an email to [email protected]. • Give 100% while you are working

• Treat others with dignity and respect * Managing the Skies is a benefit of membership • Go home when you should in the FAA Managers Association, Inc. To become a member, go to www.faama.org. THE ADVOCATE FOR AVIATION LEADERS

[ Focused on Success ]

FAAMA’s 2013 conference theme is “FOCUSED on Success.” Focus like a laser light, a spotlight, a distinct vision – that is the concept guiding this year’s 33rd annual Gathering of Eagles. We are facing challenges that have not arisen in many years – for some, never before in their careers.

By Sherry A. Butler he 1990s and the days of planned and Surveillance/Air Traffic Management (meaning FAA Air Traffic Control threatened furloughs, major pay scale the management of air traffic not the manage- Manager (Retired) T changes, reorganization, and the advent ment personnel of air traffic). of collaborative decision making with our unions In the Oceanic world, one of our users called and our users are far behind us. And yet we are it “Cool New Stuff All Takes Money.” While we in the midst of threatened furloughs, major pay had a good laugh, that is essentially true. The scale changes, reorganization, and a new col- more sophisticated the tools we all use – the more laborative environment. costly it is for tax payers and providers to develop, The path to survival for our employees, our- test, field, and utilize. Even our less sophisticated selves, and our organization is to focus our ener- methods require rule-making, workforce planning, gies on the successes that we can achieve and and create resource requirements for our users. not on dire warnings and doomsday prophecies. So one major component of our future is We are only capable of so much energy, so this knowledge of the innovations and changes com- year we are going to talk and train in reference ing our way and understanding of the impact to spending our energy wisely, profitably, and they will have on our workforce and our users. well. So if a word, a concept, or an article spurs In order to apply focus to an area, we have to an idea for the conference, please contact us and understand something of the issue. One defini- let us know! The best training ideas are the ones tion of focus is the state or condition permitting based on what you tell us you need – not on our clear perception or understanding. To have that best guess. clear perception of our future, we need to gather that information. F is for Futuristic Gaining knowledge and understanding isn’t a gift – it is just plain hard work. It’s reading Our business is about as futuristic as it gets – about our craft and our customers. It’s attend- very well summed up as CNS/ATM: a watchword ing briefings, webinars, and conferences. It’s in a lot of aviation planning communities talking to our workforce about service, cockpit that stands for Communication Navigation

10 MANAGING THE SKIES | www.faama.org F uturistic How much do I know about the change and how do I get enough information?

What is a realistic goal and outcome of implementing the change? How do I provide O ptimistic my workforce the best framework for success?

Who needs to know, what do all the parties think, have I given them time to respond C ollaborative or at least absorb the concepts?

Is the change in line with federal laws, rules, and regulations? Is it in compliance with the FAA’s Orders, [ Focused on Success ] U nited the CBA, and the facility policy? Is the rest of the management team on board and will they support me?

What are the possible outcomes and reactions to the change? How do I pre-plan S trategic or follow-up (both preferably) to ensure the most positive result?

E ngaged Is the workforce engaged? Am I? How do I increase engagement so I can leverage the best ideas?

Now that I have made a plan and started implementation, where did it succeed and where D ynamic did it fail? What is my mid-term strategy?

requirements, and the proper selection Once we have knowledge, under- you can have those off-the-cuff without of the tools at their disposal. standing, and some ideas – where do we thought, planning, replanning, and Space, unmanned vehicles, satellite- go from there? There is a saying that adjusting – I bow to you because I cannot. radar combination displays, and data participative management means you Our most critical conversations drive the communications are in our world get to have your say – not your way. To attitudes and belief of our workforce in already. How much do we know about apply the focus concept here, we need to the acceptance and implementation of them – and if it’s not enough knowledge, provide input to ensure a better product change. They involve a balance between how do we get more? FAAMA believes hits the field or that the field is better optimism and realism. that providing our members with prepared for what is coming. It may be that the realistic adjust- the best information and training is As we use various forums to forward ment to our work-life is finding a way ingrained in our mission. But to para- our own and our employees input for to resolve issues only within our sphere phrase “We just can’t do it alone.” the future, it is important that we of influence. No, I do not mean giving If we want to claim our individual manage the expectations on all sides. up on program- or FAA-wide solutions. futuristic badges we need to look It is necessary that our employees don’t I mean that interim resolutions have to outside ourselves. There are many pub- think we can move heaven and earth: be made in almost all arenas. Why go lications, web sites, and organizations not to mention the FAA’s Joint Resources for an all-or-nothing approach when the that support growth and safety in the Council (JRC), the Collaborative Decision long- and short-term worked together aviation community. It matters not how Making groups (CDM), Congress, can be so much more satisfying and you choose to participate, but that you or the International Civil Aviation when, so often, one is the answer to the choose to participate in these forums Organization (ICAO), to name a few. other? and grow with the times. They need to know we don’t expect Whatever your level, your employees This year at the 33rd Annual immediate change even when input is take their cue from you. If you believe Gathering of Eagles, we hope to provide accepted and planned for action. Finding in working together for the future, in you more resources about where to ways to not discourage input or becom- adapting successfully to change, and in look. Vendors will be there to answer ing discouraged about offering our own expressing ideas and concepts freely – questions and presentations will support input is a true leadership activity. then your employees will believe it too. our commitment to you in this and other Success is in the participation, the Being futuristic means choosing to areas. While learning, growing, and changes we can make, managing the believe in the future and giving that planning for critical conversations may implementation of the final products, belief focus in thought and action – not take a few hours of our own time; mak- and leading through the adaptive issues just in public, but also in private and ing that commitment to leadership is both we and our employees feel. This among friends. Realism is the honest one of the most positive steps to success. requires critical conversations – and if assessment of the future with the

MAY/June 2013 | MANAGING THE SKIES 11 caveat that sarcasm and pessimism are beautiful and the sky will never fall ­– This brings us to “I, my, mine.” destructive. When change is coming, attitude usually ascribed to an optimist. You are entitled to a personal opinion our best friend is measured optimism in It is a healthy life style choice that about any decision that affects you or our ability and that of our workforce to acknowledges the vicissitudes of life your employees. It is how and when manage it well. and insists that as individuals, we are you express that opinion that makes smart and resourceful enough to make all the difference between realistic O is for Optimistic sure we survive them. optimism and pessimism. If you don’t, This is just one of many articles for instance, like a 7110.65 change in There has been a lot of discussion above and references available for enhancing phraseology – you just don’t like it. about optimism, so as we discuss it more, your optimism potential. Until you can Realistically, it may be fine to the most important thing to remember access these resources and start your say it seems clunky and less concise is that it is a choice. It doesn’t always own road to optimism – whether that than expected, but changes are made feel that way – but it is. There are tricks is new for you or just a refresher – one through extensive processes based to the trade that a natural optimist can way to move forward is to start with on everything from safety cases to share – but it doesn’t mean it is always speech patterns. international agreements. Therefore, easy or simple to project optimism. Our attitudes are reflected not so while it is not the change you might The blend of realism and optimism much in the content of what we say, but have made – it is the change that is that you choose to provide your in how we say it. The power of pronouns being implemented. The conversation workforce, the users, and the public will and possessives is phenomenal, and can then be about how we are going to take work, thought, and effort. While they are some of the most abused parts relearn it, exercise it, and make it come we aren’t all naturally optimistic about of speech. Let’s just go with “I, my, naturally. Also, about how to suggest change, we all can learn to be more so. mine,” and “they, them, their” for now. improvements and how to go about If you Google optimism, one of Did you ever notice how changes putting those suggestions forward. the best articles is found at http:// perceived as good are “someone’s” idea Ascribing this activity back to www.oprah.com/spirit/Optimism where and those perceived as bad belong to “them” means abdicating our authority information about Seligman and his “them?” When in discussions about and our responsibility. When push- concepts on learning optimism are programs, progress, and expectations comes-to-shove, it is almost always outlined and defined. The bottom line that we don’t like – we tend to ascribe better to tell people “I had my say, the is that it is not the Pollyanna – all life is motive as “they decided” final decision is X, and I support that.” or “it was their idea.” There is not always a need for your Since “they” probably team to know all the deliberations that don’t exist as a touchable went into a decision – just that their entity, this sets our listeners up input was heard and a decision has been for a negative connotation and a feel- made. There is every need for teams to ing of helplessness. feel free to provide more information If “they” are a touchable entity such and to have you provide input in future as the Administrator, the Congress, the discussions. Program Office, yourself, your manage- Perhaps these things don’t sound ment team, etc., using “they” indicates like optimism to you – and perhaps we take no responsibility for trying to you will find other ways to increase the change, explain, or influence the deci- positive potential of your communica- sion. It also may imply disagreement tions. Whatever path you choose to with the policy we are being expected take, you and your employees will find to support. more success with a positive approach Proper attribution of the basis for to problem solving. decisions helps your employees learn about their world and what forces you C is for Collaborative are engaging on their behalf. It also We hear the word collaboration a lot helps them define their role in that these days. It is used to describe all world and where their input will be sorts of efforts and all kinds of com- considered. When decisions are made munications. Basically, collaboration by part of the team in our building, it implies a joint effort. As the previous is always expected that support will be sections have discussed – very little of forth-coming from the entire manage- what we do, we do on our own. Entities ment team.

