APRlt.1979 Volume 9 Number 4

Secretary of Tran$J)OtfJtipb, Broe� Adams Mtnlii{�: ;:�� . ;':0�(!<:l· · · llp '·Att•lr$ ...••

mmunicatlons Div.• . . . yden Editor, l.eonard Samuels Art Director, Ele.aQorM. Magmms Electronics technicians are plagued the worst when winter storms strike. This one was on his way to clear a snowed-in glide slope antenna on O'Hare when his vehicle got stuck in a FAA WORLD is PQtilis&fthe::�panment of Trans­ ·. :PQrtationlt=e�er�.;: , ...... 0Adrnlnistration :_;,;:ap9 ,� Qff!(li�f:: :�epubuc,uon. If plor9e ::>•i:Jtis;p .· ,, : . ,& Erl) '., municatloris:.· . ice of Publie Qom . · Affai�. FAA, aoQ-: .· ...... · .. dence Ave. SW. Washington, O.C,. '2'0591. Articles and photos for FAAWOAto should be submitted directly to regional FAA pablic affairs offi­ cers: Mark Weaver. Aert>nautical Center: Clifford Cernick--Na�nf-tt>bert Region; Joseph t's getting to be a habit. Last year, the Midwest and the Frets-Central .AegiQO; Fulton-East- I Northeast-particularly New York State-took a lashing from winter Region; Neal,;Oallat'lan'-Great Lakes weather. This year, winter returned with a vengeance across the l!IOrihael<· · · · . -, �N:AFEC; · ·· Mike 1t>11; 'Pa�19 northern tier of the country, most especially in the Midwest. @:,i;>r�.-�---::•·••·1 It is said that the earth is descending into the next ice age, but to have . ;_ (p.u tom7• • • O viewed the January and February landscape is to suspect that its coming isfRegit>n;> Jack is not going to take a few thousand years. tK. K. Jones­ der Garvis- NAFEC had a new record for snowfall that topped the mark set 15 years ago. In an 18-hour period, 17 .1 inches of snow blanketed the area and, in rural New Jersey, kept many employees snowbound in or out of the center three days later. Long known for paltry snows­ enough to foul up traffic but not enough to enjoy--:the nation's capital has been getting a more liberal share in recent years. This year, a 56-year record was shattered when 24 inches of snow dropped on the Washington area in a single storm. Washington National and Dulles International received over 181/2 inches of snow, resulting in the former closing for 14 hours and t ( latter for 11 hours. While Washington's big storm came on the Washington's Birthday holiday .,

The Ice Age Cometh

Huge piles of snow were commonplace along roads and runways, but much of it had to be trucked away from ramps, taxi­ ways and runways to prevent interference with communications and landing systems and to uncover edge lighting systems.

3 It wasn't a night club floor on New Year's Eve but the O'Hare terminal. The passen­ gers would have gotten Just as far dancing, though, as a snow storm socked in the air­ port for the holiday. after another more modest snowfall had virtually disappeared, the Midwest's blizzard was nearly two month's long, snowfall piling up on snowfall, beginning with a foot or so on New Year's Eve. A Boeing 747 touches down on O'Hare's Many veterans of Chicago felt like Runway 14R in near absolute-minimum conditions. Despite some problems, FAA throwing in the towel this year as the facilities stayed on the air through most of repeating snows were matched by one the blizzards that hit this year. Canadian air-pressure system after another that kept the mercury well below zero. The winter's wrath was felt by FAA employees throughout the area. Some Chicago Center controllers living in manual chore, and, for the first time, Plano, Ill., southwest of the facility, were excavating the instrument landing "lucky" enough to experience the record systems. Airway Facilities personnel low temperature for the state-32 probably had it hardest. After they degrees below zero. Up in Houghton, struggled through the snow and cold Mich., was one of the world's snowiest just to get to work, they had to go back places with over 250 inches by January. out in it to do their jobs. Glide slopes, Employees at the Airway Facilities even if not buried, caused trouble, since Sector Field Office there traveled to antenna reflections off the snow banks facilities in a "Little Green Monster"-a caused the beam angle to shift. The rubber tracked vehicle that goes where only solution was to get the snow moved a snowmobile can't. In Marquette, or at least packed down. Mich., a new record low of 37 degrees The magnitude of the storms' impa below zero shattered the old mark in was relected in the flight service February. stations. While the Chicago FSS's Although most transportation preflight briefings were nil, the Notices staggered and fell to its knees, FAAers to Airmen (NOTAM) system was kept 'em flying for the most part. A clogged, inundated with messages on master of understatement, South Bend, runway and closings. Ind., tower chief Robert Flower quipped, General Aviation inspectors found "Operations were just slightly reduced themselves flying desks for a few days because of the great weather as flight testing came to a halt; written conditions." With a normal daily tests continued, however. average for landings and takeoffs of Many FAA employees were stranded more than 400, South Bend handled 24 at their jobs. The tales of privation are and 23 airport operations on two legion, but for a pair of controllers at the successive days in January. In Lansing, Moline Tower in western Illinois, it Mich, tower chief Ray Kerwin reported a wasn't as bad as it might have been in total of six operations in two days. their 30-hour stint-they ate well, if In all, the storms of December 30, monotonously, with five pounds of January 13 and January 24 dumped hamburger, two dozen buns and a nearly 40 inches of blowing snow on microwave oven. O'Hare International; February added four inches more and in southern Illinois up to a foot. The problem at O'Hare, Washington National and other airports was that the snow-clearing crews couldn't stay ahead of the snowfall. The day after the first blizzard, O'Hare had 547 operations-about 25 percent of normal. Following the big snow of January 13, O'Hare closed for one day. The biggest problem was clearing the runway lights, which is basically a

4 Photo courtesy of United Air Lines

When roads were passable, employees faced the problem of excavating their cars and getting them started. Here, Regional Office employees Cathy Elwardt (left) and Jeanette Wernert begin their chore.

