Building New Bridges to Nextgen Photo by Jamey Stillings Jamey by Photo

> A Journal of the FAA Managers Association September/October 2011: Vol. 9 No. 5

www.faama.org

» Building New Bridges to NextGen photo by jamey stillings jamey by photo

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ACE | Advocate. Communicate. Educate. We ADVOCATE to Congress for aviation’s leaders. We COMMUNICATE for and with aviation leaders. A JOURNAL OF THE FAA MANAGERS ASSOCIATION We EDUCATE in leadership values. September/October 2011: Vol. 9 No. 5 Promoting excellence in public service, the FAA Managers Association is recognized by the FAA to represent all levels of management through all lines of business. We are committed to increasing the accountability to our owners, improving service to our customers, and fostering a professional workplace for our employees in which they can excel and take pride. FAA Managers Association is a forum for managers, supervisors, administrative, and non-bargaining unit staff to effect change.

officers President, David Conley AbOUT ThE COVEr: The new Mike O’Callaghan-Pat Tillman Memorial Bridge which soars 890 feet above the Vice President, Stephen Smith turquoise Colorado River supplies breathtaking views of Hoover Dam and Lake Mead. When it opened in October Secretary, Julie Fidler 2010, it became the highest and longest arched concrete bridge in the Western Hemisphere as well as the second- Treasurer, Tom Dury highest bridge of any kind in the US and fourteenth in the world.

directors For a two year period beginning in 2009, photographer Jamey Stillings returned to the bridge again and again. Director of Administration, Jack Allen According to Mr. Stillings, “As it evolved, each visit required fresh perspectives and visual inquiry. The overarching Director of Communications, Laurie Zugay goals of The Bridge at Hoover Dam (A Photographic Essay and Exhibition) are to acknowledge the collective Director of Legislative Affairs, Tony Tisdall Director of Membership, Dan Alexander talents and labors of those who built the bridge, to place the bridge within the historical and aesthetic context Parliamentarian, Andy Taylor of Hoover Dam and the American West, and to initiate a dialogue that the imposition of infrastructure within a Membership Education Committee Chair, Hal Albert natural environment inevitably summons.” To view more of Jamey Stillings’ award-winning photographs, go to Political Action Committee Chair, Dan Cunningham www.bridgeathooverdam.com. Alaskan Region, Darla Gerlach Central Region, Joyce Davis Eastern Region, Rich Baker Great Lakes Region, Heather Mullett New England Region, Bruce Hall Contents Northwest Mountain Region, Lori Scharf Southern Region, Billy Reed Southwest Region, Michael (Hitch) Combe Western Pacific Region, David Chappuies 04 07 11 16 perspective: faama q & a: Making NextGen Courage to Lead: Building Bridges to Michael P. Huerta, FAA Real, Today! 31st Annual Gathering publisher the Future Deputy Administrator of Eagles / Agenda Kathleen Cummins Mifsud managing editor Laurie Zugay 17 22 26 30 contributors Courage to Lead: 2011 faama interview: The FAA, the NAC, New Professional David Conley, Michael P. Huerta, David J. Almeida, Kathleen FAAMA Convention Dr. Karlin Toner, and a “No-Surprises Standards Program – Cummins Mifsud, Rich Baker, Dr. Karlin Toner, David Bond, Megan Kuhn, Terry Biggio, Garth Koleszar, Mike Demonte, Corporate Partners JPDO Director Handoff” Creating a Bridge Robin Dybvik, Andy Marosvari, Jeff Richards, Glenn Livingston, & Exhibitors to the Future Michael Livingston, and Robyn Kehoe. illustration and photography Cover photograph and page 3 by Jamey Stillings; illustrations pages 12-14 supplied by Harris Corporation; photographs pages 32 33 34 22-23 by Kathleen Cummins Mifsud; illustrations page 29 supplied by FAA NextGen Office. money talks: 25 Years of Feds FAAMA Corporate A Time for Patience Helping Feds – Partners / New design Sagetopia, 703.726.6400, www.sagetopia.com How It All Began Member Profile: Kerrie Hodge / production FAAMA/FEEA Join FAAMA Today! Colorcraft of Virginia, 703.709.2270, www.colorcraft-va.com Furlough Relief advertising Fund Established Justin Wolfe, Sales Representative 800.501.9571 x138 | [email protected] editorial & subscription inquiries Managing the Skies 1775 East Riviera Drive, Merritt Island, FL 32952 Index to Advertisers Telephone: 321.453.5970 Email: [email protected] Managing the Skies is a benefit of membership in the FAA 02 GEICO www.geico.com Managers Association, Inc. To become a member, go to www.faama.org. For all others, the annual subscription rate is $49. 06 Plantronics, Inc. www.Plantronics.com/government Please address your inquiries to [email protected] and [email protected]. 19 Evans Consoles Corporation www.evansonline.com Managing the Skies is published bi-monthly by the FAA 21 BlueCross BlueShield Federal Employee Program www.FEPblue.org Managers Association, Inc. 25 Aydin Displays, Inc., www.aydindisplays.com The views expressed herein are solely those of the authors and should not be construed to be the opinion of the FAA Managers 31 Livingston Federal Employee Retirement Planning www.LivingstonFederal.com Association. Suggestions and opinions expressed in Managing the Skies are not necessarily endorsed by the FAA Managers 35 The Federal Long Term Care Insurance Program www.LTCFEDS.com/FAAMA Association. Nothing in these pages is intended to supersede operators’ or manufacturers’ policies, practices, or requirements, 36 Worldwide Assurance for Employees of Public Agencies, Inc. (WAEPA) www.waepa.org or to supersede government regulations.

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b uilding bridges to the Future A message from the President

For slightly more than three decades, the FAA Managers Association has supported the Federal Aviation Administration (FAA) and our members, promoting aviation safety and efficiency and advocating for our members’ interests. In the past 10 years, we have built increasingly influential relationships within the FAA and in the Congress, positioning the Association as an effective voice for FAA managers nationwide.

Old bridge Spans river of Uncertainty colleagues have not been authorized through September 16. Throughout the With that said, we worked very hard back pay. In addition, until a final FAA process, I could not be more proud of to assist the 4,000 FAA employees who Reauthorization bill is passed, the threat our FAAMA team. were furloughed in early August. First of additional furloughs looms over the and foremost, we recognized that many heads of FAA employees. We want to be A New bridge for FAAMA of these employees needed immediate there for our colleagues when they need This year, in particular, has been a chal- financial assistance because they were the help. Bear in mind that it could hap- lenging one for FAAMA leadership as we not receiving paychecks. Therefore, pen to any of us. Your generous contri- have experienced testing from a variety we responded by joining with part- butions were and are appreciated. of directions. However, as we lead up to ner association, Federal Employee Prior to the end of the furlough, our 31st Annual Convention in October, Education and Assistance Fund (FEEA), FAAMA worked diligently with mem- we are poised on the threshold of a new to quickly establish the FAAMA bers of Congress to ensure that they era in this Association’s history. It is Furlough Relief Fund. This fund made understood the significant and negative time to build a bridge. it possible for financial donations from impact that the furlough placed upon With the consent of the Board of generous members to be channeled to FAA employees. Utilizing a flurry of press Directors, I recently appointed Louis furloughed employees in need. releases, interviews, and personal appear- Dupart as Executive Director of FAAMA FAAMA and FEEA have long been ances, we took our message to the news (more about Louis Dupart on page 6). partners and mutual supporters of FAA media – both print and broadcast – in an The Executive Director is vital to our employees. FAAMA (www.FAAMA.org) effort to help. long-term strategy to take the FAA thanks FEEA (www.FEEA.org) for their Department of Transportation Managers Association to the next level tireless efforts during the furlough. Secretary Ray LaHood and FAA of effectiveness. Mr. Dupart’s depth and Steve Bauer, FEEA’s Executive Director, Administrator Randy Babbitt are com- breadth of experience are exactly what reported that they received over 3,000 mended for putting themselves on the we need now in this role. inquiries into the FAAMA Furlough line and consistently keeping their As Executive Director, Mr. Dupart Relief Fund in just the first day. This is employees informed. From the very will direct the Association’s day-to-day an exceptional response and is evidence onset of the shutdown, these two pub- business and will enhance our con- that people really needed your help and lic leaders were on the case and vigor- tinuous presence in Washington, DC. that you were equally eager to give. A ously stood up for their employees. As our Association continues to grow tremendous “thanks” goes to all of you Together, our message had an impact: in influence, we are excited about the who helped (See the FEEA article on on August 5th, following a 13-day opportunities this will present to you, page 33). partial shutdown leaving 4,000 FAA our members. In turn, your continued Even though the furlough ended in employees and 70,000 construction support helps FAAMA move one step August, the FAAMA Furlough Relief workers on unpaid leave, the Senate closer to our vision of becoming the Fund is still in need of donations. As approved an FAA reauthorization premier advocacy group for aviation this issue goes to press, our furloughed extension, keeping the agency running managers worldwide.

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building bridges to NextGen hilarious at the time. But, as we witness on the bottom line, especially in tough In this issue of Managing the Skies, more and more public figures, including economic times, but if in the process we focus on Building New Bridges to politicians and religious leaders, evad- they ignore the legitimate needs of NextGen. As part of this theme, we ing personal accountability, it has lost its their workforce, they do so at their bring you articles that cover various comic edge. peril. Likewise, labor unions that fail to topics from NextGen to the establish- In our increasingly secular society, recognize a common good greater than ment of Professional Standards for air few would use the phrase “the devil increased salary and benefits risk losing traffic controllers (see page 30), a tie in made me do it” anymore. Now, we use everything in the process. from our last issue. I want to thank all myriad socially acceptable subterfuges In the FAA, we have seen the pendu- of the writers for their contributions, such as, “mistakes were made,” or “I lum swing both ways at different times and I believe you will find the articles was not aware of what was going on.” in our history and the organization interesting and informative. The list of excuses is endless and plays suffered as a result. Healthy, successful Also, I urge you to pay particular out on the front pages of our newspa- organizations understand the importance attention to the article featuring FAA pers on virtually a daily basis. of balance between the two extremes Deputy Administrator Michael Huerta. For many, Harry Truman’s famous and work to promote that common good Mr. Huerta brings a wealth of experience declaration, “the buck stops here,” seems throughout their organizations. into his role as the FAA’s second highest to have taken a hike. Or, in some cases, In sports, for example, winning position, including his work with the US perhaps the concept of accountability has teams do not sit idly by waiting for Olympic Committee and with the Ports shrunk to the point where the focus is the perfect coach or manager to come of New York and San Francisco. too much on personal, parochial interests through the turnstile before they start Since arriving at the FAA, he has been and not enough on the common good. playing like professionals. Nor do win- charged with the herculean responsibility ning managers and coaches realistically of corralling the FAA’s colossal NextGen In Pursuit of the Noble expect every player on the team to be an efforts and is tasked with moving them In the past few issues, Managing the all-star. The real winners are the teams forward. We gave Deputy Administrator Skies has emphasized the critical with coaches and players who actively Huerta an opportunity to respond to importance of personal accountabil- support each other, who refrain from some thought-provoking questions about ity in air traffic control against the finger pointing, who police themselves, how he plans to lead us into the future. backdrop of a society where this lack and who hold themselves accountable (See the article on page 7). of accountability now pervades our for the benefit of everyone. culture at every level. This is a further The Devil Made Me Do It reflection on that issue. A high Stakes Game My next point is going to take you back a Good, honest people can disagree In some professions, evading personal few years, so please, bear with me. Those mightily on what constitutes the com- accountability has little impact beyond under 40 years of age may have to resort mon good, of course. For national a losing season or, on a more personal to searching the Internet for an old TV politicians, it often comes down to a basis, the corrosion of character it clip of this once-famous comedian and profound philosophical disagreement on wreaks in the person involved and the one of his most notorious bylines. the role of government in our national damages he or she in turn inflicts on In the 1970’s, comic Flip Wilson, life. But, throughout our history, people others. But, for some professions, lack playing the character of Geraldine, on both sides of that divide have been of personal accountability can cut a always invoked the phrase, “the devil able to come together in times of crisis wide swath and literally be a killer on made me do it,” whenever she wanted and urgent national need and reach a a grand scale. to duck personal responsibility and compromise because they realized that Aviation is one of those professions. accountability for her actions. In viral the common good was much greater There is very little wiggle room, and that fashion, it became one of the most than themselves, or their political party, is its glory and its burden. Thus, there popular catch phrases of my generation. or even their political base. is no disagreement between labor and With a charming grin, a handclap, management on what constitutes the and a slight backward sashay, Geraldine Promoting the Common Good essential common good. It is a safe and would utter the phrase and masterfully In business and government, manage- efficient air traffic control system – with fend off virtually any accuser. It was ment obviously needs to focus sharply every other priority a distant second.