12 MANAGING THE SKIES | www.faama.org that require collaboration include users, unions, upper management, employees, “The single biggest problem in communication and various stakeholders. It is such a broad term, focusing on it can seem an is the illusion that it has taken place.” impossible task. Before we try to shine our personal and making sure you follow it will help this conference. spotlight on collaboration, we must ensure no one is blind-sided. Spending Planning for our future, remaining believe it can and should be done. 15 minutes thinking about who needs to optimistic in the face of contemporary Anyone who has been left out of a know, having a discussion, and jotting pressures, collaborating with others, decision-making process knows how that down for future reference will help uniting in our mission, focusing on a it made them feel about the team, the immensely. Lists can be amended as strategy for success, and remaining decision, and the process. Collaboration failures in communication occur and engaged and dynamic in our efforts – is quite simply ensuring that everyone we can all learn as we grow. all are pieces of the puzzle fitted into a who has a vested interest feels they’ve Whether you have these notes or united front from which to lead the FAA had their say. Professionalism is implied checklists internally or externally – team to success. and the assumption of positive intent having them means you follow through. Diverse though we may and must helps immensely. But with all that, we Communication and collaboration only be – reaching consensus where possible still have to communicate to collaborate. occur when we close the loops. Open and providing support for decisions One of my favorite quotes is: ended, “I will get back to you,” only where consensus is not possible – is the works once unless you actually get touchstone of a united organization. “The single biggest problem in communication back to that person. is the illusion that it has taken place.” And, of course, listening helps – George Bernard Shaw S is for Strategic immensely. An open mind and the Basically, this means thinking about We all have had this experience willingness to consider differing what we are going to do and developing – both in successful communication opinions and solution sets are of great a strategy for it that can help us reach and in unsuccessful communication. aid. Even if we end by disagreeing with the intended end. It often is believed This was discussed previously in the our counterparts, or if the decision does that strategy needs to be developed only optimism section, so now let’s talk about not include all the input, we can have for long term projects, and while that is who we communicate with instead of a collaborative decision that each feels necessary, developing one for short term how we do it. Depending on where you good about implementing. problem resolution never hurts. sit in the management team, there are Collaboration is the open honest Again, it is a plan of action or policy different entities and organizations that discussion of plans and actions that designed to achieve a major or overall require time and focus. include all parties – regardless of the aim. What is major to you, of course, For example, if you are a Frontline affiliation or attitude of those we need to depends on the perspective. To people Manager (FLM) in Air Traffic, there is collaborate with. This leads to unity of and organizations dealing with long your employee team, your FLM team, purpose – which brings us a successful term automation goals, that may be your Operations Manager (OM), other outcome in our endeavors. facility managers, and the union repre- a multi-million or multi-billion dollar project with a 15 year time line. To most sentative from your area at a minimum. U is for United Quite possibly you have interactions and of us, it is what remains when we take the need for communication and collabo- We stand strongest when we stand united out the tactical. ration with Technical Operations in the behind our mission and our purpose. The Surprisingly – that is a lot. Most of release and maintenance of equipment. FAA has long been lauded as one of the us think of our jobs in tactical terms and How do you keep it all straight and strongest organizations with the clearest deal in operational realities on a daily avoid the issues surrounding someone mission in the federal government. basis. While that is what we have been not getting the information they need to Standing united in moving that mission trained to do, and where we leverage play on your team? How do you collate all forward is one of the most rewarding experience and knowledge most easily, the information you are asked to gather parts of being on this FAA team. it is not the only job we have. and forward to others – whether it is data We each are part of the management Strategic planning for the remaining from your team to go to the airspace team, part of our own employee team, items on our agenda will help us ensure office or data for the next shift FLM. and part of the global aviation commu- success. Going back to “Futuristic” at the How do you decide to do it? Most nity. Our strength comes from utilizing beginning of this article, we talked about people find checklists and notes useful all of these teams to reach successful planning workforce meetings for success. in remembering what to relay, when, conclusions to our long and short term The idea of planning goes throughout this and to whom. Whatever your place in goals. It is fitting that “U” for unity is the article and throughout our lives. So, is the Agency, making your own checklist middle letter of our acronymic plan for strategy different?

MAY/June 2013 | MANAGING THE SKIES 13 Focused On Success – Preliminary Agenda 33rd Annual Gathering of Eagles FAAMA Convention & Training Conference | South Point Hotel Casino and Spa | Las Vegas

The concept of developing a plan engagement. The more we are individu- and happier in the workplace. And not using all the previous information will ally engaged in learning and in being least of all – we can bring success to the help you make it a strategic plan with present in our work-life – the happier programs and policies we are asked to a higher likelihood of success. A plan and more successful we will be in that oversee. I believe we would all like that is “I will talk to the workforce in my life. And the more success our endeav- to be our destiny and our legacy. team meeting on Friday and brief them ors will enjoy. on the change.” Or, “I need to make the Staying engaged is a lot like staying D is for dynamic change on Friday so I will put out a hot optimistic – easier said than done. That briefing item on Thursday.” We all have you are reading this article, belong to We have one of the most dynamic made such plans and have been the FAAMA, and are thinking about attend- organizations in the world. The dynamics victim of such plans. They are plans; but ing the 2013 Convention says you already of that organization keep us in a state the probability of meeting our goal – of are engaged at some level. Being more of flux and we need to be dynamic our- successful implementation and a smooth engaged starts with giving thought to selves to meet those challenges. So – two and peaceful change – is fairly slim. what our level of engagement is and what or three different and complimentary When developing a strategic plan, all drives it. meanings become apparent: the elements noted in this article come There are countless theories on }} One to be capable of changing into play (see page 11 for complete list). human behavior that will give various or being changed; You can use these basic concepts for and diverse reasons for an individual’s }} One to define the parameters items as seemingly small as talking to level of engagement and I don’t believe (or dynamics) of a situation; an employee about his/her performance, any of them are wrong. The only person }} conducting a Weingarten meeting, who knows for sure why you are engaged One characterized by energy briefing your users on projected traffic or not engaged is you. or effective action. restrictions, etc. All the things that we And, no one can MAKE you more These all apply to us every day in our “know” how to do but that almost never engaged. They can cajole, bribe, threaten, work, and quite often, in our personal go as well as “planned.” And, of course, or just plain discuss it with you – but life. the larger the project or goal, the more you are the only one who can choose Being able to guide our employees possible scenarios and planning required engagement as a way of life. So choosing through these various dimensions of for success. The use of this tool and the to show up prepared to engage in our change is the hallmark of a true leader. others requires our engagement. work life is a meaningful way of moving There has been a lot of previous discus- ourselves forward. sion about how to do just that. This is E is for Engaged It also is a meaningful way of moving really the closing piece of the argument others forward. The “engagement face” – our success is based on our ability to Most of us have been exposed to we put on every day and choose to show manage ourselves and lead others in workforce engagement surveys and the others is the most that we can expect the face of what may seem insurmount- “Strength Finders” concepts. This article from them. There are a few people who able odds. won’t review the tools of measuring remain at a high level of engagement no Focusing on the success of engagement or the ways of interaction matter what leadership throws at them. everything from the individual to the that support it. In fact, I may wander For most of us, and most of our work- organization has to be taken one bit at off the reservation in this particular force, the model eventually becomes the a time. Attempting to focus on all of it discussion. highest level of reality. at once and simply hoping for success The goal for individual, corporate, Choosing to show up mentally pres- is not an option – at least not a very and global success for us is individual ent every day – determined to do your viable one. best and play full out – gets to be a habit. Being pulled in many different We are all familiar with the unattribut- directions every day and discovering able quotation: how to focus on what is needed to reach About Sherry Butler the desired goals is what FAAMA’s 2013 “Watch your thoughts, they become Sherry A. Butler is a recently retired air Convention is all about. Attendees will words; watch your words, they become traffic control manager with 34 years of FAA learn about defining common goals, deeds; watch your deeds, they become experience – dual option terminal and en positively articulating them to many habits; watch your habits, they become route. She is a professional pilot who turned audiences, practicing participative air traffic controller in 1978. Sherry spent character; watch your character, for it management, maintaining a team in 15 years as a facility manager, ending as becomes your destiny.” a technical consultant to Greg Burke, Vice the face of divergent opinion, planning President En Route. She has a MS degree If we display the highest level of effective strategies, remaining engaged, in Instructional Performance Technology. engagement we can through our and dynamically moving forward. In character, we help others be healthy short – being FOCUSED on Success! £

14 MANAGING THE SKIES | www.faama.org Focused On Success – Preliminary Agenda 33rd Annual Gathering of Eagles FAAMA Convention & Training Conference | South Point Hotel Casino and Spa | Las Vegas