The view from the window of the GADO at the Dupage County Airport in mid-January did not bespeak activity. Written tests were the closest many pilots got to aviation for a couple of days following each snow.

A recent addition to the Houghton, Mich., SFO is pale green and floats on rubber tracks over snow depths exceeding 40 inches. Chief John Scott (left) and elec­ tronics technician Dickie Stuffle rely on "The Little Green Monster," since they found that snowmobiles are swallowed up in th& yards of snow that fall on Houghton.

5 MSATNEGAGN ISAHCRUPLF WORD SEARCH ORVFBEASGRAPHICSDLMN By Linda M. Enarson TE L E T I C KE T IN G O Z T I A F C Western Region Logistics Division OANBXSFCDWUAFSMROF� R LH L JS E V I T CE R I D A JP 1\__ Both common and arcane terms in the field of FEINAMESUOHERA AREi logistics form the subject of this month's puzzle. LSTSINVENTORY AMI LD They read forward, backward, up, down and diagonally, are always in a straight line and never ETTEDTORTSAS AWNJR skip letters. The words may overlap, and letters EANIVSAIFYE IBTTIO may be used more than once. T TE T A SE O T M C L E A SE S T Use the word list if you must, but try covering it GEMi LEDABC MICJKROC first. All 40 words can be found. Circle those you do HTE LECOMMUN I CAT IONSA find and cross them off the list. The word "orders" has been circled to get you started. When you give YB R IG X M L IE T U YB T D H B L R up, the answers may be found on page 19. TCUTNEHANAMAFT FEGEOT NOCU I BTODOP IDRRBRHVN AWOISNHCLAOCKTEEBIKO BID FRV LOGISTICS RY R SU P P L YS U PP O R T P L E C CONTRACTOR GRAPHICS MAIL DEPOT GSA MATERIEL RFPNOITACILBUPDMNOSL DIRECTIVES HOUSING MOTOR FLEET AB ISHOBENE RGYT IRO I RP DRILL IFB ORDERS WRETSCITSIGOLOBLOSBP ENERGY INTERFUNCTIONAL PHONE PROPERTY RFP TORT EXCESS INVENTORY PRINTER PUBLICATION SUPPLY SUPPORT UTILITIES FORMS LAW PRIORITY PURCHASING AGENT TELECOMMUNICATIONS VEHICLES FTS LEASES PROCUREMENT REAL ESTATE TELETICKETING WARRANTY WAREHOUSEMAN

SILVER THREADS AMONG THE GOLD craft should have had a positive ... If you're worried that advancing trol lock to keep passengers from-­i. age will turn you into a physical messing with things they shouldn't be wreck 'and a mental incompetent, messing with. The trial lasted three former FAA medical researcher Dr. weeks, but it took the jury only 40 Stanley Mohler has some good news minutes to decide against the heli­ and some bad news for you. Now on copter owner. As for the pilot, no one the medical staff at Wright State Uni­ seems to know how he made out with versity, Dr. Mohler recently completed the sunbather, but one would have to a report on pilot aging for the Flight conclude that he has a limited future Safety Foundation. In it, he (here pilot on a firefighting mission in cen­ in aviation. comes the good news) dispells many tral California who spotted this of the myths about g"rowing old and young lady on the ground attempting UNSAFE AT ANY SPEED ... In an ef­ concludes (and now the bad news) to acquire a suntan over her entire fort to broaden the scope of this col­ that people can hold the line against body, if you know what we mean. So umn and give it a total transportation Father Time by regular exercise, natcherly, like any red-blooded look, we're including a non-aviation watching what they eat, cutting American man, he forgot about the item here as sort of an experiment. down on the booze and swearing off forest fire raging in California's Big We want to see ifit flies, so to speak. cigarettes. We've seen a summary of Sur area, circled the woman to take The item concerns certain radar Dr. Mohler's report and are im­ plctures and then landed to ask her equipment used by Florida police to pressed, for example, by study results for a date or whatever. Unfortu­ trap speeders. According to an As­ showing that active older people who nately, he left the engine running sociated Press story out of Miami, a partitipate in running and racquet and the helicopter started to lift off, local TV station ran some tests with sports can match the reactions and prompting one of his three non-pilot the equipment and clocked a tree movement times of sedentary people passengers to attempt corrective ac­ doing 86 miles per hour and a house 40 years younger. But, hey, if you've tion. The helicopter promptly pitched doing 28 miles per hour. We're not got to live your life like a monk, over on its side and beat itself to the least bit surprised by these 1r forget it! death, although none of the three fire suits. Everyone knows that a ho fighters was injured. The owner of doesn't move as fast as a tree, es· BEAUTY AND THE BEAST ... Once the helicopter subsequeptly sued the cial ly whe 'Y!=)u}fe the one who's n f upon a time, there was this helicopter manufacturer claiming that the air- trying to unloac i't;': 6 Charleston Gazette photo by William Tiernan