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The only disagreement is on how best The Eagles are Gathering them in person and amplify your to achieve the common good. And those If you haven’t made your plans to attend individual voice in a setting along with disagreements have occasionally become FAAMA’s 31st Annual Gathering of scores of other like-minded managers. ugly over the years. Eagles in Las Vegas, Nevada, you still As always, we appreciate the time The phenomenal improvements in have time. Let’s meet at the South Point you take to attend a national convention aviation safety over the years is due in Hotel, Spa, & Casino on Sunday October and look forward to having a great time. no small part to the countless profes- 16th and plan to spend the week together As well, we appreciate the investment sionals in the system, up and down the (see the details beginning on page 16). our corporate partners and sponsors line, who can put aside their differ- Last year we broke all previous are making to help bring you the best ences when safety is at stake and who records for attendance and for corporate conference experience possible. And hold themselves personally account- support. And we are not making it any just to whet your appetite, we will be able for the highest standards of per- secret that we want to set new records announcing the exciting location of the formance even when no one is looking this year. Your attendance is very 2012 Gathering of Eagles convention. – or when everyone is looking. important to all of us. First, because it Even though we say this every year, you On the flight deck, in the air traffic affords you an opportunity to receive seriously will not want to miss this year! control facility, or on the shop floor of top quality management training, to See you in Vegas! ❙ an aircraft manufacturing plant, true experience unparalleled networking, aviation professionals know what is and to see what FAAMA is all about. ace | advocate. communicate. educate. ultimately at stake and where the buck Second, because top leaders of David Conley, President stops. It stops with you. And it stops Congress and the FAA will be there, FAA Managers Association, Inc. with me. you will have the opportunity to meet

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6 managing the skies Sept/Oct 2011 www.faama.org

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A FAAMA Q&A Michael P. huerta FAA Deputy Administrator

Confirmed as FAA Deputy Administrator on June 23, 2010, Michael P. Huerta oversees the operation of the National Airspace System (NAS) and a $16 billion budget.

uerta also will oversee the recommendations on how we might tunities both in the public and private FAA’s multi-billion dollar organize and operate the FAA in the sectors. I held senior policy positions at HNextGen air traffic control future. We have a good proposal that the U.S. DOT under President Clinton, modernization program as the US streamlines our governance systems, which gave me valuable insight into how shifts from ground-based radar to makes sure shared services are more federal agencies work and, in particular, state-of-the-art satellite technology. efficient and effective, strengthens our the important role played by the FAA. In early August, Mr. Huerta graciously NextGen organization, and focuses on More recently, I led a large trans- agreed to supply candid answers to a enhancing our approach to human capi- portation technology services company variety of questions posed by Managing tal. Once it is finalized and approved, we with responsibility for the operations of the Skies. Here is the result: will be implementing these changes. a large, global organization, managing We have had to deal with significant a diverse and technical workforce, and Q. You have been FAA Deputy challenges as a result of the continued ensuring that we met our financial tar- Administrator for slightly over a short term extensions of our authoriza- gets. Our customers were, for the most year. Describe your most important tions and most recently, a two-week part, state and local government agen- accomplishments. furlough of a large part of our workforce. cies and we provided critical systems These have been tough, not only for that were central to them successfully h uerta: My first few months were spent the FAA, but also for the entire aviation executing their missions. I developed getting to know the great people at the industry. I hope Congress will be able a great appreciation for the benefits to FAA and developing a better under- to move quickly in getting the long term be gained by partnerships between dif- standing of the wide range of things authorization we need to do our work. ferent interests in government and the we do every day. I have been extremely Over the last year, the FAA accom- private sector. impressed with the expertise and profes- plished a lot under very difficult circum- The years I spent with the Salt Lake sionalism of the people at the FAA and stances. We maintained the highest level Olympic Committee taught me about the dedication to our unique mission. of safety in the aviation system and made how an immovable deadline can be We do our job very well. significant progress in meeting NextGen extremely powerful in motivating and But one question we need to think goals. We have a lot to do in the coming focusing a team toward a common objec- about is how we position ourselves for year and I am looking forward to work- tive. We had to be focused but flexible, the future. Clearly, NextGen is a trans- ing with our team to make it happen. and ready to adapt to the unexpected. formational program that changes how Working in New York and San we will manage the National Airspace Q. How does your background in Francisco was helpful in understand- System (NAS). A related question is business and in working with the ing how the federal government needs how we will operate as an agency in Olympics and with the Ports of New to work with local agencies to develop the years ahead. York and San Francisco contribute and maintain our transportation Administrator Babbitt – Randy – to your leadership at the FAA? infrastructure. asked that I take a lead role in our In all of these phases in my career, Foundation for Success initiative, work- h: In my career, I have been privileged to I have always found that regardless of ing with our teams to develop specific have had wonderful professional oppor-

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the size or mission of an organization, The facility visits were welcomed by 4. Air traffic controllers will now be it is the people who make things work. most of the facilities we visited. Staff at allowed to listen to the radio and The relationship we as leaders have those facilities expressed strong feelings read appropriate printed material with our workforce, and how we invest that the few events that were made pub- while on duty during the hours of 10 pm and 6 am as traffic permits. in people, says a lot about the effective- lic were not reflective of the pride and ness of any organization. professionalism they have in the FAA. Q. In April 2011, you assumed Q. Last month, you, Randy Babbitt, Q. What specific recommendations were control of NextGen air traffic control and Rick Ducharme – together with developed by the joint FAA-NATCA work in a reorganization following the Paul Rinaldi and Trish Gilbert from group to reduce controller fatigue? departure of the head of the Air Traffic NATCA – visited air traffic facilities Organization (ATO). What is your h: Here are four specific nationwide in a “Call to Action” for working relationship with JPDO? recommendations: professionalism. What did you learn? 1. T he FAA had previously adjusted work h: I’ve been working with the JPDO h: FAA management and NATCA schedules to give air traffic controllers in a positive, working relationship for leadership were able to reach an under- a minimum of nine hours off between over a year now. Part of our request of standing that we think will further shifts. The FAA and NATCA will Congress is to have the JPDO and the develop new watch schedule principles improve working conditions related to NextGen program office report directly that incorporate fatigue science for fatigue for our more than 15,400 air to me – this underscores the importance schedules beginning no later than of NextGen and our commitment to it. traffic controllers. Air traffic control- September 1, 2012. The FAA and The realities of today’s budget require us lers are professionals and expected to NATCA already are beginning to work conduct themselves as such. with local facilities on watch schedules to take a hard look at NextGen priorities That means that they are to show that reduce the possibility of fatigue in in order to determine how we’ll react to up to work well rested and mentally the transition from the day shift to the any reductions. alert to safely perform their jobs. They midnight shift. Q. Industry observers continue to are encouraged to speak up if they feel 2. The FAA has agreed to develop that they are too fatigued to work their policies that will encourage air question how NextGen will be funded. assigned shifts. In that case, they can be traffic controllers to seek medical Can you address this issue? help for sleep apnea. Currently, assigned to other duties if other work is h : It is imperative that we upgrade our air traffic controllers lose their available or they may take leave. medical qualification if they are air traffic system, and in any scenario While controllers are responsible diagnosed with sleep apnea. The involving a budget reduction we focus for showing up to work well rested, we FAA will work to develop a process on delivering near term benefits. Our need to make sure that we have the right for most air traffic controllers with NextGen goals out to 2018, which are polices in place to reduce the possibil- sleep apnea to regain their medical laid out in the NextGen Implementation ity of fatigue in the workplace. We are qualification once they receive proper Plan, are based on assumptions made in establishing a fatigue risk management medical treatment. The FAA’s Office the President’s 2012 budget request. of Aerospace Medicine will also system. We will collect and analyze data If NextGen funding falls below that develop educational material to raise associated with work schedules to ensure awareness of the symptoms and the amount, the planning we have done and that the schedules are not increasing the physical effects of sleep apnea. the tools we employ, such as NextGen’s possibility of fatigue. Segment Implementation Plan and the 3. The FAA will develop a Fatigue Risk A joint fatigue FAA/NATCA work- NAS Enterprise Architecture, will assist Management System for air traffic group will develop recommendations operations by January 2012. This us in making appropriate decisions about on how to improve controller’s sched- management system will be designed where to take cuts. ules in 2012. We also are designing a to collect and analyze data associated comprehensive fatigue awareness and with work schedules, including work Q. The FAA is expected to finish the education training program for employ- intensity, to ensure that the schedules ADS-B network in 2013. Will that goal ees. Our Office of Aerospace Medicine are not increasing the possibility be met? Are we seeing benefits now? will work to raise awareness of sleep of fatigue. Systems like these are h: We’re on track to have nationwide apnea and provide resources to address commonly used in other areas of aviation to evaluate levels of risk. deployment of ADS-B in 2013. This the condition. means that we’ll have satellite coverage

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wherever we have radar coverage today Integrated Terminal Weather System, capabilities included in the program’s – as well as some places that previously which provides crucial weather infor- first three work packages are well into lacked radar coverage, such as Alaska mation to terminal facilities. implementation, and just last month the and the Gulf of Mexico. The FAA has concurred with the program released a major upgrade to the We’re already seeing benefits from majority of the IG’s recommendations Traffic Flow Management System. ADS-B – and have since we first and taken steps to ensure that we can be Time-Based Flow Management deployed the system in Alaska, where responsive. Under FAA’s Foundation for (TBFM) isn’t a transformational pro- we outfitted general aviation aircraft Success, organizational changes with the gram, per se, but it is an important with ADS-B avionics and saw a dra- new Program Management structure and capability. We released a significant matic drop in the number of fatal acci- the establishment of the new NextGen TBFM software update just a couple of dents. ADS-B is in place in much of the organization reporting directly to me, the months ago, and another update provid- country, including Alaska, the Gulf of SWIM program will have greater support ing more scheduling flexibility is due Mexico, Louisville, Philadelphia, and in addressing the concerns raised by the in November. Additional capabilities South Florida. In each of those places, IG Report. included in TBFM’s third work package pilots flying properly equipped aircraft are now in the concept and require- receive free weather and flight informa- Q. In addition to ADS-B and SWIM, ments development phase. tion in their cockpit. NextGen requires implementation of All of this puts us in great position for a number of key programs. Can you Q. In Spring 2011, you spoke to the 2020, when ADS-B Out will be required supply a brief update? China Civil Aviation Development for aircraft flying in controlled airspace. Forum in Beijing. With respect to h : Yes. There are six transformational This will significantly enhance safety, interoperability, what role does programs that, taken together, will fun- since air traffic controllers will be able to NextGen play in view of developments damentally change the way we do things monitor aircraft with improved accuracy, in international aviation systems? in the NAS, including: integrity, and reliability. • Data Communications, h: With the maturation of NextGen and the growing number of regional Q. Recently, System Wide Information • NextGen Network-Enabled Weather counterpart modernization programs, Management (SWIM) was criticized by (NNEW), there is an increasing need to foster har- the DOT’s Inspector General (IG). How • Collaborative Air Traffic monization and interoperability among is the FAA addressing this issue? Management Technologies (CATMT), regional future air traffic management h: SWIM is well positioned to trans- • Time Based Flow Management (ATM) solutions. form the nation’s airspace system into (TBFM), We remain engaged in daily an agile, information-centric system • NAS Voice Switch. cross flight information region (FIR) under NextGen. SWIM will stream- All of these programs are maturing boundary operations and in craft- line the sharing of critical air traffic nicely, again keeping in mind that our ing international standards within information among key users to help schedules are dependent on what hap- the International Civil Aviation improve traffic flow, enhance capacity, pens with funding. Organization (ICAO). We also have and reduce delays. This will save time Based on what we know about the taken a leadership role in the Civil and money while reducing aviation’s President’s 2012 budget request, we’re Air Navigation Services Organization carbon footprint. expecting final investment decisions (CANSO) to partner with our counter- Deploying an advanced technol- for Data Comm and NNEW next year, parts across the globe to advance avia- ogy such as SWIM, which links a wide and we’re looking for initial operating tion safety and operational efficiency. range of separate systems, is a com- capabilities from both of those programs The overarching international goal of plicated, challenging process. SWIM in 2015. NextGen is to achieve harmonization of already has been deployed in key The NAS Voice System folks are gear- systems and procedures to ensure civil NextGen technologies, including the ing up now to start demonstrating initial and military interoperability across inter- Corridor Integrated Weather System, test systems, and we’re looking to award national boundaries and timely adop- which allows the FAA’s Command a contract for that program in Fiscal tion of global standards and operational Center to better manage traffic flow Year 2012. Collaborative Air Traffic procedures that satisfy, or are based on, during severe weather, and the Management Technologies (CATMT) U.S. requirements.