Sunday, October 27 Wednesday, October 30 1000 – 1700 Early Registration FUTURISTIC & OPTIMISTIC 1830 – 2030 33nd Annual FAAMA President’s Reception NAPA Ballroom with UNLV Jazz Performers 0700 Registration & Breakfast Buffet Participants will enjoy hors d’oeuvres while catching 0815 “UAV and the NAS—What is the Outlook?” – up with friends and networking with others Speakers TBA 1015 “Challenges to the Future of NextGen” Monday, October 28 Roundtable with NBAA and Others TBA Luncheon STRATEGIC 1310 Leadership Training: “Filling the Glass—Real World Tactics and Reality-Based Motivation for Increasing 0700 Registration & Breakfast Buffet, Opening Ceremonies Productivity AND Job Satisfaction” by Barry Maher 0900 Leadership Training: “Characteristics of Greatness” 1525 Leadership Training: “De-Stress for Fun and Profit: by Don Yeager Managing Stress to Promote Work/Life Balance and Luncheon Restore the Joy of Living” by Barry Maher 1300 Leadership Training: “Characteristics of Greatness” 1800 Pre-Banquet Gathering in Grand Foyer by Don Yeager 1900 33rd Annual FAAMA Awards Banquet 1730 Monday Night Football & Halftime Party Participants will enjoy a sit-down dinner accompanied by a Network with friends as you eat dinner program designed to recognize FAAMA constituents who and view Monday Night Football have excelled in service for the past year. 1930 Poker Tournament Put on your poker face and have some good clean fun networking with colleagues around a poker table for prizes. Thursday, October 31 Texas Holdem Poker tournament prizes will be given out at the Awards Banquet to top three players. This tournament ENGAGED & DYNAMIC with South Point dealers requires a $75.00 PAC Donation as an entry fee the night of the event. 0700 Breakfast Buffet 0740 Convention Hall Opens Tuesday, October 29 Luncheon

COLLABORATIVE & UNITED

0700 Registration & Breakfast Buffet 0830 Leadership Training: “Performance Management” OCT 27-31 by Dr. Chad Dollar, PhD 1015 Leadership Training: “Behavioral Motivation— Coaching versus Mentoring” by Dr. Chad Dollar, PhD 2013 Luncheon 1310 Leadership Training: “Coaching Alliance Training” by Marguerite Ham

MAY/June 2013 | MANAGING THE SKIES 15 THE ADVOCATE FOR AVIATION LEADERS

Modernizing Standards Helps Improve the NAS

n the last year, The MITRE’s Corporation’s – and prior to technological developments in Center for Advanced Aviation System surveillance and navigation that may allow the I Development (CAASD) has shown that standards to be relaxed. updating decades old standards can improve One of the focuses of MITRE’s research Supplied by The MITRE has been to explore the original assumptions Corporation airport throughput while maintaining safety. that were made over thirty years ago to create The contents of this mate- Reduced Parallel these standards. For example, the FAA asked rial reflect the views of MITRE to look at the genesis and history of the author and/or the Runway Separation the assumed blunder rate – how often an Director of the Center Standards for Independent aircraft will blunder off its approach course for Advanced Aviation and Dependent Approaches and toward another approach path, and the System Development. assumed blunder angle – the angle which the Neither the Federal Currently, a set of procedures and runway aircraft deviates from the procedure. The Aviation Administration spacing standards are in place to ensure the original assumption was that one out of every nor the Department of safety of aircraft landing on Closely Spaced 2,000 approaches would blunder and the angle Transportation makes Parallel Runways (CSPR) during low visibility would be 30 degrees, but MITRE’s research and any warranty or guaran- conditions, when flight crews can’t rely on automated data collection of 1.8 million actual tee, or promise, expressed seeing blunders by aircraft approaching the or implied, concerning CSPR operations shows that the blunder rate is the content or accuracy other runway. The distance between parallel only one out of 22,000 approaches with an angle of the views expressed runways, the airport’s surveillance capabilities, of 30 degrees. Based on this data and analysis, herein. and other factors determine whether indepen- the FAA was able to change the standards while dent (higher throughput) or dependent (lower still ensuring the equivalent level of safety of throughput) procedures are acceptable during the aircraft using the CSPRs. low visibility conditions. The current runway Based on the empirical data MITRE spacing standards, however, were determined collected over the past five years and new decades ago based on conservative assumptions automated analytic approaches that identified events of interest coupled with new simulation and modeling techniques, the FAA/MITRE team proposed revised stan- dards for both independent and dependent approach procedures. For airports with existing CSPRs, the revised standards – when implemented – will increase capacity at individual airports and reduce system- wide NAS delays during adverse weather conditions. The revised independent and dependent standards are expected to be implemented by 2014 and 2015 respectively as final safety analyses and FAA program signatures are received. The FAA/MITRE team is also developing new runway separa- tion standards supported by MITRE’s modeling and analysis, Closely Spaced Parallel Operations Today (Approaches)

16 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

which will have a dramatic impact on airport construction decisions – from how much land to purchase to how many runways could be constructed and where. Today if an airport wants to build a new parallel runway with an indepen- dent approach without a high update radar/surveillance, they would have to build them with centerlines that are at least 4,300 feet apart. If tomorrow they build those same runways 3,600 or 3,000 feet apart, that would increase the airport’s capacity significantly in addition to affecting other decisions, such as how much land to acquire and environmental impacts.

Paired Approach and Time-Paired Departures Closely Spaced Parallel Operations (CSPO) Roadmap MITRE is also working on several other concepts to be implemented in the next five to ten years, including paired record of increasing an airport’s departure delays. That means reduced approach and the time-paired depar- throughput, reducing delays, and saving fuel burn on the ground and therefore tures that make use of NextGen technol- fuel and reducing Greenhouse emis- reductions in emissions. A MITRE/ ogy such as Automatic Dependent sions is known as the Equivalent Lateral CAASD study showed that airlines Surveillance-Broadcast (ADS-B) and Spacing Operation standard, or ELSO. using the Atlanta airport during the year after ELSO implementation saved Performance-Based Navigation (PBN) to In 2010, a team of MITRE/CAASD approximately $20 million in fuel burn increase capacity at airports with CSPRs. engineers began working in partner- costs. A paired approach concept under ship with the FAA on a way to increase Another benefit of the ELSO development will use NextGen throughput at airports facing airspace standard is that it enables the airport technology in the cockpit to give flight limitations due to noise, airspace, to contain departures within a narrow crews the information they need to or terrain constraints. This focused corridor of space, thus minimizing fly safely in low visibility, or instru- attention on an FAA standard requiring the noise impact on surrounding ment meteorological conditions, to planes departing from parallel run- communities. This reflects one of ATL’s runways spaced as close as 700 feet. ways to use flight paths diverging by goals and objectives for implement- A paired departures concept will at least 15 degrees. ing the area navigation (RNAV) ELSO enable aircraft to continue departure The standard, which has been in procedures. operations during some of the adverse effect for more than half a century, Given the success of the Atlanta wind and weather conditions that have was based on navigational capabili- implementation, the FAA is pursuing a previously restricted departures, thus ties of the time. Given the much more second ELSO implementation site and, helping to reduce ground delay. precise navigational capabilities that more significantly, is moving forward By safely increasing capacity in exist today, the ELSO team set about on establishing a reduced divergence reduced visibility conditions at airports demonstrating that it would be possible to reduce the minimum divergence standard nationwide. with CSPRs, delays throughout the angle while still maintaining an ELSO capitalizes on advanced National Airspace System will be equivalent level of safety. RNAV equipment already installed reduced, providing major benefits In October 2011, the ELSO standard and used in most aircraft and, where at a minor cost. was implemented at Hartsfield-Jackson possible, the layout of an airport’s run- Atlanta International Airport (ATL), ways. Application of the ELSO concept New Separation with great success – by changing the redefines the minimum angle that is Standard Improves divergence angle from 15 degrees required between departure routes and Departure Efficiency to between 5 to 10 degrees in many enables air traffic controllers to clear applications. This resulted in increases aircraft for takeoff in a more efficient One project that has a proven track in departure capacity and reductions in manner.

MAY/June 2013 | MANAGING THE SKIES 17 THE ADVOCATE FOR AVIATION LEADERS

This illustration depicts trails of aircraft departing Atlanta before and after ELSO-enabled implementation of a fourth departure path (red arrow) at the airport.