he Piper Arrow is at 3,500 feet above hilly Pocatalico, W. Va., Cool Hand on a Deadstick headingT for Charleston, a dozen miles vay, when, in rapid succession an oil ( Je breaks, the cockpit fills with smoke, 1ne prop surges, the engine clatters, oil Landing to the south would require only damage to the aircraft, vehicles, pressure drops to zero and the engine a 45-degree change in heading, but it persons or property. seizes! was loaded with cars.The median strip? Meanwhile, Charleston Tower There are no emergency landing Too steeply graded with a ditch in the controllers, aware that GADO inspector fields available, but pilot Michael Blount center. The only way to go was north. Walter Fenstermacher was had providence in the right That would require a 110-degree turn, administering a helicopter flight seat-Charleston GADO inspector and the highway curved. But the curve certification test in the area, contacted Walter J. Moor, who was testing Blount was manageable, he judged. There him and directed him to the location of for his Flight Instructor Certificate. were two cars abreast going about 60 the downed aircraft. He arrived within "I'll take it!" said Moor, as the aircraft miles an hour; the next group of cars four minutes of the emergency landing. barely missed the next ridge. Below was a quarter of a mile back. He had to Since there was still danger from them now stretched Interstate 77, the put it down between them. speeding ground vehicles, the two only possibility of a suitable and Moor nursed the plane down and then inspectors, the two flight test applicants attainable landing area. Being under discovered to his horror that a and a highway patrolman pushed the Charleston approach control, he notified high-voltage power line stretched plane half a mile to a level portion of the the tower of his predicament. across the highway at about 100 feet. median strip. Recognizing the need for setting up There was no turning back, however. By sheer coincidence, that very maximum glide performance with the His mind worked feverishly but morning, accident prevention specialist plane sinking about 1,000 feet per instinctively from over 10,000 hours of Harold Simpson and inspectors Moor minute, Moor grabbed the landing gear flying experience: Leave the and Fenstermacher had discussed the up lock switch to prevent the gear from anticollision lights on ... maybe put the causes of accidents, making the point extending automatically' and creating nav lights on, too ... oh, put all the that every in-flight emergency, including drag. lights on. Get the master switch off if it engine failure, does not mean that there The highway had to be it, but where? looks as though we're gonna hit has to be an accident-that the quality something. Fuel pump off ... fuel of training, knowledge and experience, selector valve in off position. Hope skill and awareness, along with the those cars don't slow down or the ones control of panic, can prevent many behind speed up! Here come the power accidents. lines! We're under them; we made it! Inspector Moor is living proof of that The landing was smooth and without thesis. By Irving Moss

7 '' Hello," a voice answers over - the telephone. "You have been connected to the Teterboro Automated Flight Service Station. This is a computer talking. How may I help you? Would you like to file a flight plan? Do you want a briefing? Would you like to talk to a specialist?" It's not "Hal" from the movie "2001" talking; it's FAA's Mass Weather Dissemination Exploratory Engineering Model at NAFEC. This mouthful is an A operational system being evaluated that will permit pilots to brief themselves via a single telephone call. At the heart of Computer the system is a digital computer with a disc memory, an Utterance Recognition Device (URD) that is programmed to recognize 27 spoken words and That Understands Us numbers, a message composition unit, an encoder for converting spoken words to digital form and a system-switching unit that connects the caller to whatever NAFEC program manager Frank T. designed to handle 20 incoming service he wants. Staiano. Also being looked into are pilot telephone calls simultaneously, It's still a·long way from a fully direct flight-plan filing and automatic regardless of which option any of the automated FSS that FAA hopes to message composition, which will aid in callers request. Each caller has the develop, but a somewhat abbreviated preparing Pilots Automatic Telephone choice of 1 O basic options, any or all of version of the computerized station Weather Answering Service (PATWAS) which he may obtain by speaking the would be made operational in about a data. key word. The pilot can ask to file, year after the Airway Facilities Service Staiano believes this will cut the amend or close a flight plan; to speak to approves the program, according to current PATWAS workload and the a specialist and be given a briefing. overall system will reduce specialists' After dialing, the pilot listens to the time in providing the same information introductory message, which gives him by one-third, saving at least $2 million his options and instructions. After the per year in operational costs. This cue tone, he may say briefing, for savings, he said, should be more than example. The URD recognizes the sufficient to pay for the purchase and and sends a special code to the maintenance of the new automated FSS computer. The computer sends a WOft equipment over its lifetime. message from the memory disc back to The prototype engineering model is the pilot telling him to wait for another 8 Louis C. Delemarre, NAFEC's FSS Branch, demonstrates the specialist console, which will remain a human operated position in future automated flight service stations.

NAFEC FSS Branch project manager Paul R. Quick operates the message-entry ter­ minal of the disc memory computer.