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Such harmonization supports safety that is based as much as possible on (AABI) and the University Aviation objectives through standardization as NextGen technologies, systems, proce- Association (UAA), the FAA is partner- well as promoting economic efficiencies dures, and concepts. ing with the aviation academic com- for service providers and users (airlines). munity to leverage their expertise and NextGen must not only transform the US Q. You have been quoted as saying, develop best practices for improving National Airspace System, but also must “...general aviation represents one of flight training. be capable of transcending borders in our greatest safety challenges.” As a first step, the FAA and AABI order to realize its full benefits. are co-chairing an FAA/Academia h: The FAA is focused on reducing We cannot build a harmonized Symposium at AABI’s July 2011 general aviation accidents by using a system without partnerships with our Industry-Educator Forum. non-regulatory, proactive strategy to international counterparts. In pursu- get results. Our goal is to reduce the D AATA NALYSIS ing NextGen cooperation worldwide, general aviation fatal accident rate per Formed in the mid-1990s, the GA we have developed different regional 100,000 flight hours by 10 percent over Joint Steering Committee (GAJSC) approaches, and we have established a 10-year period (2009-2018). has been restructured to help combat regional steering groups to identify joint Over the next five years, the FAA general aviation fatal accidents. GAJSC initiatives that are aligned with NextGen will work with the general aviation uses a streamlined Commercial Aviation performance-based systems. community to improve safety by focus- Safety Team (CAST) model, a data- The United States and Europe are ing on education and outreach. Since driven consensus-based approach to actively engaged to improve interoper- 2006, the FAA Safety Team (http://www. analyze safety data to develop specific ability of NextGen and its European faasafety.gov/) or “FAASTeam,” has been interventions that will mitigate the root equivalent, the Single European Sky Air devoted to decreasing aircraft accidents causes of accidents. Traffic Management Research (SESAR) by promoting a cultural change through Among the group’s achievements are program. The FAA recently established education and training. several Web-based resource guides that new agreements with the SESAR Joint provide advice to pilots on how to make Undertaking to fully coordinate our indi- Other FAA Five-Year Plan Initiatives safe weather flying decisions. ❙ vidual and joint civil aviation research A - MATEUr bUILT AIrPLANES and development efforts to ensure global AbOUT MIChAEL P. hUErTA interoperability. The FAA is seeing a troubling trend involving amateur-built (or experimen- Michael P. Huerta is an experienced transportation Also, the FAA has been working official who held key positions across the country cooperatively with strategic global tal) aircraft, most of which are flown for prior to joining the FAA in June 2010. personal use. For the past five years, ama- partners such as China, Japan, Canada, His reputation for managing complex transportation and a number of other countries to teur-built and other experimental aircraft challenges led him to the international stage when further our global harmonization efforts. were involved in 22 percent of U.S. fatal Huerta was selected as managing director of the general aviation accidents. This repre- 2002 Olympic Winter Games, a position he held from Harmonization with Europe is critical 1998-2002. The Olympics drew 2,400 athletes from 78 to ensuring safe and efficient air travel sents a nearly five-to-one ratio of fatal countries to Salt Lake City. across the North Atlantic, and likewise, accidents per flight hour compared to the mainstream general aviation community. Before joining the FAA, Huerta was president of cooperation with Japan and China are transportation solutions for Affiliated Computer Services from 2002-2009; ACS is a Xerox subsidiary seen as keys to enable seamless air traf- C ErTIFICATED FLIGhT INSTrUCTOrS specializing in business processes and information fic management operations across the The FAA has been working with the technology. Pacific and Polar regions. flight instructor community to improve These countries are leading authori- Huerta was commissioner of New York City’s general aviation safety through improved Department of Ports, International Trade and ties within their regions with influen- flight instructor training, most notably Commerce from 1986-89. He then served as the tial abilities, and thus it is important recurrent training. In December 2010, executive director of the Port of San Francisco from to US carriers and the traveling public 1989-1993. From 1993-98, he held senior positions in the FAA met with industry sponsors of the U.S. Transportation Department in Washington, for the FAA to influence the regional Flight Instructor Refresher Clinics (FIRC) D.C., serving under Secretary Federico Pena and modernization efforts based on the and drafted an AC that will include Secretary Rodney E. Slater. very high level of safety and efficiency industry’s input on improving FIRCs. He holds a bachelor’s degree in political science from afforded by the NextGen programs. To the University of California-Riverside and a master’s this end, it remains a top priority to A VIATION UNIVErSITIES AND EXPErTS in international relations from the Woodrow Wilson Working through the Aviation School of Public and International Affairs at Princeton create a global seamless aviation system University. Accreditation Board International

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how Net-Centric Infrastructure Changes the NAS Making NextGen real, Today! David J. Almeida, Director, Net-Centric Information Systems & Services, Harris Corporation December 12th marks eight years since NextGen inception1, celebrating the 2003 political windfall that authorized a once-in-a- generation event: recapitalization of the National Airspace System (NAS). The “Vision 100 – Century of Aviation Reauthorization Act” was signed into law and with one stroke of the pen, NextGen was born.

mpacts of the severe economic Net-centricity, or network-centric woes of 2009-10, and current operations interconnects the systems, I political winds around spend- information, and services between all ing control and debt limits, have NAS stakeholders to optimize resources certainly had their impact on avia- and empower decision-makers.4 tion. Despite those impacts, the fact And, although not the focus on this remains that achieving the doubling article, it is important to note the FAA and tripling estimates of increased Telecommunications Infrastructure demand for NAS capacity over the (FTI), provides the foundation on which coming decade will require a fun- NextGen is built. Net-centric infrastruc- damental re-engineering of the NAS ture provides an enterprise framework and all supporting subsystems. for reliable communications and data Achieving projected NAS growth connectivity. targets, this re-engineered Air Traffic These NextGen ideas generate Management (ATM) paradigm envi- important NAS stakeholder questions sioned under NextGen will require that need to be answered, if they are to increased automation and flight man- believe NextGen is achievable. The fol- agement capabilities. lowing attempts to answer some of these The Joint Planning and Development questions in the context of how these Office (JPDO), created under Vision 100, concepts are becoming real, today. defines air traffic management (ATM), “...as the dynamic, integrated manage- Why Does Net-Centric ABOUT DAVID ALMEIDA ment of air traffic and airspace...through Infrastructure Matter? David Almeida has spent over 18 the cost-effective provision of facilities Net-centricity changes the way infor- years providing technical and project mation is accessed across the NAS. leadership implementing next generation and seamless services in collaboration 2 technology programs transforming with all parties. ” Collaborative Air Traffic Management the industries he’s served. As Director Concepts like 4-D Trajectory Based solution (CATM), for example, illus- of Net-Centric Information Systems & Operations (TBO), collaborative ATM, trates the benefits of net-centric opera- Services for Harris Corporation, David and weather assimilated into decision- tions. CATM attempts to establish a is responsible for establishing new, making, will come alive in NextGen, more flexible traffic management system innovative network-centric services and as air traffic controllers are equipped by allowing in-flight adjustments for technologies, and continuing Harris’ trajectories favorable to flight operator commitment to NextGen by simplifying with new capabilities. The JPDO’s information sharing within the FAA and Concept of Operations articulates that, preferences, by enabling advanced auto- between FAA, government agencies, and “At the heart of the NextGen is the mation to address airspace and airport industry at large. He can be contacted at information-sharing component known capacity constraints. [email protected]. as net-centric infrastructure services or CATM requires bringing NAS net-centricity3”. status information (e.g., weather,

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airport runway status, etc.) to enable NAS decision-makers require to attain controllers with the capabilities they improved flight planning.5 Today, NAS status. Automation systems are need to expand managing the world’s individual systems for traffic flow enhanced with improved situational safest airspace. NAS stakeholders and weather, including TFMS (Traffic awareness, supporting air traffic pro- become engaged in the decision-making Flow Management System), WARP fessionals by correlating some of the process through electronic negotiations (Weather and Radar Processor), and “mental integration,” and introducing submitted as Trajectory Option Sets CIWS (Corridor Integrated Weather electronic negotiations for NAS users. (TOSs), from which air traffic managers System), among others are referenced by The future NAS is versatile. It bal- can gauge user preferences. decision-makers who mentally location, ances airspace demand and enables times, and rates to mitigate any conges- industry NAS user flight planning how Will Net-Centric tion based on scheduled demand and systems to share user preferences on Infrastructure Make All This predicted flow constraints. Playbooks specific flight actions, electronically. Work? Show Me, Don’t Tell Me... use best practices to provide manual The traffic management initiative Net-centric infrastructure makes these guidance on resolving congestion, and CTOP (Collaborative Trajectory Option NextGen concepts achievable in the collaboration with NAS stakeholder Program), for example, seeks to auto- near term. Current NAS applications occurs via open teleconference calls. mate user based route assignments with were developed as point solutions, uti- In a net-centric world, these systems multiple constraints to balance demand. lizing proprietary protocols for system are accessible to each other, capable The Collaborative Airspace interfaces, data transport, and infor- of sharing information that achieves Constraint Resolution (CACR)7 adds mation processing carried on a point- CATM goals. Net-centric information flexibility through improved auto- to-point network. NextGen requires services (information provided through mation, extending CTOP to enable improved access and application the net-centric infrastructure) include defining airspace constraints within 45 interoperability with on-demand access the common weather, surveillance, minutes prior to departure. These auto- to information, acquired in real-time aeronautical, and flight information6 mation concepts empower our air traffic between stakeholders.

Figure 1

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“Current NAS applications were developed as point solutions, utilizing proprietary protocols for system interfaces, data transport, and information processing carried on a point-to-point network. NextGen requires improved access and application interoperability with on-demand access to information, acquired in real-time between stakeholders.”