About The The idea for the new standard concept came spacing between the departure paths. The MITRE Corporation from an operational need at ATL and prior spacing is equivalent to the spacing observed in MITRE studies that investigated operational conventional diverging departure operations at The MITRE Corporation benefits associated with diverging RNAV depar- minimum requirements of the current standard. is a not-for-profit orga- ture operations. The MITRE team’s third goal of develop- nization that provides These operations became possible in 2005 ing application requirements that are based systems engineering, when RNAV Standard Instrument Departure on technical and engineering analysis of research and develop- procedures were first introduced at several of operational data aimed to put the standard on ment and information the nation’s busiest airports. Implementation of an objective analytic footing and facilitate the technology support to government. these procedures are part of the FAA’s strategy regulatory review and approval process. to transition from a conventional ground-based The ELSO standard concept was reviewed MITRE operates fed- navigation concept to a PBN concept that more by the FAA’s PBN Policy and Support Group, the erally funded research heavily relies on the U.S. Global Positioning Flight Technologies and Procedures Division, and development cen- ters, including the Center System of satellites for aircraft navigation. and the Office of Safety. Concurrence on for Advanced Aviation Unlike conventional departures that the technical and operational analysis was System Development that require successive issuance of air traffic control obtained in May 2011. An operational waiver has supported the United instructions to change the direction that was issued in August 2011 that authorized States Federal Aviation aircraft are heading, PBN departures proceed Atlanta to implement a new set of ELSO-based Administration (FAA) for along established routes. PBN’s precision and procedures. Following its implementation, more than 50 years. repeatability have fundamentally changed operational evaluations of the NextGen RNAV In addition to its long- aircraft operations in the terminal area; ELSO procedures, as they are now called, began standing relationship however, the air traffic control standards that October 20, 2011 at Atlanta. with the FAA, MITRE apply when separating these aircraft have not ELSO-based standards offer a suite of provides technical exper- changed. additional procedure-design options not tise and support to vari- ous international civil The team of MITRE engineers set three currently available to better accommodate aviation authorities, air- initial goals: First, identify changes to the airspace and environmental constraints and to port operators, airlines current separation standard that enables opera- increase the efficiency of departure operations. and other aviation orga- tional improvements on a national level for the ELSO is an excellent example of transforming nizations in the areas of Next Generation Air Transportation System the NAS with PBN; it allows air traffic control Air Traffic Management while maintaining an equivalent level of safety. to fundamentally change the operation by (ATM) systems engineer- Second, devise a methodology that ensures that increasing the use of available airspace. ELSO ing, aviation operations, airspace design and sys- operational benefits can be realized in the near- is also environmentally friendly. The potential tems automation and term. Third, develop application requirements exists to move departure paths over more envi- integration. for the new standard that facilitate the needed ronmentally desirable areas due to the added regulatory review and approval process. flexibility it provides procedure designers. To learn more, visit www.mitre.org The development and application of the As a next step, the team has been tasked ELSO concept ensured that near-term benefits to support Atlanta’s operational evaluations could be realized by modifying the divergence and inform the FAA on its path to enabling standard. Application of the ELSO concept to NAS-wide application of ELSO-based separation diverging departure operations offers reduced standards. £ divergence angles while maintaining the lateral

In the next issue: Reducing Fuel Burn: Optimization of Airspace and Procedures in the Metroplex (OAPM)

18 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS THE ADVOCATE FOR AVIATION LEADERS

Inside Tech Ops Kelly Dodge Seattle District Manager, Technical Operations ATO Western Service Area, FAA

How does the recent reorganization opportunity to determine competing or mutual of Technical Operations districts requirements. At the field level especially, affect your role as a leader? we could benefit significantly from identify- ing inter- and intra-dependencies and then »»As I read it, the new Terminal District Manager leveraging the expertise of our staffs to create function is to “focus on strategic goals, serve as effective implementation strategies – for any the single point of accountability for District per- new system. formance, and manage and balance operational, We also learned each of us enjoys the business, and administrative support across the challenge and reward of addressing transfor- District.” I absolutely concur with this insight and mative issues such as culture shifts, mentor- agree that these responsibilities are identical to ing, leadership modeling, and developmental that of the Technical Operations District Manager. growth opportunities. In fact, we already have The new Technical Operations District dedicated a majority of our twice-monthly construct provides an excellent opportunity to meetings to discussing transformative matters. demonstrate leadership, mentoring, collabora- tion, and strategic thinking across the entire What are your top three Air Traffic Organization (ATO), specifically in the field. Technical Operations District priorities as a District Manager? Managers are now able to focus on overarching »»Numerous complex technical and organiza- concerns such as implementing new systems tional obstacles are faced daily by all managers in while sustaining our current equipment the agency. I know we have extremely intelligent, in unison with our En Route and Terminal motivated, and dedicated personnel developing counterparts. solutions and alternatives to further our mis- Heather Leonard, Columbia District sion by sustaining the current National Airspace Manager, and Jamie Erdt, Seattle Air Route System (NAS) and increasing capacity through Traffic Control Center (ARTCC) Facility implementing Next Generation Air Transport Manager, and I met recently to begin creating System (NextGen). As an agency, we certainly an environment of collaboration across our have the ability to address and overcome any tech- Service Units for the Seattle geographic area. nological issue. We explored several technical issues which However, organizational obstacles are an area would be classified as tactical or short-term which will require more finesse and engagement focuses. We realized our operational staffs from my twenty-four peers and me. For the Seattle are working on solutions, strategies, and District, I am focused upon three efforts: improve perhaps workarounds which would be workplace safety, prepare managers to become better served if engaged in cross-organi- leaders, and build alliances. zation dialogues. Technical operations specialists place them- While discussing tactical issues, we selves at personal risk daily in order to sustain the discovered a gap when comparing our NAS. Their efforts are truly under-valued, typically individual understanding of numerous unknown, and often unsung. There is significant strategic issues. For example, as we pre- pride in accomplishing the mission in spite of woe- pare personnel and facilities for the inte- fully inadequate funding, an insufficient number gration of new technology such as Terminal of personnel, and an absence of proper tools. Automation Modernization Replacement Too often, the eagerness to respond to a (TAMR), each service unit reaches deeper NAS outage has resulted in an accident, injury… internally to educate ourselves. or death. We all rely upon the knowledge In other words, we have not encour- of our specialists. It is my responsibility to aged collaborative interaction or had the ensure (s)he has all of the tools, equipment,

MAY/June 2013 | MANAGING THE SKIES 19 and supplies to accomplish the job Technical Operations’ understanding of requirements. Every specialist also is safely…and to return home. the value we bring to the relationship. mandated to understand the facility and Ensuring today’s managers are equipment logging system – as this is the fully adept for tomorrow’s challenges How does your role differ from process for documenting preventative also is very important. Front Line maintenance, corrective maintenance, other leadership roles in the ATO? Managers (FLMs) in technical opera- .and other NAS maintenance tasks. tions are already independent and »»Leadership is very similar across the Each of these areas require training, very proficient in managing budgets, agency. We all seek additional informa- recurrent training, proficiency valida- assessing tactical priorities, and lever- tion: searching for more depth, clarity, tion, and, of course, paperwork! A FLM aging individual talents. Unlike our and fidelity of data. We all struggle to in Technical Operations must possess air traffic counterparts, our managers determine which issues require our tal- in-depth knowledge of all of these areas often are located in remote areas and ents and which issues are best shared in addition to managing other field are the only manager for miles. with the talents of our staffs, peers, or personnel who perform administrative For the Seattle District, we have others. I believe the most significant dif- and coordination functions. Safety System Support Centers located in ference is not necessarily leadership. inspections, site visits, and union areas such as Moses Lake, Washington; Ironically, the difference is most clearly collaboration tasks also are expected. Medford, Oregon;, and Idaho Falls, illustrated in a description of “what is In contrast, a FLM in air traffic focuses Idaho. In air traffic, a FLM has easy managed and how it is managed.” on the proficiency of a single-disciple access to peers or at least a second- The new Technical Operations group of professionals. level of management. Consequently, Districts have three or four second Subsequently, managing within tech- there is an interesting, yet unex- level managers, Technical Operations nical operations requires attention to ploited, interdependency within this Managers (TOM), and an Operations tasks, adaptability, finesse, and certainly model. Working with my En Route Support Manager (OSM) reporting to an ability to constantly reprioritize…but and Terminal District counterparts, each new District Manager. Each TOM overall remaining very tactical. These I want to develop a management oversees nine to 12 System Support definitely are key strengths for success as a manager – which if not redefined as one moves from FLM to second and third layers of management – can restrict one’s A leader seeks challenges and creates leadership abilities. Middle and upper level managers or opportunities to elevate others to leaders must acknowledge their strength reach their potential. has become less about their technical prowess, i.e., talking to pilots, tuning equipment, or researching data, and it learning model which incorporates the Centers. An OSM manages approximately has become much more about their abil- advantages presented in the different 12 individuals specializing in budget, ity to “see” the future and communicate FLM positions within ATO, and perhaps training, staff, and logistics. the path to that future. other, positions. The main organizational differ- The third focus for this first year ence between a Technical Operations In your opinion, is to identify, build, strengthen, and District Manager and a Terminal District what defines a leader? advertise alliances. Specifically, techni- Manager is the complexity and variances cal operations field officescan operate of skill sets managed. For example, within »»A leader seeks challenges and cre- with minimal, if any, engagement out- a Systems Support Center, a journey level ates opportunities to elevate others to side the immediate team. Again, our specialist may be trained or certified in reach their potential. An astute leader pride and independence are strengths several disciplines such as surveillance, knows when an issue is tactical, strate- – we can make miracles happen! environmental, navigation, communica- gic, or transformational in nature. (S) But we also can fail to recognize tion, and lighted aids. he not only recognizes the type of issue, the power in collaboration, com- A specialist will likely be proficient but also applies the solution appropriate munication, and coordination across in several support areas as well – per- to the situation. A leader takes the nec- our own organization, with air traffic, haps, contract management or inventory essary time to contemplate, reflect, and or perhaps with local communities control. In addition, a specialist will be discuss perspectives with others. and government entities. Through required to learn and apply govern- Integrity, commitment, and excel- enhanced exploration of these ment travel regulations, small purchase lence are all demonstrated by a true external touch-points, I want to enrich rules, and government vehicle operator leader. Leaders “touch” the lives of others