At a flight-data position, Dennis A. Steel­ cue tone and state whether he wants a man of NAFEC's Flight Service Station Branch transcribes flight plans received on north, east, south, west route or a local fast-file. NAFEC engineers hope to auto­ area briefing. The URD listens for the mate this position in a later model of the key word reply and tells the computer to experimental equipment. begin the appropriate briefing. The briefing will consist of forecasts and observations en route and in the terminal area, flight precautions, Notices to Airmen (NOTAMS) and pilot reports. At the end of the briefing, the pilot is asked for a yes or no as to whether he requires additional assistance. If yes, he is offered the same options again. If no, the computer responds, "Thank you. Have a good flight." ( Fantastic? Yes. Tomorrow's better service to pilots is at hand.

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i a perfect safety record for the simple reason that whenever even a slight breeze was blowing, planes refused t land there. Between 1926 and 1938, Congress Turbulence produced reams of debate transcripts and 37 committee reports on the on the Potomac problem, but no action. Meanwhile, first and then Franklin The Building of Washington National Airport Roosevelt were powerless to act because of a clause in the Air Commerce Act limiting Federal involvement in airport development. In July 1937, one of a long line of airport commissions listed nine possible sites for a Capital airport, then narrowed the selection to three: Hoover Airport, , and Camp Springs, Md. In September, Roosevelt vetoed a bill to improve Hoover and declared that the ideal solution would be to develop both Gravelly Point and Camp Springs. Of the two new sites, however, Roosevelt believed that Gravelly Point, on the Potomac and somewhat over a mile downstream from Hoover, offered a major advantage. Almost all of the land was already owned by the Federal government, whereas the Camp Sprin site would require congressional acti( to purchase it. The area south of Gravelly Point, as it looked in 1938, consisted of partially submerged When Congress adjourned in June flats, coves and lagoons along the Mount Vernon Memorial Highway in Virginia. 1938, it had done virtually nothing to solve the problem. First, the House defeated 133-69 a bill already passed by the Senate to buy 2,232 acres in Camp Springs. The House rejected the One of the first problems to confront irport facilities in Washington, measure on the grounds that the Civil Aeronautics Authority, which AD.C., had long been seriously speculators, including a few became operational in August 1938, inadequate. Hoover Field, located near Congressmen, had bought the proposed was the development of a modern the present site of , was site and jacked up its price. On a barely airport to serve the District of Columbia. the first major terminal to be developed more positive note, the legislators The facility ultimately developed, in the Capital area, opening its doors in closed the controversial road that Washington National Airport, became 1926. The following year, Washington crossed Hoover. the first air carrier airport built, owned Airport, another privately operated field, While Congress was finding it and operated by the Federal began operations beside it. In 1930, impossible to resolve the Federal City's government. hurt by the , the two airport situation, the White House terminals merged to form assumed the initiative. In fact, by Washington-Hoover Airport. passing the Civil Aeronautics Act of Bordered on the east by Highway 1938, which permitted airport One, with its accompanying development by the Civil Aeronautics high-tension electrical wires, and Authority, Congress had unwittingly lost obstructed by a high smokestack on one control of the matter to Roosevelt. approach and a smoky dump nearby, The restriction on Federal airport the field was a masterpiece of inept development removed, FDR determined siting. Incredibly, the airport's one to launch the project on his own while runway was intersected by a busy Congress was recessed. He could th street, Military Road, which had guards confront Congress with a partially ( posted to flag down traffic during accomplished fact when it returned. takeoffs and landings. The question of a site still remained. In spite of such hazards, Hoover had As late as August 13, Roosevelt, 12 Circa 1940, Gravelly Point had been diked, dredged, filled and drained, and four run­ ways of Washington National Airport were being built. The view here is south. runways, spread surplus material, regraded the land and relocated Mount Vernon Boulevard. The operation was a major success, even exceeding specifications in one important particular. The longest runway was to have been 6,000 feet, but when dredging for a future seaplane basin produced more filled area, the runway was extended to 6,855 feet. The landing area included four runways: the 6,855-foot main north-south strip, a northwest-southeast runway 5,212 feet long, a northeast-southwest strip of 4,724 feet, and the since-closed 4, 100-foot east-west runway. The four runways permitted a 40-1 angle of approach from eight directions. The terminal building originally totaled 115,000 square feet. Architecural Forum criticized it as sacrificing the utility of compactness for the needless luxury of space. In fact, much of the airport was designed with visitors in mind rather passengers. The terminal had extensive room for visitors, for whom a trip to the airport was still an adventure. In spite of this spaciousness, within 10 years, the building was overcrowded. Financing the airport raised questions reversing his earlier position, said that November 1938 and December 1939, about Roosevelt's handling of Federal he was "unalterably" in favor of Camp almost 20 million cubic yards of sand money. When arrangements were being Springs because a facility at Gravelly and gravel were moved onto the site. made in November 1938, the Public Point would take three to four years to The Army Corps of Engineers Works Administration (PWA) served as complete, and even then it would only determined that there was a base of a sponsor to attract Works Progress be usable from 85 to 90 percent of the sand and gravel under the aptly named Administration (WPA) funds to the time because of fog. He felt, moreover, area, providing both a firm foundation project. Over the next four months, that the Camp Springs site should be for the landing area and a source for fill doubts arose as to whether either type developed for fog emergencies even if to raise the runways and other areas of funds could legally be spent in the an airport were put at Gravelly Point. well above record flood stage. District of Columbia. According to 1937 estimates, the Camp The first step in the construction was Compounding the problem was the Springs site would be nearly three times to build a dike around the area. Then question of where the border between larger and less costly to develop. , four hydraulic dredges, including the the District and Virginia fell. In March Gravelly Point's major advantage, aside largest in the world, cleared 11 feet of 1938, the CAA's le�al division admitted from its already being owned by the silt from the 200-foot-wide runway sites government, was its location-only 10 to get down to a stable base and minutes from downtown (as opposed to eliminate the danger of settling or almost an hour for Camp Springs). uneven runway surfaces. As a result, Despite his strong predilection, the runways first looked like canals. Roosevelt turned over all data and the Sand and gravel were then pumped in choice of a site to the CAA. The agency to a height 20 feet above river level. decided on Gravelly Point, primarily Water was retained over the area to because of its proximity to downtown. permit the finer sands to settle out, so Roosevelt approved the 750-acre that even with the filling completed, the shington National Airport plan on site still looked under water. In the tember 27, 1938. spring of 1940, the dikes were opened; ecause the bulk of the site was when the water drained out, the airport under the Potomac, a massive filling appeared for the first time as a dry land. operation was necessary. Between Giant earth-moving machinery leveled 13 This article is extracted from John R. M. Wilson's Turbulence Aloft: The Civil Aeronautics Administration Amid Wars and Rumors of Wars, 1938-1953. Duet published this spring, Turbulence Aloft is part of a four-volume history of FAA its predecessor agencies.