Application programs that will yield to create the information products The project objective was to make the benefits fundamental to CACR and NAS decision-makers need. airport surface surveillance informa- CTOP will need network enabled infor- tion available to external stakeholders, mation access to realize the envisioned What Is happening In in full compliance with FAA security CATM efficiencies. Those NAS applica- Net-Centric Infrastructure To policy, quickly. Aggressive project tions sit atop a layered architecture, help Make NextGen happen Now? milestones were established deploying featuring the FTI as the network layer NextGen has been characterized as data collection infrastructure at vari- that has eliminated the point-to-point many things to many people. Whether ous ASDE-X (Airport Surface Detection limitations, and a data network that it’s CTOP, CACR, or an airspace con- Equipment, Model X) airports and eliminates the proprietary protocols and sumed by general aviators, commercial management facilities and in the WJH system interfaces. airliners, biz jets, or unpiloted systems, Technical Center within five months. To make NextGen work, NAS we know that NextGen will not happen A cross-functional team from within Enterprise Architects envision an overnight. Making incremental progress the FAA, with support from the Volpe Enterprise Messaging Bus as a primary is critical. So, what’s happening now to Center and Harris Corporation, success- construct for sharing information ready the NAS? fully met these milestones. The project across the NAS.8 The System-Wide “NearGen” is what I refer to as those leveraged an Operational Evaluation Information Management program, NextGen capabilities that are achiev- prototype for enterprise messaging to SWIM, is responsible for employing able and can yield tangible benefits in assess the degree of integration and the most contemporary technologies to the near term. To illustrate the flex- performance between NAS SOA infra- enable this information sharing, allow- ibility envisioned in NextGen, consider structure and existing underlying NAS ing NAS systems to talk to each other. the FAA’s rapid and direct response network infrastructure. The FAA diagram illustrates how to Recommendation #40 of the RTCA Airport surface surveillance informa- the layered model is built upon the FTI “NextGen Mid-term Implementation tion is collected using a data collection network backbone, the physical layer Task Force Report.” server, and made available onto the that interconnects all NAS users. NAS Operational Systems (i.e., ERAM, TFM, Figure 2 Surveillance Systems, etc.), providing NAS “mission services” operate at the Application Layer. Within the context of NextGen, net-centric infrastructure provides “cloud-like” services that enable interoperability between user systems to acquire their content from a data network, and that’s where SWIM comes into play. SWIM Core Services form the data network that provides the foundation over which Application Systems exchange information. This data network enables NAS Operational Systems to expose information as “net- centric data9”, acquired by consumers

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Enterprise Messaging Service (EMS) Airport, or Reagan National, within the justice will continue to drive demand infrastructure as a shared, information Potomac TRACON, for example. Better for air mission operations in the NAS. service. The EMS is fully integrated yet, consider the implications to air These new sources of information with the FAA’s NAS Enterprise Security traffic control (ATC) decision-makers if demand more dynamic sharing models Gateway (NESG) and delivers the live, this type of information automatically and, fundamentally require net-centric near-real time airport surface data to incorporated into Traffic Management information services discoverable, vis- external NAS users. The picture at the Advisor, or another decision-support ible, and accessible. right shows the flexibility in integration. tool. The SWIM infrastructure will help The NextGen Segment The airport surface data was accessed improve situational awareness across Implementation Plan depicts a series and integrated into a situational display all NAS stakeholders, making concepts of common information services, like application, in this case, Google Earth. in CATM a reality by ensuring that the weather, surveillance, aeronautical, and Most significantly, this Operational right system gets the right data when flight information. These information Service illustrates the benefits of a net- and where they need it. services are required to achieve a compre- centric approach to SWIM Core Services hensive view of the NAS. Although the as an enabler for securely delivering this Who Decides Who Gets What – Application Programs must develop inter- vital ASDE-X to external aviation stake- Governance And Policy Management? faces to the SWIM net-centric infrastruc- holders for improved situational aware- We’ll continue to see an increase in ture (the “data network”) it’s important to ness and operations. The FAA should be demand for new NAS use cases. ADS-B realize that governance is an important commended for its response to RTCA technology is helping to expand the factor in information sharing. The fact Task Force 5’s request, and leveraging managed airspace. Earlier this year, is that just because data is available, not SWIM technologies to expose airport we saw the Department of Homeland everyone should have access to it. surface information to external stake- Security abandon its high profile The airport surface scenario, for holders, to achieve an initial capability Strategic Border Initiative10. The need example, has requirements of pre- in a matter of a few months. to protect our skies, however, remains, venting the dissemination of military This implementation provides secure increasing reliance on the use of aircraft information. In the airport access to the airport surface informa- Unmanned Aerial Systems (UAS). surface, the FAA has employed a tool tion enabling airline user’s to improve UAS success stories on protecting to empower information subscriber’s operations. Imagine having an airport our national borders and identifying, access to only the information to which surface situational display for JFK tracking and bringing criminals11 to they’re permitted. The picture illustrates a catalog of Figure 3 available content, where users can select only those data elements (e.g., specific airlines, airports, etc.). This tool provides a policy enforcement point limiting content distribution to authorized users only. Hence, governance policies have to be enforced to ensure the right users, with the right access get the data they need. Future air traffic control will require the fusion of multiple sources of “dynamic” data. The SWIM enterprise messaging infrastructure will be required to carry the aeronautical and flight information, surveillance, and weather data to support NextGen objectives.

Where Do We Go From here? NAS experts have estimated airspace utilization will double or triple. Let’s not

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kid ourselves; it is unlikely that we’ll heat, where the danger goes unnoticed managing the skies awards triple airspace demand over the next until it is too late to escape. This meta- 24 months. The economic and political phor highlights the dangers of getting 2011 • Gold Award, Hermes Creative Awards, AMCP winds have certainly affected elements too comfortable with the existing traffic • Silver Communicator Award of Distinction, IAVA of the aviation sector differently: levels in the airspace. 2010 • General aviation has seen a 10 NextGen equips NAS stakeholders • Platinum Award, Hermes Creative Awards, AMCP with metaphorical “heat sensors” ensur- percent decrease in flight hours from • Platinum Award, MarCom Creative Communicator 2008 to 2009, a 21 percent decrease ing that as a community, we feel the Awards since its height of 26 million hours water heating up and manage to it. The • Inspir e Top 50 Communications Materials, LACP • Silver Spotlight Award, LACP in 2003.12 Other elements of the airport surface project is one SWIM suc- • Silver Communicator Award of Distinction, IAVA cess story that offers further evidence of aviation sector are beginning to see • Bronze Inspire Award for Excellence, LACP signs of recovery. the FAA’s on-time departure to NextGen. Welcome aboard! ❙ 2009 • Business jet usage has seen an • Platinum Spotlight Awards Encore, LACP • Spotlight Top 50 Communications Materials, LACP average year-over-year increase of rEFE rENCES 8.4 percent13 and commercial carriers • Platinum Award, MarCom Creative Communicator 1 http://www.govtrack.us/congress/bill.xpd?bill= Awards h108-2115 saw operating margins approaching • Gold Award, Hermes Creative Awards, AMCP familiar 2006 – 2007 levels.14 2 Joint Planning & Development Office (JPDO) • Silver Spotlight Award for Excellence, LACP “Concept of Operations for the Next Generation Air • Silver Communicator Award of Distinction, IAVA Transportation System”, Ver. 2, Pg 2-1. June 13, 2007. • Improving demand and efficiencies • Bronze Award, Summit International Awards in commercial aviation have led to 3 Joint Planning & Development Office (JPDO) improved load factors approach- “Concept of Operations for the Next Generation Air 2008 Transportation System”, Ver. 2, Pg ES-2. June 13 07. • Gold Award, MarCom Creative Communicator ing 82 percent and an 8.2 percent Awards 4 Definition: Net-centric: (adj.) (Also spelled “netcentric”): increase in freight tonnage augment- • Gold Award, Hermes Creative Awards, AMCP Participating as a part of a continuously-evolving, 15 ing airline business models. complex community of people, devices, information and • Silver Inspire Award for Excellence, LACP • Inspir e Top 50 Communications Materials, LACP These efficiencies are the result of the services interconnected by a communications network to achieve optimal benefit of resources and better • Silver Spotlight Award for Excellence, LACP hard work of all those supporting the synchronization of events and their consequences. 2007 aviation sector and represent incremen- http://en.wikipedia.org/wiki/Net-centric • Platinum Inspire Award for Excellence, LACP 5 http://www.faa.gov/nextgen/portfolio/sol_sets/ tal improvements within elements of • Gold Award, MarCom Creative Communicator aviation, not the overhaul required to catm/index.cfm Awards meet the diverse objectives laid out in 6 Federal Aviation Administration, “NextGen Segment • Gold Award, Hermes Creative Awards, AMCP Implementation Plan (NSIP 2010 – 2015) Ver. 3.0. 2011. • Silver Spotlight Award for Excellence, LACP Vision 100. Re-engineering the process 7 http://www.metronaviation.com/solutions/ • Top 50 Publications of 2006, LACP by which NAS stakeholders interact is traffic-flow-management/research/cacr.html required to achieve the collaboration and 2006 8 http://www.jpdo.gov/library/PartnerAgency/ • Platinum Award, MarCom Creative Communicator efficiencies needed to realize NextGen. Jesse_Wijntjes_Briefing.pdf Awards Through the airport surface infor- 9 NAS EA Conference: June 23 – 25, 2009 Day 2 • G old Award of Excellence, 2006 Print Media mation exchange project, the FAA and Steve Stratoti 2025 SV-1.pdf Communicator Awards • Silver Spotlight Award for Excellence, LACP SWIM Program is demonstrating mean- 10 http://www.fiercegovernmentit.com/story/ • Bronze Inspire Award for Excellence, LACP ingful progress toward “NearGen,” as dhs-cancels-sbinet/2011-01-14 an exemplar NextGen. The project has 11 http://articles.cnn.com/2007-03-22/us/plane.border_ 2005 1_unmanned-aircraft-border-patrol-prosecutors • Platinum Award, MarCom Creative Communicator yielded engineering, policy, and busi- ?_s=PM:US Awards ness process lessons learned, founda- 12 http://www.bts.gov/publications/national_ • Silver Spotlight Award for Excellence, LACP tional to understanding how to scale the transportation_statistics/html/table_02_14.html 2004 net-centric architecture for NextGen. 13 http://aspm.faa.gov/apmd/sys/bjpdf/b-jet-201107.pdf • Top 100 Publicity Materials of 2004, LACP

The risk, then, is analogous to the 14 http://www.bts.gov/publications/transportation_ • Silver Spotlight Award for Excellence, LACP “boiling a frog” metaphor. Turns out, statistics_annual_report/2010/html/chapter_02/ when you throw a frog into hot water, it table_03_09.html AMCP: Association of Marketing & Communication Professionals 15 http://www .transtats.bts.gov/Fields.asp?Table_ID=293 immediately jumps out, avoiding its cer- IAVA: International Academy of Visual Arts tain demise. The frog leg connoisseur, LACP: League of American Communication however, knows to slowly turn up the Professionals

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Courage to Lead 2011 FAAMA Convention Corporate Exhibitors & Sponsors October 16-20, 2011 South Point Hotel Casino & Spa | Las Vegas

Sunday, October 16, 2011 Tuesday, October 18, 2011 • Association Business: Treasurer’s Report and Audit, Communications, • Early Registration COOUrAGE T COMMIT Membership, and Membership • 31st Annual FAAMA President’s • Director’s Report – Eastern: Education Committee Reports Reception Rich Baker, Regional Director • Director’s Report – New England: Sponsored by Raytheon • Air Traffic SUPCOM Address: Bruce Hall, Regional Director Bob Hildebidle, FAAMA Monday, October 17, 2011 Chapter 374 • Association Business: Convention, Corporate Relations, Rules, and COOUrAGE T CELEbrATE • Training: The Tao of Humor Legislative Committee Reports; • Registration by Tim Gard Floor Debate (Resolutions and • Opening Ceremonies • Pre-Luncheon Speaker: Bylaw Amendments) (to be announced) • Congressional Address • 31st Annual FAAMA Awards (to be announced) • Luncheon Banquet • FAA Leadership Address: • Director’s Report – Western Pacific: The Honorable J. Randolph Babbitt, Dave Chappuies, Regional Director Thursday, October 20, 2011 FAA Administrator (invited) • Training: Eagles Don’t Fly in Flocks, COOUrAGE T ChANGE • Association Business: Nominating but Seagulls Never Get Lonely by • Management Directive 715: Ryan Committee Report; Nominations Chad Hymas Pugh, FAA Office of Civil Rights (Treasurer and Vice President); • Director’s Report – Central: • Professional Standards: Terry Introduction of Resolutions and Joyce Davis, Regional Director Biggio, Air Traffic Manager, Atlanta Bylaw Amendments Air Route Traffic Control Center • Address: Supersonic Survivor Wednesday, October 19, 2011 • Roles of the Executive Technical by Captain Brian Udell COOUrAGE T COMMUNICATE Representative: Tom Cassady, • Pre-Luncheon Speaker (to be • Director’s Report – Southern: Manager, ATO Technical Labor announced) Billy Reed, Regional Director Liaisons, Field Operations • Luncheon • ATO Safety Update: Joseph Teixeira, • Luncheon • ATO Leadership Address: Director, ATO Safety Programs • Association Business: Seconding Rich Ducharme, ATO Senior • Training: You Say More Than You Speeches (Treasurer and Vice Vice President, Operations Think by Janine Driver President); Finance Committee report; Final Passage 2013 Budget, • State of the Association: • Pre-Luncheon Speaker: Resolutions, and Bylaw Amendments David Conley, FAAMA President (to be announced) • Association Business: Candidate • Association Business: 2013 Budget • Luncheon Speeches and Election (Treasurer • Director’s Report – Alaska: • Director’s Report – Southwest: and Vice President); Oath of Office Darla Gerlach, Regional Director Hitch Combe, Regional Director (Eastern, Southern, and Southwest • 2011 HR Update: Catherine V. • Association Business: Nominating Regional Directors; Treasurer and Emerson, Assistant Administrator Speeches (Treasurer and Vice Vice President) for Human Resource Management President) • Director’s Report – Great Lakes: • Director’s Report – Northwest Heather Mullett, Regional Director Mountain: Lori Sharf, Regional • Monday Night Football Director & Halftime Party