20 MANAGING THE SKIES | www.faama.org through empowerment, recognition, longer have the fiscal latitude or staffing To move through, or up, an organiza- and encouragement. Leadership is not resources to complete the task without tion before you are ready only pushes necessarily providing the “answer.” an impact to another priority. In other you to arrive at your Peter Principle Rather, leadership is about creating the words, we literally have to contemplate position prematurely. (SIDENOTE: The environment for others to discover the which service(s) will be restored, which Peter Principle is the idea that in busi- “answer.” maintenance activity will be completed, ness, people are promoted into jobs Humility, servitude, and genuine which roof will be repaired, and which of with duties they cannot fulfill. ) appreciation of others are, in my opinion, these corrective actions will be delayed. It is critical to learn during every powerful aspects of leadership that are Until recently, Technical Operations has step in your career. Recognize learning often underutilized. successfully (very successfully) managed is occurring around you – you must tactical responses. Our short-term stew- decide to embrace it, to use it, in order What do you view as ardship has been phenomenal…seriously! to leverage your prior learning beyond Our strategic outlook is less promis- your current comfort zone. If you are similarities between air traffic ing, however, should we not adjust our interested in moving up, or across, and technical operations? tactical approach. For example, at a the career ladder, you absolutely must »»Our work as managers, leaders, con- District level, we should discuss the cost be open to learning. It will occur in trollers, specialists, and engineers is of tactical versus strategic responsiveness the form of success, failure, feedback, expected to be performed with incred- with our partners in Terminal and En conflict, exposure, or discomfort. ible accuracy and at an extremely fast Route. It is imperative we articulate the I was a cooperative-education pace. Response time, controller-to-pilot cost of immediate restoration versus utili- student for the first years of my FAA communication, or service restoration is zation of a back-up or secondary system. career, a GS-3 at Denver ARTCC. It truly continually analyzed to seek even greater Terminal and En Route Managers was a meager beginning! However, I effectiveness and efficiency. The two oversee overtime expended by control- was afforded, or I created, opportunity organizations are interdependent for suc- lers. Technical Operations Managers after opportunity to learn. I eagerly cessful execution of service. should be at the same conversation volunteered for work at tasks that were We effectively navigate complex tacti- exploring the expense and benefit of deemed less than glamorous. Over cal issues daily and with little fanfare. technician overtime. We need to fully the next 26 years, I can recall relying Both organizations are comprised of understand the cost of doing business or upon the experiences, learning, and highly engaged, vested professionals providing a service by factoring the con- networks forged during nearly every who live the mission of the Federal troller and technician workforce expense, assigned task, even during those first Aviation Administration (FAA) every day. along with other key factors. few years when I thought I was merely I know, it sounds a bit corny, but I see The conversation must begin with a “gopher.” the dedication, loyalty, and pride exude the Terminal, En Route, and Technical Today, we are seeking leaders who from every member I have met within the Operations service units at the District have determined there is great wealth Seattle District regardless of service unit level. Corporate strategy is required now in sharing information and eagerly affiliation. or we risk the ability to recognize neces- reaching across perceived organiza- sary transformational changes. tional boundaries. Building alliances Our teams have to be persuaded to and networks in the workplace is What is your biggest obstacle as perform together in unforeseen ways – more critical today than ever before. a Technical Operations leader, ways that surely will feel counterintuitive Consider mentoring – learning to coach and how will it be overcome? to individual service unit interests – yet, another individual can provide you »»Success within Technical Operations when applied together create a greater with valuable insight to your own lead- was built upon adaptability to tacti- strength. In partnership with our peers, I ership and management tendencies. cal stimulus. We are masters of crisis believe we can transform the individual When contemplating selecting an response! Rarely (if ever) would one hear service unit values into a cohesive, trust- individual for a leadership position, I a Technical Operations specialist devi- ing, and strong ATO. reflect upon my own career. I compare ate from the “can do” mentality. However, and contrast my experiences with the these inherent traits are very costly in When promoting people into candidate. Regardless of an individual’s specific path, what was learned from today’s environment. We have failed to leadership roles, what are the each step? Were limits stretched along express the results of overtaxing the “can most important considerations? do” approach. the way? Did they strive for breadth or Though we will always respond to »»It is important to be strategic about depth? £ a crisis, a NAS outage, or a controller’s your own career development, build- call for technical assistance, we no ing the rights skills at the right time.

MAY/June 2013 | MANAGING THE SKIES 21 THE ADVOCATE ADVOCATE FOR AVIATION FOR LEADERS AVIATION LEADERS

Better Weather Data Needed for PLindbergh:assenger Aircraft to Cross the North Atlantic

Charles Lindbergh and his wife Anne flew over parts of the North Atlantic in 1933 to survey routes for Pan American Airways (Pan Am) chief Juan Trippe. The Lindberghs found that North Atlantic weather was not as bad as expected, but better weather forecasts and observations would be needed to start commercial airline service.

David Hughes, oday’s airlines have higher quality Trippe on how to begin transatlantic com- Writer/Editor, Federal weather data than available at the dawn mercial passenger service. This fascinating Aviation Administration T of commercial transatlantic passenger handwritten report is one of the treasures in service, as well as improved weather models the Pan Am collection of documents at the and modern observation techniques. Still, there University of Miami in Florida. When you read is room for improvement – especially over the the original, you feel as if Lindbergh is talking great expanse of ocean traversed by today’s to you directly today, not just to Trippe in 1933. air carriers. This is where NextGen weather The challenges he describes in finding the researchers come in to solve old problems with best routes and the best weather information new techniques. echo today’s concerns, even though oceanic air Many aspects of crossing the Atlantic were traffic management, weather forecasting, and risky in 1933 when the newlywed Lindberghs airline aircraft have changed dramatically for flew to survey possible transatlantic airline the better. routes – they did not carry a single parachute. Charles Lindbergh’s letter to Trippe detailed Charles figured “hitting the silk” over frigid what the data-driven Lindbergh was learning North Atlantic waters or ice caps would not on Pan Am-financed exploratory flights in the save anyone’s life, but using the weight saved North Atlantic area. The letter discussed other to carry extra fuel just might. It isn’t surprising data Pan Am would need to collect. Anne flew that the famous aviator favored flying boats along in the single engine Lockheed Sirrus that to make the best use of water landings before Lindbergh had converted to a float plane; she many airfields were built inland. served as navigator and radio operator using Morse code. Forecasting the future The importance of weather is highlighted when Lindbergh wrote, “It is not possible for On September 15, 1933, Charles Lindbergh me to emphasize the necessity of a sufficient penned a remarkable letter from Reykjavik, number of radio stations on a northern route Iceland, and a 12-page report to Pan Am’s to give reliable weather information and to