congressional powers than the aviation journals began suggesting the "destroyers for bases" agreement with need for another airport. Since FDR's Great Britain and was one of the original plan had been to build a second "cutest" accomplishments of FDR's airport at Camp Springs, the proposal career. Most of the machinations was neither new nor surprising. But the surrounding this episode remain murky, Army Air Forces had built what is now but it is possible that the President called Andrews Air Force Base at the overreached his legal powers in Camp Springs location during the war, financing the airport. Nevertheless, as thus removing from consideration the FDR had calculated, the project moved most logical alternate site. forward under its own momentum. Not satisfied with Andrews, the President Franklin 0. Roosevelt lays the As for the boundary dispute between Military Air Transport Service {which cornerstone of Washington National Air­ port's terminal in 1940. Virginia and the District, it was not had been formed in June 1948 from the resolved until 1945. In 1846, the Air Force's Air Transport Command and boundary had been set at the mean the Naval Air Transport Service) was high-water mark along the Virginia also utilizing National and overstaying shore of the Potomac; thus, the artificial its welcome. The Air Transport that the boundary question was giving altering of the shoreline by filling in the Command had received permission to them a headache and that construction airport created a legal nightmare. One use the handy Gravelly Point location was rapidly reaching a point where no night, the airport was robbed, and both for the duration of the war and six money could be spent without legal District and Virginia police disclaimed months beyond, but was still not gone clarification. jurisdiction and refused to respond. On by the fall of 1948-the convenience of Despite accurate CAA warnings that another occasion, when a guard died, National was too much to give up peremptory action by the President the airport could not get a coroner to without a struggle. In the meantime; would arouse the Virginia congressional declare him dead. (With ghoulish traffic situation at National reached delegation, Roosevelt evidently shifted sarcasm, the airport manager issued an critical proportions. some money from a restricted 1938 unofficial order against dying at the One proposed solution was to build a PWA fund to an unrestricted one that airport: It was all right to get sick, but new airport 10 to 15 miles from permitted expenditures in the District. one was expected to drag himself to downtown for cargo and nonscheduled Then an irate Republican Virginia or the District to die.) air traffic, to use National for the airlines Congressman, Melville D. Mass, Finally, in October 1945, Congress and to keep the military (including complained that he was unable to trace declared that the 1846 law fixed as a MATS) at Andrews. In late 1949, the WPA funds flowing to the project. boundary the mean high-water mark, CAA considered taking over Andrews Closed hearings of a House regardless of changes, so the airport and having the military build a new field appropriations subcommittee in was in Virginia. However, partly to farther from downtown. December raised questions about the satisfy the CAA's desire to have the Finally, in 1950, Congress authorized legality of the whole operation. airport in the District, Congress at the the construction of a second airport for Despite Roosevelt's having obtained same time asserted concurrent United the Capital, but because of delays a favorable legal opinion from Solicitor States jurisdiction, which Virginia rivaling those faced by National a General Robert H. Jackson, the accepted. With few exceptions, the generation before, Dulles International President's opponents continued to Federal Government has since Airport did not open until 1962. Even claim that he lacked authority to spend exercised exclusive jurisdiction. after the completion of the more $13 million of WPA and PWA funds on Washington National Airport opened glamorous Dulles complex, located at it. Aero Digest declared late in 1940 for business on June 16, 1941, and was Chantilly, Va., Washington National that the airport construction represented an immediate success. In its first full Airport continued to flourish and still a more flagrant usurpation of year of operation, it ranked second in · does today-an impressive memorial to the country in scheduled air operations, the brief independent period of the CAA. handling 79, 164 aircraft movements and 636,729 passengers and attracting four million visitors. In fiscal 1947, it passed the one million passenger mark and went over two million in 1951. Yet the airport became a victim of its ( own success. By the late 1940s, it began to bulge at the seams, and 14 PAY REFORM PLANS CHANGE probationary systems must be in The Administration is reported place by August 11. abandoning the propos�l to split the pay schedule into a locality APPEALING APPEALS NEWS system for clerical-technical em­ While the civil service reform law ployees and a national one for required that discrimination cases professional-administrative employ­ be decided within 120 days, it ees because of projected adverse didn't state requirements for other effects on women and minorities. appeals. The Merit Systems Protec­ Now, the plan would be to retain tion Board has decided that al 1 the national GS pay scale as an appeals from discrimination cases index, still arrived at by aver­ and adverse actions must be settled aging private industry pay levels within 120 days of filing and that for each grade. However, local pay agencies will have only 10 days surveys would determine whether within which to comply with MSPB Federal employees in the areas requests for records and documents would receive more or less than in employee appeal cases. Exten­ the national index. In addition, sions will be granted for good the computation would be based on cause, but if the materials are a total compensation package, com­ not supplied within 30 days, MSPB bining fringe benefits with pay will make a decision based on the for both GS and wage grade. • Ad­ employee's presentation. • A bill ministration proposals also would has been introduced in the House eliminate the top three steps of to permit court appeals from ad­ wage-grade rates and the Monroney ministrative decisions in "fitness Amendment (which requires the use for duty" cases where employees of out-of-area wage-rate data in have been forced into questionable Federal wage surveys under cer­ mental disability retirements. tain circumstances) and would repeal the requirement for uni­ THE RETIREMENT SCENE form 7,5 and 10 percent differ­ Plans to ask for cutbacks in re­ entials for second and third shift tirement benefits are being sus­ night work. • Another proposal pended until the results of the as part of pay reform would elim­ Social Security coverage study are inate overtime in excess of eight in. Among the proposals on the hours a day, retaining it only for back burner are raising the op­ work in excess of 40 hours per week. tional retirement age to 62, bas­ ing retirement on a high five- PROBATION LEEWAY year average salary and cutting The c�vil service reform law man­ primary annuities when survivor dated a probationary period for benefits are designated. • Despite employees who become supervisors the countdown until a report is or managers but didn't say how issued from the Social Security long it should be. The Office of coverage study, a pair of Congress­ Personnel Management has decided men--one from each party--have in­ that the period should be up to troduced bills to require Congress the individual agencies and ex­ and Federal employees to join the pects that it will be no longer Social Security system, although than one year in most cases. All how is not spelled out.