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2011 FAAMA Convention Exhibitors & Corporate Partners*

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18 managing the skies Sept/Oct 2011 www.faama.org

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20 managing the skies Sept/Oct 2011 www.faama.org

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An FAAMA Interview: Dr. Karlin Toner Director, JPDO

2003, Congress estab- In February 2010, Dr. Karlin Toner an interagency perspective. While the lished the Joint Planning was named Director of the JPDO, and DOT and FAA are central to NextGen – In and Development Office charged with facilitating and coordinat- charged with implementing and operat- (JPDO) to plan and coordinate the ing NextGen development. Dr. Toner also ing the new air traffic system – we also development of the Next Generation serves as the Senior Staff Advisor to the bring in NASA, DOC, DOD, and DHS. Air Transportation System (NextGen), Secretary of Transportation for NextGen, Part of my job is to bring in the various creating a multiagency public/private a role she has held since January 2009. pieces from all of the partners that will initiative that includes: the Department In spring 2011, Dr. Toner graciously ultimately contribute to the success of of Transportation (DOT), Department agreed to be interviewed by Managing NextGen. In this office, you manage a of Defense (DOD), Department of the Skies. Rich Baker, Front Line lot of sometimes conflicting influences. Commerce (DOC), Department of Manager, ZDC Air Route Traffic Control In total, we have seven agencies to Homeland Security (DHS), Federal Center (ARTCC | Washington Center), represent, even though the FAA is core. Aviation Administration (FAA), and Eastern Regional Director of the One of the questions I have to ask when National Aeronautics and Space FAA Managers Association, conducted I decide how to prioritize is “does it Administration (NASA), and the the interview. involve two agencies?” White House Office of Science and T he JPDO’s mission is to ensure that That said, we were able to engage our Technology Policy (OSTP). NextGen is realized by the year 2025. Senior Policy Committee, chaired by The JPDO brings together all of As the JPDO executes the NextGen Secretary of Transportation Ray LaHood these partners to work collaboratively Integrated Plan, described in the Vision and populated by cabinet members from in planning, designing, and implement- 100–Century of Aviation Reauthorization other agencies, to work with them earlier ing the NextGen initiative. However, Act, the office identifies, facilitates, and this year on Integrated Surveillance. With working with so many different orga- integrates activities, commitments, and Integrated Surveillance, you are trying to nizations is a challenge, and managing contributions of government partners, get a common operating picture so that this task requires an extensive level of industry, and other key stakeholders. DHS, FAA, and DOD can see the same outreach, information sharing, collabo- The JPDO’s mission is one of change data at the same time. ration, and negotiation. management and is performed If we are successful with NextGen, we In rebuilding America’s aviation collaboratively and with transparency. may be spacing air traffic more closely, infrastructure, some consider the JPDO which means we may have less time a new paradigm in government manage- Q: You’ve been Director of the JPDO to respond. I say “may” because I don’t ment because the scope of the mission for about a year and a half. Have you know for sure yet – but we want to be is demanding new ways of planning, discovered any new challenges? very clear in those situations. We are making decisions, allocating resources, trying to achieve a common operating and generally reacting to myriad new Toner: The JPDO is particularly challeng- picture, fusing the data and giving every- opportunities and challenges. ing because everything is handled from body access to the same data.

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I think the toughest challenge at the to NASA Headquarters and managed House that says that NextGen is a JPDO is working in the multiagency their research program where I also had presidential initiative. arena. Our role is facilitation and coor- people staffing the JPDO activity – so I’ve Now is the time to make tough pri- dination. I don’t do the research, I don’t been working with JPDO for a long time. oritization decisions – it is vital that our operate the system, and I don’t deploy Now I’m inside the JPDO, and we are government invests in our nation’s air anything. So, some people would say living in a very different time. In 2004 transportation system. “what do you do?” My job is to make sure there was no NextGen in FAA per se. The I get all of our partners to the table. NextGen moniker came about two years Q: DOT Secretary LaHood’s Future of One example of this is weather. The later. In the early years, the JPDO was Aviation Advisory Committee (FAAC) FAA has a huge investment in weather, doing a totally new thing and working to suggested that the Federal government and NOAA does advanced weather get the ideas out there. By the time 2010 assist in funding the installation of prediction. The FAA may have specific arrived, we were already in implementa- NextGen equipment on aircraft. requirements for weather prediction tion. A lot of our initial ideas were vision- T: I worked with the FAAC off and on, – accuracy, speed, how often it needs ary. Now we need to take steps to make both through the development of its to be refreshed. You want to see these implementation tangible and real. charter and during the work of its five products coming out of NOAA’s aviation Look at the aviation world we have committees – environment, safety, work- weather forecasting to the FAA air traf- today. We’ve had volcanic ash. We’ve force, financial incentives, and competi- fic controllers, but you also want them had an economic downturn. We’ve had tion. Ultimately, I think all of the FAAC to be at the same time – you want them airline bankruptcies. We have to say what recommendations are right on target synchronized. This is where the JPDO we need today. Now I have to ask, “How and Secretary LaHood is committed to can play a role. do I step through that broad vision and addressing them. roll it out?” It’s a very different time now. In terms of financial incentives and Q: How do you think your NASA equipage, we are working with the background contributes to the Q: With all of the talk about cutting White House, DOT, and FAA in looking leadership of the JPDO? back on government spending, have at what is possible. We know that the any decisions been made regarding the T: I have a technical background which is airlines absolutely have to be equipped budget for NextGen and its financing? useful, but since I have a PhD in aero- to take advantage of the advanced capa- space engineering, I am more of an engi- T: In 2009, I spent the year over at bilities of NextGen, so we are looking at neer than a scientist. I ask questions and DOT supporting Secretary LaHood on a range of options. want to understand what the problem NextGen. I sat directly next to the Chief is from a technical standpoint. Without Financial Officer at DOT, so I had a Q: MITRE Corporation and MIT/ that background, I might not ask some of lot of active participation in the 2010 Lincoln Laboratory issued an those questions. budget cycle for FAA, and for NextGen “Independent Assessment of the Back in 2004, I was a NASA in particular. ERAM Program,” stating that En researcher, supporting the JPDO and the In 2011, I’ve had a lot of interaction Route Automation Modernization integrated product teams, and part of my working with the different interagency (ERAM) will be $330 million over job was to put every piece of research I pieces. Our country has fallen on budget and won’t reach operational could possibly imagine and put it into the tough economic times and some very readiness until August 2014. Can the JPDO plan. We were working on the plan hard choices have to be made. But I JPDO help mitigate the problems? from the bottom up. After this, I went also think that you will see a White

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T: The good news with ERAM is that One of the things we did last year at in the system, then they are not different. we are conducting field tests at two sites the JPDO was to initiate a study of the We know that they have some different right now. operational improvements that are in characteristics though. We know that One of the things I learned at NASA the US architecture against the opera- UAS may not behave in predictable ways. is that when you are looking at new tional improvements in the SESAR If they are not predictable, what should capabilities, it is critical to field test–really architecture. I think you’ll begin to an air traffic controller do? test software and new capabilities in an see us initiating more activities toward Regarding UAS, we looked across gov- operational setting. There is no way to global harmonization. ernment and found a large new research bring out all of the potential issues in a We do have a Global Harmonization program starting at NASA. Also, the laboratory environment. Working Group that focuses on trying Air Force has a solid investment in UAS But in regards to NextGen, I believe to make certain that the concepts work research, while the FAA has investments people are confident that they can roll together. They don’t have to match – they both in UAS operations research and out this initiative on a new, but slightly just have to be interoperable. We can’t be integration research. delayed schedule. The JPDO is moni- a global leader in aviation if we are not The JPDO’s role is not in manage- toring the implementation because it interoperable with Europe and with the ment by exception. Our job is really in definitely impacts what you can add rest of the world. determining if we have the underpin- down the road. It has to be realistic and nings in NextGen planning for 2025 deployable. We’ve got to make the plat- Q: Congress is calling for closer to ensure that as UAS vehicles mature, form stable. cooperation between the FAA and the NextGen system can integrate them However, the JPDO is not in a posi- Congress on NextGen implementation. seamlessly. tion to mitigate the ERAM deployment Is the JPDO involved? Ultimately, the JPDO is staying out problems – that’s not our mission. of operations – out of today’s integration T: Since I have been on board at the That would be an FAA implementation problems. That’s not our job. However, JPDO, I’ve made it a point – to the extent role. Where we have to be smart is in the JPDO is developing a strategic plan to which it is appropriate – to make understanding what a realistic deploy- that will guide research, development, certain that I keep the Congress informed ment schedule is, so that we can make and demonstrations. of our activities and concerns from a recommendations on options for next multiagency point of view. steps as we advance NextGen. And I say Q: Is the JPDO involved with SWIM? When NextGen was first talked recommendations because we still have about, it was a vision for 2025. But now T: The SWIM piece – System-wide to consider the details with the various we are making incremental progress Information Management – that’s where partner agencies. along the way. the Air Force is very involved at the In fact, we are rolling out NextGen JPDO. The Air Force brings their exper- Q: In Europe, the single common all the time. As soon as we get a founda- tise, what they call a net-centric opera- reference for the future of air traffic tional step in place, we will go to the next tion, which really links right into SWIM. management (ATM) is the European step, and as that matures, we will go to SWIM is the IT backbone, it is the ATM Master Plan. Is the JPDO working the next step. It really is a dynamic sys- infrastructure that we need in place if with EUROCONTROL with respect to tem. And we will keep improving it until we are going to do integrated surveil- compatibility? we have the best possible system in place. lance, if we are going to do UAS integra- T: It’s interesting. GAO is starting a study tion across government. If we are going on global harmonization. In fact, I’m Q: Is the JPDO researching how the to have all of the pieces talk to each briefing GAO this afternoon to kick off Unmanned Aerial systems (UAS) other, the key is SWIM. their study. program will fit into the National I’ve challenged the JPDO team to Essentially, NextGen is the US Airspace System (NAS)? think about the air traffic problems that net-centricity solves rather than focus version of advancing air traffic trans- T: Our charter says that we will enable on improving IT techniques. In fact, portation, while SESAR is our coun- planning that ensures access for all types accelerating net-enabled aviation system terpart in Europe. SESAR is an activity of users, including UAS. operations to achieve greater data-sharing under the European commission and It is an interesting question with UAS. efficiencies is one of the JPDO’s priorities EUROCONTROL. We are actively work- Ultimately, we’d like them to perform like right now. ing to harmonize NextGen and SESAR. an aircraft. If they perform like an aircraft