22 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

give bearings.” Lindbergh favored water or snow. “I believe that the first Virgin Group Founder and inland airports to avoid the often fog operation in the north should be with Chairman Richard Branson is a fan shrouded coastlines. His favorite idea flying boats in summer and hopefully of Trippe’s career as a pioneer of civil was to build an airfield somewhere in with planes which can land either on aviation. In 1998, he wrote about northern Maine. snow or water in winter. After experi- Trippe in a Time magazine article. In the report, Lindbergh wrote, “It ence has been obtained, the question of Branson said when Trippe went to Bill must be remembered that the route which is building landing fields can be decided.” Allen, the boss of Boeing, and asked but for our present equipment and experience But he also thought land-based aircraft him to build a passenger jet two-and- will not necessarily be as good as some other could replace flying boats once they a-half times the size of the 707, this is route when we have more efficient aircraft gained a speed and payload advantage, how the exchange went. and have learned more about transatlantic and that ways would be found to deal “If you build it,” said Trippe, flying. It has always been my belief that with with the safety problems. “I’ll buy it.” every advance in aviation the air routes will The report said transatlantic “If you buy it,” said Allen, “I’ll tend to follow more closely the great circle service was possible; it just depended build it.” course between the localities they serve. I on the business case of having enough “My kind of guys,” noted Branson believe that in the future aircraft will detour service on a schedule over a route to in the Time article. (See “JUAN TRIPPE: bad weather areas by flying above them justify the cost. Not much has changed Pilot Of The Jet Age” in Time magazine rather than around them. Consequently I in commercial aviation in some Dec. 7, 1998 at: http://tinyurl.com/ suggest that Pan American lay plans for the respects over the nearly 80 years since ybmqsls). eventual transatlantic air route to follow the this letter and report were written. approximate great circle to Europe.” Aviation weather over the These are some prescient com- The right aircraft oceans: old challenge, new ments jotted down by Lindbergh As the decade of the 1930s progressed, nearly 80 years ago. solutions Pan Am jockeyed with British and The need for accurate and relevant German pioneers who also wanted aviation weather forecasts and observa- Finding routes to start transatlantic airline service. tions for aircraft flying over the North Because these great circle routes Pan Am made a deal with a fledgling Atlantic has not been entirely solved involved relatively bad weather, British airline, Imperial Airways, to in the nearly 80 years since Charles long over-water distances, and low obtain landing rights in key places Lindbergh wrote to Pan Am chief Juan temperatures, other routes would such as Bermuda. The U.S. airline Trippe. A number of significant chal- have to be considered first, including launched commercial transatlantic lenges remain. a southern one from Bermuda to the service in 1939 with the 77-passenger Steve Abelman, FAA manager of the Azores and the one farthest north Boeing 314 Clipper flying boat, one of NextGen Aviation Weather Research over Greenland. Lindbergh was flying the largest aircraft of its time. Branch, said he found the letter from routes over Labrador and Greenland World War II then intervened and Lindbergh to Trippe interesting. “Some but said final decisions on a route refocused attention on military avia- limitations that existed in 1933 exist would have to wait until “meteorologi- tion; progress on commercial aviation today because when you are flying over cal and other data covering a period of slowed down. Interest soon shifted from these oceanic areas, observation data years is assembled and studied.” flying boats to land-based aircraft for is still limited, weather model data is He said little flying had been done commercial flights, and by the 1950s limited and the ground-based local in the far north but that the difficulties passenger jets started to appear. Trippe weather radars that give Air Traffic had been greatly exaggerated. “There was a proponent of jet aircraft, and Control and other flight followers high are bad weather, strong winds and low tem- he wanted a bigger version than the resolution weather pictures can’t be peratures, but by no means to the extent com- narrow body aircraft available, so Pan located in the middle of the ocean. monly believed.” He wrote that the aircraft Am became the launch customer for So you are flying with a limited set of selected must have reliable engines the Boeing 747. It was only 35-and a-half observation data and lower quality fore- to avoid forced landings that could be years after Lindbergh wrote his letter cast information than you have when fatal, high speed to deal with strong to Trippe on North Atlantic service that you are flying across the continental winds, and sufficient performance and the 747 jumbo jet made its first flight. United States,” he said. The addition of range to fly over or around storms. One aircraft configuration that might work, he wrote, is the use of flat- “If you build it,” said Trippe, “I’ll buy it.” bottom pontoons for landing on either “If you buy it,” said Allen, “I’ll build it.”

MAY/June 2013 | MANAGING THE SKIES 23 THE ADVOCATE FOR AVIATION LEADERS

FROM THE ARCHIVES: Charles Lindbergh and his wife, Anne, stand in front of the Lindbergh (left) standing next to Trippe in 1928. Lockheed Sirrus after pontoons were fitted. The aircraft was named Tingmissartoq, or “one Photo courtesy of Special Collections, University of Miami Libraries who flies like a bird,” by the Inuits in Greenland when the Lindberghs made a stopover there. Coral Gables, Florida, tinyurl.com/3dr9vfp The Sirrus is on display now in the Smithsonian National Air and Space Museum on the Mall in Washington, D.C. For more information about the exhibit, see http://tinyurl.com/bon9j9u Photo courtesy of Smithsonian National Air & Space Museum

airborne weather radar data for hazard much more efficient flights,” Abelman over a 36-hour timeframe to be avoidance over land and seas has said. The forecasts are not only more used in strategic planning for significantly enhanced safety. Weather accurate, they provide higher resolution oceanic crossings. The prototype satellites and weather forecasting with wind speed and direction forecast is being developed using a design computer models do help, but the depicted every 1.25 degrees of longitude specification written under FAA- models are general in nature and not or latitude. funded research by the agency focused on aviation. Existing weather along with the National Weather forecasting models are only updated Making progress Services’ Aviation Weather Center over the ocean about every six hours and the World Area Forecast While many challenges similar to and the updates are only as good as the Center. those of the 1930s still exist, such as observation data going into them. obtaining the best weather informa- }} A demonstration that is an initial Over the continental United States, tion for overwater flights, the FAA step towards uplinking weather there are high resolution models run- is working very hard to improve updates to aircraft flying over ning every hour. But a high resolution, the aviation weather information the oceans. The FAA conducted rapidly updating global model loaded provided to pilots in the oceanic a simulation recently with pilots with new observation data, focused environment. in-the-loop at the William J. just on aviation doesn’t exist because it The FAA’s Aviation Weather Hughes Technical Center in would be cost-prohibitive. “If you tried Research Branch is conducting two Atlantic City, N.J. something similar over the oceans, it NextGen initiatives to determine if it would be very expensive to supplement }} During a simulated air transport is possible to transmit more relevant current observational data and the aircraft flight from Florida to Peru, and timely weather information to the cost benefit of providing the data for pilots received updated cloud top cockpit or to provide improved long an aviation specific model for aircraft data to warn them of convective range forecasts to strategic planners, flying over the oceans wouldn’t support activity along their route of flight. such as airline dispatchers and air it,” Abelman said. The scenario explored how pilots traffic decision makers. These initia- He added that some types of avia- might benefit from satellite infrared tives are: tion weather forecasting have greatly sensor data to identify cloud tops }} improved in recent years, in particular Development of a prototype so high that they might signify the winds aloft. “The wind forecasts have prediction system that creates presence of convective activity. become really good and it is allowing for probabilistic convection guidance

24 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

The probabilistic convection guidance Gary Pokodner, NextGen program NextGen researchers are talking to air- uses hurricane forecasting techniques. manager for the Weather Technology lines to see if there are data links they It takes eight or ten different computer in the Cockpit program, noted that already use where the weather update models that all diverge to some extent. pilots have voiced concerns about information can piggyback on existing The FAA research takes multiple storms with little moisture in them services if messages can be designed to computer runs from multiple models going undetected by airborne radar in consume as little bandwidth as possible. and looks at them as an ensemble to tropical regions. Reports from pilots “Is there a way to get the data to come up with what researchers believe flying in tropical areas indicate they Part 121 air carriers at a price they are will be a more accurate forecast. often try to spot convective activity willing to pay?” Pokodner asked. If the If the result shows an area that is at night by simply turning off cockpit answer to that question is yes, then the likely to have thunderstorms, it may lights and looking for lightning. One FAA may move ahead to flight trials to prompt planners to add extra fuel for goal of the NextGen research is to demonstrate the capability. “We have maneuvering or select an alternative determine if some additional informa- to quantify the safety and efficiency route. Pilots can be alert for convective tion uplinked to the cockpit in real benefits of providing this data to the activity when they enter the area time might help cockpit,” Abelman added. £ where it is forecast. pilots detect haz- Randy Bass, FAA NextGen convec- ardous convective tive program lead, said work on the activity. 36-hour probabilistic convection Another guidance system started in 2011. He aspect of the said a study of aircraft accidents and research into incidents over the oceans involving cloud top data convection show that this type of is working on forecast may have helped in some finding an cases. The 36-hour window is needed inexpensive to account for six-hour planning win- way to uplink it dows, 14-hour flights, and the fact that to the cockpit. the reports from computer model runs are only issued every six hours.

Lindbergh’s Letter to Trippe in 1933

Letter and report reprint rights courtesy of Special Collections, University of Miami Libraries, Coral Gables, Florida

MAY/June 2013 | MANAGING THE SKIES 25 THE ADVOCATE FOR AVIATION LEADERS

Money Talks How Will the FAA Furloughs Affect Your Retirement? Glenn Livingston and Michael Livingston | Livingston Federal Employee Retirement Planning This past March, FAA Administrator Michael Huerta sent notices to almost 47,000 FAA employees that they would be furloughed for up to 11 days between April 7th and September 30th to meet budget cuts due to the impasse between President Obama and Congress on sequestration.