This news is based on information from non-FAA publications and does not· reflect FAA policy or opinions. APPRECIATION-Members of a team that helped develop a draft of aviation regulations for the Kingdom of Jordan display an auto­ graphed photo of His Royal Highness King Hussein that wSs presented to them as an ex­ pression of appreciation. From the left are Ar­ linda Gordon, secretary; Norman Plum,:ner, acting director of the Office of International Affairs; Pamela Buell, secretary; Marion Ros­ coe, Assistant Administrator for Aviation Safety; Eileen Smith, sec,:etary; a_nd_ Raymond Seibert, International affalfs spec1a//st.

Faces and Places

NEW RIGHT HAND-Laurence 0. Higgins, in his MOVING UP-Aviation safety inspectors Johnny Perkins (left) as a new position deputy chief of New England Re­ and Joe Griffin of the Minneapolis GADD make ramp check of g(on's Air Traffic Division, discusses plans with di­ an air taxi. The pair began as developmental inspectors, a new vision chief John D. Mattson. concept that stressed on-the-job training, and have advanced to become principal operations inspectors. Photo by w.E. Holtsberg, Jr.

HE WEARS TWO HATS-Seattle Center con­ troller Cliff Hooper was recognized for his work in producing a slide show, "Pro-Tea'!',", that. i� being used by the North�est Region s Civil Rights Committee for recrwtment. Regional Di­ rector C.B. Walk, Jr., presented Hooper with a Special Achievement Award. ( WELL DONE-A flight instructor at Orange County Airport, Calif., Timothy Knapp was presented a Certificate of Appreciation from the Western Region director for leading a disabled pilot to safety by flying alongside and giving directions. From left to right are Fred Johnson, tower team supervisor; Knapp; Mike Wandrick, tower chief; and Mark Lambie, Orange County tower controller.

SOLO RULE-Don Watson (center), chief of Southwest Region's Engineering and Manufacturing Branch; George W. Wagner, (second from right), acting chief of the Flight Standards Division; and Paul J. Baker (right), deputy regional director, turn over a newly approved operations manual (which permits the Bell "Long ager It' to use a single pilot under /FR) to Bell execu­ ; Leonard W. Arrick (left) and Pat L. Russell. CHIT-CHAT-Deputy Administrator Quentin Taylor, at Lawton, Photo by Jana Brown Okla., to evalute equal employment opportunity courses there, vis­ ited with students of the Supervisory Initial Course at the Manage­ ment Training School after classes were over.