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Q: With the tough road ahead, are between the government and private From July 2005 to August 2006, Dr. Toner was the Associate Director for Aeronautics, charged with there some signs of success or sector on goals and priorities and defi- developing long-range technical and resource plans progress you can share with the nition, development, and implementa- for aeronautical projects. Prior to that assignment, readers of Managing the Skies? tion of NextGen; establish a mechanism she established and managed the Aerospace Operations Modeling Branch. This organization for gathering and applying the best T: A great example of this is the provided a focal point for the modeling and expertise in support of NextGen; simulation of air traffic operations within NASA. NextGen Institute, which is part of the encourage development of transforma- JPDO. We are charged with involving Dr. Toner was a lecturer in the Aerospace Engineering tional ideas; and sustain a long-term and engaging industry in the plan- Department at San Jose State University from 1991 undertaking by jointly supporting solu- to 1994. Her technical publications include papers ning of NextGen, and the Institute tions and coordinated investments. on aircraft aerodynamics and design, computational provides me with a number of positive physics, and the analysis of air traffic systems. For more information or to get capabilities. involved, check out the Institute’s web- Dr. Toner earned a NASA Exceptional Achievement As a non-profit, the Institute Medal and is an Associate Fellow of the American site at www.ncat.com/ngats/index.html. ❙ provides a way for aviation industry Institute of Aeronautics and Astronautics. In 2011, Dr. Toner received the University of Florida’s Department stakeholders to meet and debate their AbOUT Dr. KArLIN TONEr of Mechanical & Aerospace Engineering Outstanding various opinions without the possibil- Dr. Toner has 20 years of experience with the National Alumnus Award and the Distinguished Alumni Award ity of conflict of interest. It enables Aeronautics and Space Administration (NASA). From from Indiana University of Pennsylvania. August 2006 to December 2008, she served as Director them to get to work finding solutions, Dr. Karlin Toner holds doctoral and master’s degrees in of the Airspace Systems Program at NASA Headquarters Aerospace Engineering from the University of Florida, which is what the industry really in Washington, DC. Prior to this, Dr. Toner held several along with an honorary doctoral degree in Science wants to do. key positions in aerospace and aeronautical planning and a bachelor’s degree in Applied Mathematics from and research while working at the NASA Ames Research The NextGen Institute was created Indiana University of Pennsylvania. Center in Moffett Field, California. in March 2005 to: enable partnerships

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The FAA, the NAC, and a “No-Surprises handoff” By David Bond and Megan Kuhn supporting the FAA NextGen Office This fall, the RTCA’s NextGen Advisory Committee (NAC) is submitting its first substantive products – recommendations on some of the most compelling issues involved in carrying NextGen systems and procedures forward to deployment and productive operations. The FAA organization that manages the adjudication of these recommendations – the NextGen Implementation Performance and Reporting (NextGen P&R) office – will know from the start how to review and respond to them with cross-agency FAA engagement.

ritical to the success of this FAA the highest priority capabilities “When there are no surprises, and industry relationship is the within each metroplex? everything works more smoothly,” says Cconfluence of two streams of Last winter, the FAA tasked the NAC Mohler. “We at the FAA will be plan- reorganization, one inside the FAA and with recommending answers to these ning our process for responding to the the other at aviation advisory group and other questions and reporting back NAC’s recommendations at the same RTCA. It represents a major advance in by September 29, 2011. The NAC distrib- time the work groups are writing and the FAA’s rapidly developing concepts uted the questions among several work reviewing their final reports. The tran- of collaboration between itself and the groups, and the FAA assigned Gisele sition from recommendations to action wide community of NextGen stake- Mohler, Director of the NextGen P&R will be streamlined.” holders. Both the NextGen P&R office office, to be its liaison to the NAC and The two-way information flow is and the NAC are relatively new entities. the NAC subcommittee. The agency also evident in the most recent addition to Together, the NAC and the FAA are provided FAA executives or subject mat- the NAC’s workload, an FAA request for grappling with issues that are central to ter experts for each work group. a roadmap through 2030 for deploying NextGen’s near- and mid-term progress. FAA participants not only support NextGen Data Communications (Data Among them: their work groups, but also fill a second Comm) capabilities at airport towers and • What are the best metrics role that is central to Mohler’s approach en route centers. for measuring how much the to coordination – they keep the FAA The request, which includes addi- implementation of NextGen initiatives and the NAC fully up to speed on what tional Data Comm questions, arose in improve operations in the National each other is doing. Consequently, when part because of concerns in Europe that Airspace System (NAS)? the work groups finish their reports, the deployment of NextGen and Single • How might the FAA create operational Mohler’s office will be ready to act on European Sky ATM Research data com- and financial incentives for aircraft them right away. munications ground systems and avion- operators to equip for NextGen when What Mohler terms a “no-surprises ics are getting out of synch. Europeans their internal business-case analyses handoff” works in both directions – first expressed these concerns to the find insufficient benefits? nothing the FAA asks or tells the NAC NAC. The NAC advised the FAA of this surprises the NAC, and nothing the development, and after consultations the • What priorities should the FAA NAC asks or tells the FAA surprises FAA responded with the new tasking. No follow in conducting one of the FAA. When the FAA tasked the surprises in the tasking. the most promising NextGen NAC with the 2011 work, it negotiated In keeping with Mohler’s approach, initiatives, the metroplex approach the questions with the NAC before it the best way to anticipate the NAC’s to improving operations in the asked them. By doing some negotiation September 29 recommendations is nation’s busiest metropolitan in advance, the questions also became to examine their preliminary reports regions? Which metroplexes should more focused on key issues facing both from a May 19 NAC meeting and track the FAA focus on first? What are FAA and the aviation community. progress since then. At this writing, the

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detailed recommendations remain to be (ICAO) key performance areas – capac- mainstay of the current metroplex initia- fleshed out, but some of the more solid ity (measured by throughput), efficiency tive, which optimizes airspace and pro- drafts are visible. (aircraft operating times and delays), cedures in a geographic area. This is an predictability (variance in aircraft implementation approach that RTCA has Metrics operating times), flexibility (percent of advocated and the FAA has embraced. The identification of outcome-based user requests granted), and access and ADS-B Out improves aircraft sur- metrics seems simple but isn’t. If it were equity (number of aircraft equipped veillance but it brings limited benefits simple, we would already have them. for NextGen capabilities). The NAC is directly to individual equipped opera- It is important to note that FAA and its likely to recommend that current FAA tors, except in areas that aren’t served stakeholders often value different metrics metrics should be retained for safety and by radar. However, it sets the stage for in different ways. Added to that complex- environment. benefits-rich cockpit services via ADS-B ity is that valuable data often are difficult In sum, with regard to data collec- In. These new services will provide traf- and expensive to measure. This tasking tion that can be very costly, the NAC fic information on the ADS-B display in resulted in a NAC subcommittee work consensus on metrics recognizes that it the cockpit. group that will identify a suite of out- might not be worth the trouble and cost Data Comm’s priority is clouded by come-based performance metrics to actu- of collecting data for metrics that aren’t uncertainties in the deployment sched- ally show performance improvements as reported routinely. Instead, the empha- ule, as well as future budget outlook. a result of NextGen implementation. sis will be on metrics that add value to The NAC soon will take on the task To airlines, the metric among metrics assessments of operational performance. of recommending an implementation is fuel consumption. They can and do Additionally, the NAC subcommittee roadmap that depicts priorities from an measure it directly in the course of man- work group is addressing data gaps and operator’s perspective. aging their operations, but for competi- recommending alternatives. But equipage investment decisions tive reasons they are unwilling to reveal by operators rest on something that these data to each other or to the FAA. Equipage and Incentives isn’t always obvious – the business case When the FAA estimates how much fuel Priorities seem to be falling into place for doing so. When airlines or other a NextGen initiative will save, it uses for the NAC ad hoc equipage group, operators analyze the business case for a models, sometimes refined by data from which is working the tasking from FAA. capital investment like NextGen avion- demonstrations in which airlines reveal They set up their priorities to be in line ics, they estimate the investment’s cost fuel-consumption data as part of their with the availability of related major and benefits over its life cycle (usually demonstration agreement with the FAA. NextGen capabilities. First is GPS-based just a few years). However, operators do The FAA can record data on how PBN that includes Required Navigation not count all of the same benefits that Performance Based Navigation (PBN) Performance (RNP) with radius-to- the FAA does. reduces trajectories and/or miles flown, fix for air carriers and Wide Area An operator’s business case typically or how much of a flight is at cruise Augmentation System with Localizer considers only benefits to itself, measured altitude, where fuel consumption is at a Performance with Vertical Guidance in reduced operating costs and/or higher minimum. It seems likely the FAA will (WAAS/LPV) for general aviation. revenues, while the FAA also considers have to include measures like these to Automatic Dependent Surveillance- benefits to the public or for the combined estimate the dollars saved due to a reduc- Broadcast (ADS-B) Out is next, acknowl- benefits to the entire NAS. In addition, tion of fuel burn. So for measuring fuel edging that it will be mandatory by Jan. the cost to equip with each NextGen consumption, the NAC might agree on 1, 2020, for aircraft flying in controlled communication, navigation, or surveil- a set of metrics on which industry will airspace, followed by Data Comm equi- lance technology can vary greatly with report that may be different from a set of page (and related capabilities) that will the age and type of aircraft. metrics that FAA will report. be available farther down the road. For these reasons, the business case Work-group members have been Emphasis on PBN advances the to equip may not be compelling for laboring over high-level metrics to mea- RTCA’s long-standing advocacy of every aircraft, for every type of avionics sure operations throughout the National NextGen improvements for which many – even though the overall business case Airspace System (NAS) and lower-level aircraft already are equipped and avionics for NextGen is positive. That is why the metrics to help understand individual are readily available. For example, 92 per- NAC was asked to look at incentives for operational improvements. cent of air transport are already equipped operators to equip. All are organized according to for area navigation (RNAV) routes and The concept of operational incentives, International Civil Aviation Organization procedures. PBN improvements also are a usually referred to as a “best-equipped,