To reach Michael n an email Mr. Huerta sent to employees which means it will be treated as leave without Livingston or Glenn before the actual notices were sent, he pay. According to OPM, an aggregate non-pay Livingston, call stated, “Please know that I sincerely regret status of 6 months in any calendar year is 800.752.8992 or visit I the impact that even a single furlough day creditable service (5 U.S.C. 8332 and 8411). www.Livingston will have on you…on behalf of FAA leadership, Federal.com we value your service and contributions to Your High-3-Average our agency, and our nation. We will continue Will Not Be Reduced to explore ways to reduce expenditures and minimize the number of total furlough days Due to the furlough being considered admin- required across the agency to meet our budget istrative, or leave-without-pay, and its being requirements.” less than six months, your high-3-average While the President and Congress could will not be reduced. Again according to the come to an agreement that would shorten Office of Personnel Management (OPM), the length of time that FAA employees are (www.opm.gov/policy-data-oversight/pay-leave/ furloughed, it’s still important to consider the leave-administration/fact-sheets/effect-of-extended- impact of the furloughs on your retirement leave-without-pay-lwop-or-other-nonpay-status-on- planning. federal-benefits-and-programs/), high-3 average salary computations are based on periods of Your Creditable Service creditable service. Thus, periods of non-pay status of six Should Not Be Affected months or less in a calendar year that fall Based on the wording of the furlough, affected within an employee’s average salary period are employees will miss eight hours every two included in the calculation of the average sal- weeks (or one day per pay period); and the ary using the rate of basic pay in effect during furlough will be considered “administrative,” the period of non-pay status. For example, if

26 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS

a full-time employee whose annual from your pay as a percentage of your rate of basic pay is $85,000 per year salary, but as a set dollar amount. is placed in non-pay status for three Due to the furlough reducing your This material was prepared by months, that three-month period pay, if your contributions are set up MarketingLibrary.Net Inc., and does not would be credited in the average as a percentage of your income, con- necessarily represent the views of the presenting party, nor their affiliates. salary calculation using the $85,000 sequently your bi-weekly contribution All information is believed to be from basic pay rate. to your TSP will be reduced. This reliable sources; however we make no If the rate of basic pay changed could have a significant effect on your representation as to its completeness to $86,500 per year after two months retirement if the furloughs continue or accuracy. Please note – investing of the non-pay period, the first two for an extended period of time. involves risk, and past performance is no guarantee of future results. months of the non-pay period would be credited in the average salary Furlough Impact on The publisher is not engaged in rendering legal, accounting or calculation using the $85,000 basic Retirement is Minimal pay rate and the last month of the other professional services. Although the impact of the furlough non-pay period would be credited in If assistance is needed, the reader will no doubt hit the bottom line of the average salary calculation using is advised to engage the services the $86,500 basic pay rate. your immediate finances, the silver of a competent professional. This lining is the furlough will have mini- information should not be construed as investment, tax or legal advice and Your TSP Contributions mal impact on your retirement. The deductions you pay into the Federal may not be relied on for the purpose of avoiding any Federal tax penalty. Should Be Based On a Employee Retirement System (FERS)/ Dollar Amount Civil Service Retirement System This is neither a solicitation nor There are two options for Thrift (CSRS) pensions will be reduced pro- recommendation to purchase or sell any investment or insurance Savings Plan (TSP) contributions: portionally to the number of hours furloughed per pay. product or service, and should not be 1. Bi-weekly dollar amount; and relied upon as such. All indices are However, because the furlough is unmanaged and are not illustrative 2. Percent of gross income. considered administrative in nature and of any particular investment. thus extended leave without pay (or non- For 2013, you are eligible to contribute pay status) and is less than an aggregate Registered Representatives of INVEST Financial Corporation (INVEST), up to $17,500 with an additional $5,500 six months per year, your pension cal- member FINRA/SIPC. INVEST and its as a catch up the year you attain age 50 culation will not be reduced. If you are affiliated insurance agencies offer or older. If your desire is to contribute concerned that your TSP contributions securities, advisory services and a certain dollar amount or maximize may not be based on a dollar amount, certain insurance products. INVEST your TSP contribution, ensure that please visit www.TSP.gov to change your is not affiliated with Livingston Federal or any government agency. your contributions are not deducted contributions. £ INVEST does not provide legal or tax advice. #104372-040814

Minnesota En Route Chapter 207 Hosts Annual FAAMA Evening Out

This annual event offers members and their the Chapter vice president coordinated with This annual event is held at locations not guests an opportunity to come together away Minneapolis Air Route Traffic Control Center normally on the members’ lists for “date from the work environment. The April 23rd (ARTCC) Administrative Employee Services night.” Every year, the planner of this event Evening Out offered the Chapter Leadership group to bring Livingston Federal Employee is asked, “How did you find this place?” The time to discuss openly the events, both Retirement Planning to the facility to provide Chapter looks for eclectic style and taste as within and outside the FAA, that are impor- four retirement seminars over two days. well as luxury. Meals offered and the hotels’ tant to the Chapter members and FAAMA. accommodations are always a pleasant The Evening Out was purposely planned during surprise, providing members an opportunity Legislative issues were discussed and their stay in the Minneapolis area so that repre- to strengthen networks and bring together the importance of being associated with sentatives could attend and share information. friends and families. It’s an occasion to take Political Action Committee (PAC) activ- Livingston Federal offered to co-sponsor the care of business while enjoying an evening ity was also shared. Chapter leadership Meet and Greet which took place prior to the of good food in relaxing surroundings. invited FAAMA corporate partners and evening dinner. Thanks to Glenn and Mike leadership to attend the event. This year for their continued support of FAAMA.

MAY/June 2013 | MANAGING THE SKIES 27 THE ADVOCATE FOR AVIATION LEADERS

Introducing Equal Employment Opportunity (EEO) Training Institute’s Newest Training Module Achieving Communication Excellence (ACE)* Thomas Harris | EEO Specialist, Office of Civil Rights EEO Training Institute, FAA

Call Today for he goosebumps started as soon as she present our newest training module: Achieving ACE Training walked into the building. They always Communication Excellence (ACE). This training sprung up when Susie arrived at work. She is designed to improve communication between If you are interested in T did not like coming to work because she could all participants. This includes working relation- receiving ACE train- not talk to her co-worker, Bill. The fact is, Bill ships between a supervisor and subordinate or ing, please call the EEO wouldn’t do anything she asked and it was begin- between co-workers. The principles are so basic Training Institute today ning to stress her out! at (405) 954-4381! and so simplistic they can be applied in both Last week she needed a report they both professional and social settings. *Item Number: had been working on for a presentation for FAA30200938 upper management. She emailed Bill to send Achieving Communication CME Credit hours: 3 her the report and clean up some errors she found, but he never sent it or responded to her Excellence (ACE) email. Then the other day, Bill was talking on The training is comprised of three one- the phone so loud she heard him in her office, hour training modules focusing on one or just one door down. She immediately sent him more aspects of achieving communication an instant message to hold it down, but he just excellence: ignored her! }} Listening: The first module is about The last straw came yesterday when she listening and what we do as receivers of asked him for some feedback on the joint information that inhibits our listening project they both worked on. Sure, she sent the skills. text message late last night but he could have at least said something; this is her career we }} Speaking: The second module focuses are talking about! on speaking. This is important because We have all experienced this fictional story. participants in the training learn the most Bad communication is something we have important tools we use in communicating known our entire life in some form or fashion, with each other and the basic principles of either verbally, with body language, or in some how to best communicate.

other form such as e-mail or text messages. }} Feedback: Finally, participants in this Sadly, even though we have been communicating training learn about giving and receiving our entire lives, many of us readily admit we still feedback. In particular, participants are need help learning to communicate with others. challenged to learn effective ways to give feedback and examine their own responses Communication Requires when they are receiving feedback. Dedication and Commitment Overall, ACE training is an excellent tool for Communication is not easy and requires dedi- anyone who wants to improve their communi- cation and commitment. Even after knowing all cation and become a more effective supervisor the techniques of being a good communicator, and/or co-worker. Managers who participate it still takes practice. Something we all can do in the three-hour training will receive three every day – since communication is a basic part Continuing Management Education (CME) cred- of our work and our social lives. its. In addition, this training is fully interactive The Equal Employment Opportunity so participants can begin using their new skills (EEO) Training Institute is proud to immediately! £

28 MANAGING THE SKIES | www.faama.org THE ADVOCATE FOR AVIATION LEADERS Top Reasons for Joining FAA Managers 5 Association (FAAMA) These five reasons FAAMA is a Company, not an FAAMA supplies superb for joining FAAMA FAAMA is not an There is build a strong case for Agency group. information. why being a member internal Agency organization. We raise a great deal of information is a positive and our own funds, follow our own path, available relevant to what we beneficial experience are free to lobby Congress, and are free to create do, who we are, and what is for professionals in all 1 4 alliances with like-minded organizations within happening within the aviation industry. FAA lines of business. Spread the word and outside of government. FAAMA provides current information about the benefits of through the award-winning Managing the FAAMA membership We actively and Skies magazine, the dynamic Association to your FAA friends website, and through the efforts of and colleagues so successfully lobby that they may have Congress. FAAMA has an Association leadership. If members have a clearer picture of active Legislative Committee that questions, FAAMA can find the answers! what it means to represents FAAMA issues to members of be a member. 2 Congress who can support our causes. The Networking opportuni- force of FAAMA advocacy was demonstrated in ties are unsurpassed. December 2009 with the successful passing of Local FAAMA Chapters provide comprehensive federal workforce legislation. networking opportunities that With the addition of an Executive Director in otherwise may be missed. 2011, we are expanding FAAMA’s voice and FAAMA-sponsored events such as Chapter reach in our nation’s capitol. Leadership Training and the annual Gathering of Eagles convention offer a FAAMA collaborates wealth of networking opportunities both with our Agency. With the in local areas and in Washington, D.C. formal signing of a Consultative Relationship between the 3 Association and the FAA in December, 2011, FAAMA achieved a new level of collaboration with the Agency. FAAMA members have an opportunity to participate in Agency workgroups or serve in leadership roles where they can influence a positive outcome that benefits the aviation community.