KUDOS-Mrs. George MCarthy, wife of the Boston DOT Secretarial Representative, presents an award to Larry Martel A SAN DIEGO PHOENIX-The San (center) of Logan Tower and Ray German of the New England Diego Aero-Space Museum, which Air Traffic Division for FAA's Honorable Mention in the DOT burned down in February 1978, was Field Coordination Group Awards. It was for the efforts of Bos­ given new life by year's end: Among ton ATC Profile Descent Team, which developed a new plan for the contributions to help reopen the Logan International Airport last year. museum was $2,500 presented on behalf of 168 FAA employees by Western Region Flight Standards Di­ vision chief William R. Kreiger (right). Receiving the check and holding a plaque listing their names was the museum's executive director, Col. Owen F. Clarke. Photo by Alex F. Garvis DIRECT

n n I hold government and state driving licenses Federal Employees Part-Time Career Employme t Act. I ­ O and live in the Southwest Region. If I am on structions to date lead us to believe that the intent of the n n vacation or any other place and receive a ci­ act was ot to i clude Federal retirees who already have n n tation for a moving violation or a warning in my own satisfied a career eed. A volu tarily retired Federal em­ n n car, and my license is not revoked, is it mandatory ployee ca be reemployed o a part-time basis, subject to n n n n n that I report the citation to my supervisor or anyone employme t restrictio s i effect. Curre tly, your regio is n n else within three days? operating u der the age cy's freeze, therefore precluding n a y O rtunity for retirees to obta\n . part-time employ­ n . Pf)O n 0 ment. ParMime positions · are charged> to the employme t n n n n !�:�:��r:;o�;n;rd::�; r�:�;�·::1�;e�;;� ceiling permitted i the "other tha full-time perma e t A n n n n n nn report off-duty i cide ts i volvi g private motor positio s" category, The a uity of a reemployed Federal n n n n vehicles. However, some regio s do under criteria in retiree will co ti ue without interruptio , but pay will be n n Chapter 930 of the Federal Personnel Manual, since a reduced by the amou t of an uity received. Title 5, U.S. n gc,o� drivi g re ord· Js essentiaffor continuing tj govern� Code, fll'Oyides that a retired regular .officer's retired pay c n n menf driver's license. The Southwest Regio Motor Fleet will be reduced to $2,000 plus o e-half of the remainder n n n n n n n n Ma ageme t Ha dbook has recently been revised to re­ whe receivi g full pay of a y civifia Federal positio . n n n n quire that o ly major off-duty offenses a d all on-duty of­ Reserve officers a d enlisted retirees are ot subject to this n n fe ses be reported as they occur. Major offenses i clude reduction. n n n n driv.i g while i toJ

I am working at a flight service station and It is true that PL 95-390 provides for agencies to n n O am thinking of retiring and perhaps working volu tarily experiment with flexible a d compres· part time after I retire. I understand there sed work schedules. The program will be au- are agencies who are hiring part-time help, which thorizedA for three years and will serve as a basis for de­ n n n does not count as part of the agency complement. I termi i g whether such schedules ca be used on a perma­ n n n n would like to know if the FAA in my region can hire e t basis. Approved projects will begi betwee March 29 n n part-time help. I would work when needed-at the a d October l this year and will be conducted u der n nn busiest times, when the FSS is short of help, such as guideli es developed by the Office of Perso el Manage­ n n due to sickness. My region says it doesn't do this, ex­ me t (OPM). Participa ts in the experimental programs will n n n n n n cept in an emergency, and if I did work part time, be e tire age cies or" work u its withi age cies. A fi al n any money I made would come off my retirement selectio will be made by the OPM to insure that the test check. This doesn't make any sense. We have retired group reflects the widest range of the Federal workforce. It n n military drawing a retirement check and working full is ot possible for individual employees to volu teer for n time, but they don't give up any of their retirement. participatio . For the present, the agency has decided that n n n The region also says I would count as a full-time em­ it will ot participate i the experime tal programs. How­ ployee and they couldn't fill my position. Both I and ever, we are in the process of issuing a Flexitime Order n my chief are interested in the answer to this. that will authorize regional or ce ter directors to establish n n a d approve flexitime programs withi their jurisdictions. n n In 1977, the President called upo all agencies to While the order will not permit the establishment of ma y n n n n A establish "in ovative programs to expa d oppor­ of the more-flexible adjustme ts i employee schedules­ n n n n tu ities for men and wome seeking part-time such as the ine-hour day-employees ge erally will n n r employment." Specifically, the President's request was for permitted to vary the starti g a d quitting times of th n n n n "older people, those with family respo sibilities, the handi­ workday o a pay-period basis a d within guideli es tho. n n n capped, students a d others who are u able to work full ma agement will set. We anticipate that the Flexitime n n n n n time." O Oct. 10, 1978, PL 95-437 was sig ed as the Order will be issued withi the ext few mo ths. 18 -�ecords Are Stil1I Being Made