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best-served” air traffic management lower interest rate to the borrower since When the FAA chose the 21 metro regime, has been an FAA policy issue they have a guarantee to be fully repaid. areas in the OAPM program, the agency that has been discussed for many years. As an incentive for NextGen equipage, concentrated on multi-airport areas Currently, the policy of “first-come, first- the FAA, another government agency where it could implement PBN and served” is observed. Operational incen- or a public-private partnership would airspace redesign in relatively straightfor- tives would identify avionics the FAA become that third-party guarantor. The ward ways. In the future, NAC members wants to encourage airlines to equip their private-sector NextGen Equipage Fund is believe the FAA should select sites based aircraft with, and then create operational a possibility that would establish a fund on operational need and opportunity as advantages for equipped aircraft – beyond from which to make loans, forgoing pay- well as feasibility. the advantages arising directly from the ments from borrowers until the NextGen Supplementing metroplex recommen- equipage itself. capabilities associated with the equipage dations, the Airspace and Procedures For example, the FAA might decide to are deployed. work group developed recommenda- first clear aircraft equipped with avionics The work group’s underlying assumptions to transition to a fully automated that enable a particular PBN capability for tions included that equipage should Special Activity Airspace (SAA) system approaches and landings before aircraft be incremental and compatible with to make real-time, operationally useful that aren’t equipped for that capability. forthcoming NextGen capabilities. The information available to operators. The Doing so would encourage equipage by work group also discussed which aircraft current method of scheduling and using delivering additional benefits to operators types or user groups should be eligible for SAA is based on written schedules, fax of equipped aircraft. incentives – e.g., domestic and interna- machines, and telephone conversations. By contrast, financial incentives don’t tional carriers, regional airlines, charter As a result, because it is not readily alter the order in which aircraft are operators, business aviation, and military known whether this airspace is inac- controlled and cleared in the NAS but tactical aircraft. tive for DoD operations, SAA is rarely would raise budget and policy issues for available to non-participating aircraft the current Administration. The NAC Metroplex outside the times airspace is scheduled has been asked to identify reasonable NAC advice on metroplex priorities is on aeronautical charts. conditions that would justify committing meant to chart a course to extend the The FAA, DoD and RTCA are working taxpayer funds for equipage incentives FAA’s 2010 initiative, Optimization of jointly on efforts to make better use of should money become available to make Airspace and Procedures in the Metroplex SAA. By requiring SAA to be electroni- these kinds of investments for avionics in (OAPM), beyond its current focus on PBN cally scheduled and updated, non-par- the cockpits of aircraft. and limited airspace redesign. The OAPM ticipating operators would have real-time Some of the possible financing mecha- toolbox is limited to current-technology knowledge of the active status of SAA. nisms that the NAC ad hoc equipage PBN and airspace redesign straightfor- Doing so would allow for more efficient group considered are: ward enough to enable rapid progress: no flight planning because operators could • A National Infrastructure Bank; more than three years to plan, develop, fly more efficient routes through inactive and implement improvements at each of • Loan programs including direct loans, SAA instead of having to fly around it. 21 metroplex areas. Overall, the FAA is looking forward to • Secure lines of credit and loan The rapid-progress objective rules receiving the final recommendations at guarantees; out measures that would require time- the September 29 NAC meeting. • Tax incentives and tax deductions; consuming environmental impact For More Information • Grants; and statements, which often are challenged in lawsuits. NAC work groups recom- Send questions about the NAC or • Public-private partnerships. mends longer-term improvements for other NextGen matters to nextgen@faa. Many work group participants believe metroplexes, and the groups handling gov. Print editions of the 2011 update federal budget constraints are making metroplex issues have focused from to the NextGen Implementation Plan outright grants for avionics purchases the start on two initiatives – broad- also can be requested. The recently less likely and loan guarantees the more ening selection criteria for sites and published Plan can also be found at probable choice. In a loan guarantee, a expanding the number of NextGen www.faa.gov/nextgen. ❙ third-party guarantor promises to pay improvements, especially surface whatever portion of a loan the borrower management initiatives at airports, in fails to pay, enabling lenders to offer a the toolbox.

28 managing the skies Sept/Oct 2011 www.faama.org

MTS-SeptOct-11-MECH_cc.indd 28 8/25/11 12:45:56 PM b UILDING NEW brIDGES TO NEXTGEN

What is the NAC?

As a federal advisory committee, the RTCA head of the FAA’s NextGen Office (see “We believe this structure will enable the develops consensus-based recommenda- Figure 2). The NextGen organization NextGen organization to concentrate on tions for the FAA regarding communica- will formally report directly to Deputy short-term and long-term goals without the tions, navigation, surveillance, and air Administrator Michael Huerta instead burden of dealing with day-to-day opera- traffic management system issues. The FAA of its current alignment under the Air tional concerns as well,” Babbitt says. gives strong consideration to RTCA recom- Traffic Organization (ATO). mendations when crafting policy, program, and regulatory decisions. Figure 1 RTCA launched the NextGen Advisory Committee (NAC) in summer 2010 to replace the Air Traffic Management Current NAC Structure Advisory Committee (ATMAC). The NAC has a broader scope than the ATMAC, NEXTGEN ADVISORY fostering a common understanding of COMMITTEE Ad Hoc Equipage Group NextGen among the NextGen office; (NAC) Aviation Safety; FAA Airports; and the Administrator Deputy Administrator Aviation Policy, International Affairs, and NAC SUBCOMMITTEE Environment Office. (NACSC)

FAA Administrator Randy Babbitt says the formation of the NAC is part of the BUSINESS CASE & ATO COO AVS agency’s effort to broaden its relation- AIRSPACE & INTEGRATED PERFORMANCE NextGen ship with industry “to be more in keeping PROCEDURES CAPABILITIES METRICS Org. ARP Work Group Work Group with current demands. The NAC and Work Group its hard working subcommittees have NextGen ATO APL started the very important dialogue Programs Operations with industry on how we prioritize the Ad Hoc Equipage – Business Case Capabilities for Equipage JPDO Performance Metrics Integrated Capabilities for elements of NextGen... We’re open to Metroplex all ideas. These are tough economic times and we need to balance our fiscal restraints with the need for equipage.” Figure 2 Comprised of top-level executives culled from operators, manufacturers, air traffic Structure and Responsibilities of management, aviation safety, airports, and environmental entities from civil and NextGen Organization

military sectors across the globe, the NAC New Structure for NextGen Organization Responsibilities of NextGen Organization is focusing on near- and mid-term NextGen priorities for implementation. To develop Administrator Setting strategic direction for and compile recommendations based on Deputy Administrator FAA’s implementation needs and priorities, the NAC formed work Defining operational groups (see Figure 1). requirements On September 29, 2011, the NAC is Ensuring system integration ATO COO scheduled to submit work group recom- AVS Overseeing the implementation mendations to the FAA. The newly formed NextGen process Org. ARP NextGen Implementation Performance & Working the capabilities case end to end so that there is Reporting (NP&R) office will adjudicate APL NextGen ATO acquisition and implementation recommendations with cross-agency FAA Programs Operations JPDO accountability through the full teams and submit findings to the NextGen life-cycle Management Board (NMB), which will make final decisions about the recommendations late this year. KEY: AVS Aviation Safety ArP Airports Gisele Mohler directs the NP&R office L AP Policy, International Affairs, and Environment under the leadership of Vicki Cox, JPDO Joint Planning and Development Office

MTS-SeptOct-11-MECH_cc.indd 29 8/25/11 12:45:57 PM New Professional Standards Program – Creating a bridge to the Future

written in collaboration by: • T erry biggio, Air Traffic Manager, Atlanta Air Route Traffic Control Center • G arth Koleszar, Air Traffic Controller and National Air Traffic Controllers Association (NATCA) Facility Representative, Los Angeles Air Route Traffic Control Center • Mike Demonte, Operations Manager, Washington Air Route Traffic Control Center • robin Dybvik, Air Traffic Manager, Van Nuys Air Traffic Control Tower • Andy Marosvari, Air Traffic Controller and National Air Traffic Controllers Association (NATCA) Safety Committee, Boise Air Traffic Control Tower • Jeff richards, Air Traffic Controller and National Air Traffic Controllers Association (NATCA) Facility Representative, Chicago Air Route Traffic Control Center

he July/August 2011 issue of deficiencies, non-compliance with Policy Manual Managing the Skies published regulations and a variety of other safety Toward this end, the six-person labor- T an article on the National related concerns. management team has been working Transportation Safety Board’s (NTSB) The intent of our Professional for over 15 months on the develop- “Most Wanted List.” One of the top Standards Program is to create a ment of a Policy Manual as well as an priorities listed by the NTSB identi- mechanism that not only complements implementation and training strategy. fied a goal of promoting profession- and supports the tenets of ATSAP in an The Policy Manual will serve as the alism within the pilot and air traffic ancillary manner, but also a program guiding document as to the principles controller ranks. that can stand alone in addressing issues and practices in which the air traffic Teachers, attorneys, engineers, and in a peer-to-peer manner to enhance the facilities will operate. medical professionals are a few profes- professionalism of the occupation. The Policy Manual was developed sional occupations that currently have The Professional Standards with the permission and support of robust programs dedicated to ensuring Program, in its simplest form, is the Airline Pilots Association (ALPA). public and private entities around the similar to ATSAP except it is designed ALPA has a Professional Standards world embrace the tenets of professional to address low level conduct issues. Program that has been in place for sev- standards. Air traffic controllers will Performance may be addressed under eral decades and with positive results. soon be taking their place among the the Professional Standards Program; Through our meetings with ALPA, it ranks of those who have identified self- however, it is not meant to circumvent was clear their process was well suited regulating standards as professionals. the ATSAP process. for our needs. Therefore, we have mod- The Professional Standards Program eled our program after theirs. ALPA has Professional Standards Program provides an opportunity for air traffic been a big supporter of our efforts and The purpose of the air traffic controller controllers to address performance and/ has been very forthcoming with infor- Professional Standards Program (PSP) or conduct of their peers before such mation and lessons learned. is to promote and maintain the highest issues rise to a level requiring corrective degree of professional conduct among action(s) on the part of the Agency. Chicago, Dallas, and participants. A successful Professional Alaska To begin Phased Implementation Standards Program will be measured National Six-Person by its ability to address performance Labor-Management Team Implementation will be phased in geo- and conduct issues before such issues It also establishes a six-person labor-man- graphically at selected air traffic facili- rise to a level requiring corrective agement national team to assist air traffic ties beginning with Chicago, Dallas, action on the part of management. facilities in the implementation of this and Anchorage. These areas were The FAA’s Air Traffic Organization program. Initial volunteer facilities were specifically selected because there are (ATO) currently has an established vol- selected as part of a pilot test program. a variety of types and sizes of facili- untary safety reporting program called The program test phase is expected to ties located within their geographic the Air Traffic Safety Action Program last 12 months with lessons learned from area such as, Air Route Traffic Control (ATSAP). ATSAP encourages volun- this initial phase determining next steps Centers, air traffic control towers, and tary employee input on operational for national implementation. radar facilities.

30 managing the skies Sept/Oct 2011 www.faama.org

MTS-SeptOct-11-MECH_cc.indd 30 8/25/11 12:45:58 PM This phased implementation • Air Traffic Safety Action Program approach is also fiscally beneficial (ATSAP) covered events forwarded when determining the cost for the by the ATSAP review committee, initial training and testing of the known as the Event Review Professional Standards Program. The Committee; close proximity of many air traffic • Ineffective operating methods/ facilities within these geographic areas techniques; reduces travel expenses for all partici- • Problems of a professional or pants as well as creating a network of ethical nature; counselors available to address issues. • Conduct that could lead to discipline; • Recognizing actions that enhance Local Professional the standing of the profession. Standards Committees Local Professional Standards Com- Situations Not Appropriate for PSP mittees (PSC) will approach each case Examples of situations that shall not and individual in a non-judgmental, be considered by the Professional non-accusatory, and non-confrontational Standards Program include: manner. Controllers will be treated • Disagreements over the Collective with respect as professionals and the Bargaining Agreement (CBA) issues they bring forward will be held negotiated between the FAA and in strictest confidence. the National Air Traffic Controllers Emphasis will be placed on cor- Association (NATCA); recting possible deficiencies, recogniz- • Drug and alcohol abuse presently ing positive contributions, resolving covered by the FAA and NATCA interpersonal disputes, and enhancing Collective Bargaining Agreement; professional skills. The Professional Standards Committee is encouraged to • Air Traffic Safety Action Program use all available resources to achieve (ATSAP) covered events NOT forwarded by the Event Review resolution. Committee; Confidentiality is integral to the success of any Professional Standards • Any immediate threat to the process; therefore, the Professional National Airspace System or its Standards Committee must be able to components; maintain strict confidentiality in order to • Legal issues; function effectively and properly. When • Criminal activities; the Professional Standards Committee • Medical related issues; is contacted for assistance, either by individual employees or management, • Security violations; procedures call for them to act discreetly • Gross negligence. by assuring the individual(s) that anything said will be held in the strictest NACTA and FAA management are confidence. committed to working collaboratively in fostering professionalism among Appropriate PSP Issues the workforce. Accountability at a Some examples of issues that the peer level has proven to be effective Professional Standards Program may within other professions and those consider include, but are not limited to: successes have been incorporated • Individual conflicts that could into this Program. The open dialogue benefit from informal dispute and endorsement of the Professional resolution; Standards Program by both labor and • Recognizing and identifying management support our common exceptional performance; goal – safety improvement. ❙

www.faama.org managing the skies Sept/Oct 2011 31

MTS-SeptOct-11-MECH_cc.indd 31 8/25/11 12:46:01 PM m o n e y ta l k s A Time For Patience Presented by Glenn and Michael Livingston, Livingston Federal Employee Retirement Planning