THE ADVOCATE FOR AVIATION LEADERS www.faama.org Spotlight on an Aviation Leader Theodore “Teddy” N. Thomas FAAMA Great Lakes Regional Director and FAA Support Manager Minneapolis Air Route Traffic Control Center (ARTCC)

“ s far back as I can remember aviation was From 1998 through 2007, Teddy had the opportu- important to me. I watched my father fly nity to work directly with the MITRE Corporation on A control-line model airplanesThomas and enjoyed several independent projects from National and High looking up to see aircraft arriving at the local airport. Altitude Airspace Redesign to Staffing Studies. More I’ve always had a passion for aviation, and even in high recently with MITRE, he worked on the develop- school, wanted to be an Air Traffic Controller.” ment of the futuristic Performance Based Air Traffic In 1979, after attending college two years, Teddy Management System (PATM) for 2025 and the Next Thomas started his aviation career by joining the Generation Air Transportation System (NextGen) for United States Air Force to become an Air Traffic Air Traffic Control. Currently, Teddy is a volunteer Controller. His Air Force career started with an program coordinator for the FAA’s program office, »» Interested in More assignment to Zweibrucken, Germany. While in the the Employee Development Group, which recently Information? Air Force, Teddy earned two undergraduate degrees in deployed the FAA Career Planning Program. aviation from Embry Riddle Aeronautical University. William “Bernie” At the end of his Air Force tenure, he earned a Master Getman (William. Co-Developer of the Aviation Career of Science (MS) in Administration from Central Getman@gmail. Education (ACE) Academy Program Michigan University. com) is President of Throughout his FAA career, he has sought to develop FAAMA Chapter 207, leadership and life skills in individuals. In 1991, he Minnesota En Route. FAA Career was one of the co-developers of the ACE Academy Theodore “Teddy” In 1988, after almost nine years and two additional Program in the state of Minnesota. He worked directly Thomas is Vice stateside assignments, he left the Air Force and thirty with state agencies and directors, as well as with cor- President. For more days later continued pursuing his passion for aviation porate leaders to bring together a program introducing information on by joining the FAA. In the FAA, Teddy worked as an and developing youth with a passion for aviation. this chapter, please Air Traffic Control Specialist, both terminal and en The ACE Academy in Minnesota has entered its contact him at route; as a Frontline Manager; Quality Assurance 22nd year and is used as a model throughout the [email protected]. Manager; Operational Manager; and now as a Support country. Teddy currently assists individuals with For general Manager at Minneapolis Air Route Traffic Control self-development and teaches professional leadership membership Center (ARTCC). to air traffic managers. Attendees include individuals information, In 1995, Teddy was selected to his first manage- from the FAA’s Program for Emerging Leaders as please write to ment position as a Frontline Manager. A few years well as from private corporate leadership, airport Membership@ later, Teddy was commissioned by the Air Traffic commissions and security, and current FAA Vice faama.org. Management Team at FAA Headquarters to assist Presidents of Operations and Administration. This on a National project with the FAA Administrator, course is highly regarded because its foundation is Ms. Jane Garvey, and the FAA’s Director of Air crafted from FAA Leadership principles and the U.S. Traffic, Mr. Ronald Morgan. The project was a Military War College. study defining the core duties of Operational According to Teddy, the course is important to Supervisors and Second Level Managers in air FAA leaders because, “The desire of talented leaders traffic facilities. is defined and spirited through the attendees in these

Professional Profile classes. It is like touching raw emotions. The an Ambassador Award recipient for his “The strong pillars of professionalism pause in a person’s speech, the breaking of a leadership and volunteer work with the in the men and women at Minneapolis have voice when an individual talks about what is Association’s Membership Education given me friendship and fresh insights into truly important to them, always stirs a bal- Committee. people which keep me pushing forward at ance between being a leader at work and at the end of the day. I love watching people home. When individuals leave this seminar, FAAMA Great Lakes develop themselves, and when I can be there the feedback is consistently that their Regional Director to reach out and hold them up in difficult thoughts about what leadership is and where times, hopefully I can be a brush stroke in their hearts have gone is not usually seen in In March 2013, Teddy became FAAMA’s the professional legacy they build.” other FAA Leadership courses. Facilitating Great Lakes Regional Director, noting: this course is very satisfying.” “I am honored to have been selected Personal Life to represent FAAMA as the Great Lakes Teddy is married to his high school An FAAMA Member Regional Director. I spoke with numerous individuals, from FAAMA’s past and from sweetheart, Lisa. They have been married since Its Inception those currently supporting our Association. thirty-three years and have two very suc- He has been a member of FAAMA since It was not an easy decision. I was not going cessful daughters, Dianna and Julie. They its inception. Teddy participated in “A Day to run for the position knowing I couldn’t are blessed with a two-year old grandson on the Hill” events when FAAMA was part produce.” and a granddaughter is due this June. of the Federal Managers Association. He As an FAAMA Regional Director, Teddy and his family also continue to continued as an adjunct member of the Teddy maintains being an interactive develop youth through the nation’s largest Legislative Committee and for the last leader is important: youth pageant organization, National three years as a member of the Membership “Information needs to flow both American Miss. The interest in pageant Education Committee (MEC). He is cur- ways and whoever is on the receiving end competitions started in 1999 when Lisa rently working closely with local members to needs to listen. Then lead with your heart. tired of one-too-many ambulance rides to make the MEC more visible through social Whether others support or belittle you, the hospital with Julie who was a nationally networking on Facebook and Twitter. always listen to your intuition, for it is never competitive gymnast. Teddy’s daughters He has been an active member involved wrong. It’s only when you contemplate were successful in their ambition and were locally to support FAAMA membership. that intuition that you could go down an named Miss Minnesota and Miss Minnesota He publishes motivational and leadership obstructive path. I plan to increase com- Jr. Teen in 2003. articles to keep FLMs focused on what is munications within our Region. Teddy and Lisa are now Judges important to the Agency, to FAAMA, and to . It’s time to speak up when you have Coordinators for National American Miss. them. The purpose is to celebrate their suc- an opinion and I will represent you with The pageant’s goal is to develop life skills in cesses and encourage their taking pride in tenacity and respect. To me, over the years, young women through their participation accomplishments both at work and at home. FMA and now FAAMA has been a network in the various elements of competition. Currently, he is Vice President of Chapter of honorable people willing to share a piece According to Teddy: 207, Minnesota En Route. of themselves. I do not want that to go away. “Every year, I witness how this pageant I commit to you I will do everything in my changes the lives of the young ladies ages FAA Vice President’s Award power, within my own network, to get out 4 to 20 as they gain self-confidence as well as valuable communication and leadership for Excellence – Plus, FAAMA the information.” Throughout his career, Teddy has built skills. My heart grows whenever I think of Ambassador Award a strong foundation through develop- their successes.” In 2008, Teddy was honored with the FAA’s ing and maintaining relationships with Teddy’s wife also enjoys competing and Vice President’s Award for Excellence for individuals who have crossed his path, was forth runner-up in Beauties of America his work developing the future of aviation. and more significantly, with the employ- and the National Photogenic Award Winner He was also recently recognized nationally ees he works with every day. As Teddy in 2010. £ by the FAA Managers Association as maintains:

MAY/June 2013 | MANAGING THE SKIES 31 33rd Annual Gathering of Eagles FAAMA Managers Association / Convention & Training Conference / The South Point Hotel Casino & Spa Las Vegas / October 27-31, 2013

You are invited to participate in the 33rd Annual FOCUSED on Success Gathering of Eagles Convention and Leadership Training Conference on October 27 to 31, 2013 in F uturistic Las Vegas at the South Point Hotel Casino and Spa. O ptimistic • Focus on world class leadership training C ollaborative • Network with peers and industry leaders

• Strengthen your participation in FAAMA U nited

Make plans now to join us as we focus together on the future chal- S trategic lenges before us, aiming to ensure our success within the FAA. World- class educational speakers will deliver relevant training and attendees E ngaged will benefit from a wealth of new opportunities for networking and strengthening FAAMA participation. D ynamic

At the 2013 Convention, you’ll gain valuable new leadership skills, connect with a supportive network of peers and colleagues, and expe- rience the power and satisfaction resulting from full participation in Save an the Association. additional $100! Please review the Preliminary Agenda for the 2013 Convention (page 15) and demonstrate your support for the FAAMA by registering today. Register by May 31!

Go to FAAMA.org and take a few moments to review all of the infor- mation for the 33rd Annual Gathering of Eagles Convention before For the latest information, registering. Also, note that you need to register for both convention visit: www.FAAMA.org and hotel space separately.