hen departing United Air Lines W Flight 222 was handed off from the O'Hare TRACON to the Chicago Center December 29 last year, it was nothing out of the ordinary; it happens millions of times. What was unique was that Flight 222 represented the two-millionth aircraft operation in 1978 for the Chicago ARTCC-the first air traffic facility in the world to reach that figure. By year's end, when air traffic volume went out with a whimper, thanks to the first of the Midwest's blizzards, the Chicago Center tallied 2,006,031 total operations. Recently, two commemorative plaques, one for the center and one for United Air Lines, were presented in center ceremonies by William M. Flener, After the ceremonies, United Air Lines Vice President Clark Luther (hands folded) toured Associate Administrator for Air Traffic the Chicago ARTCC control room to get the view from the other end of the microphone, and Airway Facilities."Each employee accompanied by Associate Administrator William Flener (left) and center chief Roger Brubaker. Photo courtesy of United Air Lines 4serves to feel proud of this Each omplishment," he said. meant J more than 700 air traffic specialists and more than 100 airway facilities specialists who maintain the equipment that watches over seven states. Chief Roger Brubaker's tribute to his Puzzle on page 6 people pointed to the team effort Word Search Answer involved: "This couldn't have been accomplished were it not for the high degree of professionalism and cooperation which exists among the airway facilities specialists, the air traffic controllers and the pilots who pass through our airspace." Great Lakes Region Acting Director Wayne Barlow echoed that view. "This phenomenal achievement is something not only the individuals of the center but also the entire air traffic control system can take great pride in," added Paul Leonard, Chicago regional vice president of the Air Transport Association. The words that FAA liked most to hear came from Percy Wood, president of United Air Lines, who attended to accept the plaque and tour the center. honored to represent all airlines in king you all for your dedicated Oice, which has made ours the safest air transportation system in the world," he said. 19 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Postage and Fees Paid Washington. DC 20591 Federal Aviation Administration THIRD CLASS BULK MAIL DOT 515 U.S.MAII.. OFFICIAL BUSINESS PENALTY FOR PRIVATE USE. $300

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ALASKAN REGION Buffalo, N.Y., AF Sector has gained SOUTHERN REGION The new chief of the Cold Bay FSS is Herbert L. Bridges as its assistant Ralph E. Thomas moved up to assist­ Larry D. Buss ... Promoted to chief of manager ... William E. Flagg was ant chief at the Balboa , C.Z., CERAP the Valdez Combined Station/Tower selected as an assistant chief at the ... Selected as deputy chief of the Co­ was Gary L. Near... Now chief of the Norfolk Tower. l um bi a, S.C., Tower was Angus V. Air Security Branch in the Air Trans­ McDougald... Now an assistan{ portation Security Division is Floyd J. GREAT LAKES REGION of the Miami ARTCC is George T�1 Seeley. The new manager of the AF Sector at rell... Now heading up· the Aerona the Chicago Center is Paul Ciprian... cal Quality Assurance Field Office is CENTRAL REGION James R. Steiner has moved up to Austin F. Pacher ... Taking over as Harold V. Green has transferred into chief of the Columbus, Ohio, AF Sector chief of the Myrtle Beach , N.C., Tower the Hutchinson, Kan., Tower as its chief Field Office. is George F. Hobgood, Jr .... Named ... Getting the nod as chief of the as assistant chief at the Memphis, Chesterfield, Mo., Tower was Harold M. NEW ENGLAND REGION Tenn., Tower was Paul E. Parish. Wolters ... Billy L. Daniels has been Boston Logan Tower's new deputy chief promoted to chief of the North Platte, is Raymond Zazzetti ... Stanley E. SOUTHWEST REGION Neb., AF Sector Field Office .. . Matthews has transferred into the Richard P. Burgess is now the chief of Selected as chief of the Scottsbluff, Bradley Tower in Windsor Locks, Conn., the Little Rock, Ark., Tower ... Heading Neb., Sector Field Office was Thomas as an assistant chief. up the Childress, Tex., FSS now is �1- w. Darlington ... Now holding down lis Schneider, Jr., ... Named chief of the chief's slot at the Kansas City, Mo., NORTHWEST REGION the Fort Worth, Tex., AF Sector Field Downtown Tower is John C. Minshull · Now an assistant chief at the Walla Office was Doyle D. Davis... Donald ... Donald D. Bohler was selected as Walla, Wash., FSS is Albert B. A. Endsley was chosen chief of ·the an assistant chief at the Burlington, Schriever ... Luther P. Koehler has Alexandria, La., Tower. Iowa, FSS ... Named chief of the St. been picked up by the Olympia, Wash., Joseph, Mo., Tower was Gerald L. Tower as its chief ... Richard J: Allen WESTERN REGION McDonald. was named an assistant chief for the James W. Gates has taken over the Walla Walla FSS ... Kermit M. Borden Tonopah, Nev., FSS as its chief ... Two EASTERN REGION transferred to the Everett, Wash., Tower new assistant chiefs at the McClellan Boosted to deputy chief at the New as its chief. AFB RAPCON, Calif., are Glen 0. York Common IFR Room was Richard Thompson, Jr., and James A. J. Smith ... The Salisbury, Md., FSS PACIFIC-ASIA REGION Johnston ... John G. Fisher was has a new assistant chief in Joseph D. The new chief of the Honolulu Flight In­ named deputy chief of the Edwards Crovo ... Moving up to an assistant sp ection Gtoup is Kenneth J. White AFB RAPCON, Calif .... Joining Fisher chief's spot at the Norfolk, Va., Tower . .. Arlie D. Schenbeck was selected as his chief was Russell W. Kelsey . was Cameron T. Connor ... Stanley as an assistant chief at the Honolulu Taking on the chief's job at the Ma M. Coon is now the chief of the Saranac FSS ... Named chief of the Guam ville, Calif., Tower was George 1:1. Lake, N.Y., AF Sector Field Office . ..A CERAP was Anthony J. Stark ... Now Iiams... Jack A. Chalk is now chlef(_ new assistant chief at the manager of the AF Sector at Honolulu the Phoenix, Ariz., AF Sector Field Tower is John R. Goldman ... The International Airport is Stanley Rivers. Office.