As expected, a plunge. World stock correction, dollar-cost averaging could r elatively speaking, stocks still look markets swooned on August 8 in reaction potentially snag great values. cheap next to bonds and cash. As to Standard & Poor’s downgrade of U.S. • Some positive signals can be found the dust settles from these big market long-term debt. On Wall Street, the DJIA in the turmoil: falling oil prices drops, Wall Street will have to weigh its fell 634.76, the S&P 500 79.92 and the imply lower retail gasoline prices collective direction. On the one hand, NASDAQ 174.42. It was the toughest day for consumers, the manufacturing you have rampant anxiety; on the other on Wall Street since December 1, 2008, and service sectors are still growing, hand, you have attractive valuations. when the National Bureau of Economic interest rates are quite low, and Patience may prove to be a virtue as the Research announced America had lapsed corporate profits have nicely improved. saga plays out and we eventually return 1,2 ❙ into a recession. As to the chance of a double-dip to market fundamentals. Investors endured a shock like this last recession, the U.S. economy is CITATIONS year. In spring 2010, the S&P 500 pulled projected to grow two to three percent back 16 percent from a peak. At the close 1 blogs.wsj.com/marketbeat/2011/08/08/ in 2012, which is about double the data-points-u-s-markets-38/ [8/8/11] on August 8, the index was down 16.8 growth forecasts for the European percent from its spring 2011 high.3 2 money.cnn.com/2008/12/01/markets/markets_newyork/ Union, Great Britain, or Japan. index.htm [12/1/08]

In 2010, the market healed within a few • Nobody’s running away from 3 articles.latimes.com/2011/aug/04/business/ la-fi-0804-markets-qa-20110804 [8/4/10] months. What happened after the 2010 Treasuries. In fact, Treasury yields sank 0.18 percent August 8, making 4 blogs.wsj.com/marketbeat/2010/12/31/ correction? We had a sustained rally from data-points-us-markets-337/ [12/31/10] September to New Year’s Eve. The DJIA it cheaper for the U.S. to finance its 5 cnbc.com/id/44029585 [8/8/11] finished 2010 up 11.0 percent, the S&P debt.5,6,7,8 6 cnbc.com/id/44064969 [8/8/11] 500 up 12.8 percent, and the NASDAQ up 16.9 percent.4 h ow might the downgrade of Fannie 7 foxbusiness.com/markets/2011/08/08/ despite-downgrade-us-still-towers-over-peers/ & Freddie affect the housing market? #ixzz1UTwUYiFa [8/8/11] When will we see capitulation? Yes, It might impact consumer confidence 8 treasury.gov/resource-center/data-chart-center/ when will this mood lift? When will more than anything else. S&P’s August interest-rates/Pages/TextView.aspx?data=yield [8/8/11]

investors see merit in buying? Several 8 downgrade of Fannie Mae and Freddie 9 blogs.wsj.com/developments/2011/08/08/ factors might encourage a relief rally or Mac to AA+ from AAA didn’t immediately sp-downgrade-could-feed-home-buyer-anxiety/ [8/8/11] something greater: shake up the mortgage market, as 10-year 10 advisorone.com/2011/08/08/stocks-plummet-on- • The European Central Bank plans to Treasury yields were down to 2.40 percent downgrade-as-obama-defends-aaa-m [8/8/11] 7,8 buy up debt from Italy and Spain. Monday. Glenn Livingston and Michael Livingston are Representa- tives with INVEST Financial Corporation (INVEST) and may • The Federal Reserve could decide Moody’s affirms America’s AAA rating. be reached at 800.752.8992, www.LivingstonFederal.com to buy up 10-year Treasury bonds or [email protected]. “Despite the outlook for some further and other long-term notes, echoing a deterioration in the government’s debt This material was prepared by MarketingLibrary.Net move it made during the early 1960s. Inc., and does not necessarily represent the views of the metrics over the coming few years, we Economists and bond market analysts presenting party, nor their affiliates. All information is believe that the U.S. continues to exhibit believed to be from reliable sources; however we make are beginning to think we could see the characteristics compatible with an no representation as to its completeness or accuracy. The this kind of QE3. publisher is not engaged in rendering legal, accounting, AAA rating,” Moody’s Investors Service or other professional services. If assistance is needed, the • Amid the heavy volume, bargain senior credit officer Steven Hess wrote in reader is advised to engage the services of a competent hunters will inevitably start shopping. an August 8 note. professional. This information should not be construed as As Suze Orman told CNBC August 8, Moody’s also noted America’s long- investment, tax, or legal advice and may not be relied on for the purpose of avoiding any Federal tax penalty. “This is a gift from the stock-market standing track record of economic growth heavens ... in 2008 we had far grander as a big reason for confidence. Fitch INVEST Financial Corporation (INVEST), member FINRA, problems than we do today. But by Ratings also refrained from a U.S. credit SIPC, a registered broker dealer and federally registered investment advisor, is not affiliated with Livingston March of 2009, the stock market was downgrade, and both Moody’s and Fitch Financial Group. Securities, advisory services, and rising again. What makes you think stated that the possibility of sovereign certain insurance products are offered through INVEST that won’t happen again?” In this default was remote.9,10 and affiliated insurance agencies. #84163-0812

32 managing the skies Sept/Oct 2011 www.faama.org

MTS-SeptOct-11-MECH_cc.indd 32 8/25/11 12:46:01 PM 25 Years of Feds helping Feds – how It All began By Robyn Kehoe, Director of Field Operations, Federal Employee Education & Assistance Fund (FEEA) During the summer of 1986, federal budgets were being cut, the federal workforce was being reduced and many elected officials were particularly critical of federal employees. It was not a “warm and fuzzy” time to be a fed. Until G. Jerry Shaw called Bob Tobias and invited him to lunch.

haw was then a former attor- Association (1993), the National over $480,000 in individual scholarship ney in the IRS Office of Chief Active and Retired Federal Employees awards to 450 of the best and brightest SCounsel, who had gone on to Association (1997), the American students within the federal family for the help found the Senior Executives Federation of Government Employees 2010-11 academic year. Association. Tobias was the president (1999), the FAA Managers Association FEEA’s programs have grown, but of the National Treasury Employees (2003), the Professional Managers its mission remains the same: to assist Union. At the time, the two men had Association (2005), and Blacks in civilian federal and postal employees what Tobias describes as a “somewhat Government (2006). whenever and wherever the need arises. prickly” relationship, having been on In its first year, FEEA made just The ability to continue helping federal opposite sides of the table in labor- over $120,000 in no-interest loans and families rests on FEEA’s capacity to management disputes at the IRS. disaster grants to 137 employees and continue raising the funds necessary to But on that day, Shaw proposed set- gave $100,000 in scholarships to 131 meet increasing needs. Learn more about ting up a new organization, with both students. After 10 years, an aggregate of FEEA’s programs and how you can con- management and unions on the board, to $1.2 million in emergency assistance had tribute to CFC #11185 at www.feea.org. ❙ help provide a safety net for civilian feds been provided to 2,800 feds and nearly and their families and Tobias thought it $1.3 million in scholarships had been was an excellent idea. That lunch laid the awarded to over 2,000 students. groundwork for what became the Federal And now, after 25 years of help- FAAMA/FEEA Furlough Employee Education and Assistance ing feds, FEEA has given more than r elief Fund Established Fund (FEEA). $7.7 million in emergency no-interest loans and grants to over 13,000 federal On August 2nd, the FAA Managers “I believed then and now that federal Association (FAAMA), working with the employees and has provided over $10.2 employees are a community of individuals Federal Employee & Education Assistance who believe their work is in service to million in scholarships to more than Fund (FEEA), announced the establishment their country. As a community, they are 8,000 students. of a nation-wide Furlough Relief Fund to willing to assist other members of their Within those totals are grants made provide critical assistance to furloughed community in need. I wanted to be a after major disasters like Hurricane FAA employees. force in facilitating and reinforcing the Andrew (1992), the Oklahoma City bombing (1995), the 9/11 terrorist attacks FAAMA President David Conley said, connection of federal employees to the “The creation of this fund is actually (2001), and Hurricane Katrina (2005). federal employee community.” in response to appeals from our mem- – R OBERT TOBIAS There are scholarships for nearly 300 stu- bers who want to help their colleagues dents who lost a parent in the Oklahoma The two men invited the National through this difficult time.” City tragedy, the terrorist attacks on U.S. Council of Social Security Management embassies in Africa (1998), and at the While FAAMA’s leadership is working Associations and the National Federation Pentagon on 9/11. with Congress to reach an immediate of Federal Employees to the table as well, Also included are more than $500,000 resolution to the furlough situation, it is and with the help of Steve Bauer and Jim important that current and retired FAA in no-interest loans given in just the last Pierce (then presidents of those organiza- employees take the time to contact their year to federal employees suffering their tions, respectively), FEEA began serving Representatives in Washington to let them own personal disasters, from flooding civilian federal and postal employees. know how deeply concerned we are about and fires to divorce, death in the family, The board has expanded over the our fellow employees. and unexpectedly high utility bills. And years to include the Federal Managers

www.faama.org managing the skies Sept/Oct 2011 33

MTS-SeptOct-11-MECH_cc.indd 33 8/25/11 12:46:02 PM FAANAGE MA rS ASSOCIATION Corporate Partners New Member Profile

Kerrie hodge PLATINUM For 34 years, I have worked in air traffic control. I started in the Army and went from there to the Department of Defense, both Army and Navy, as a civilian. I then transferred to the FAA in 1990. I’ve worked in numerous towers and approach controls all across the country and overseas. My last day of shift work in the operation was 2001. I still miss it, but have tremendously enjoyed all that I have been involved in. I’ve GOLD worked as a Certified Professional Controller, Front Line Manager, Air Traffic Manager, Staff Specialist, Staff Manager, and in Headquarters in Washington, D.C. for Safety and Operations Support. My current assignment is the Staff Manager at Denver TRACON. In the Denver District I have served as acting manager in six of the eight facilities. This is a great place to work! My favorite FAA activities include controlling traffic, meeting and working with people, and development of: Tower Training Simulation, Automated Mandatory Briefing Items, New Tower designs, ASR-11 SILVER Sighting, Procedures for multiple areas, and serving the Denver District. Although I was born in Ventura, California, at nine I moved to a family farm in Crawford, Nebraska which was a bit difficult after living in liberal California. Things were sure different! I went to high school in Fort Morgan, 90 miles east of Denver. My son, Adam, lives in Greeley and works with my only surviving sibling, Harlan. Adam is married and has given me two beautiful granddaughters. My daughter, Tiffany, is in the Navy, based in Seattle. Away from work, I like spending time with family and friends, traveling via fifth wheeling, estate sales, antiques, museums, movies, this country’s natural wonders, and animals – plus, I read tons of books. I joined FAAMA to be informed and involved in manager’s issues. I believe in the FAAMA credo “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.” I also like the support, training, encouragement, and camaraderie for which the organization is known. Long term protection…for you, your finances, your future. BRONZE Life can be challenging when you do not have long term care insurance. It means you may need to rely on loved ones or pay for long term care services out of your income, savings, or retirement fund. Fortunately, with the Federal Long Term Care Insurance Program (FLTCIP), we can provide coverage and help you plan for the high costs of Join FAAMA Today! long term care. Call us or visit us online to learn more about the FLTCIP today. To join go to www.faama.org/join Note: Certain medical conditions, or combinations of conditions, will prevent some people from being approved for coverage. You need to apply to find out if you qualify Complete a Membership Application and an SF1187 (if a current FAA Manager) – for coverage under the FLTCIP. then fax, scan or mail to: The Federal Long Term Care Insurance Program FAA Managers Association 1-800-LTC-FEDS (1-800-582-3337) TTY 1-800-843-3557 www.LTCFEDS.com/FAAMA 2957 Heirloom Lane Greenwood, IN 46143-6668 The Federal Long Term Care Insurance Program is Fax: (720) 920-1552 sponsored by the U.S. Office of Personnel Management, Email: [email protected] offered by John Hancock Life & Health Insurance Company, Boston, MA 02117, and administered by Long Term Care Partners, LLC

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MTS-SeptOct-11-MECH_cc.indd 36 8/25/11 12:46:12 PM