Patrick Forrey Testimony on Issues of Concern to the Philadelphia Metropolitan Area
By
NATCA
Posted: 10-16-2008
Perhaps the deepest flaw in the de-combination plan is that by creating two facilities, the FAA increases the number of controllers necessary to conduct operations. The combined tower/TRACON facility allows for flexibility in staffing. If, for example, the tower finds itself short-staffed on any given day, they can call upon the TRACON to supply the additional staffing, and vice versa. If these facilities were separated, this flexibility would be lost, and each facility would be required to maintain a higher level of staffing in order to ensure uninterrupted service. The FAA acknowledges this fact in their staff study stating that de-combination ?will require an increase in the overall staffing of controllers, administrative, and support staff,? but they did not discuss how that need would be filled.
Already PHL is in the midst of a staffing shortage, one that is likely to grow only more severe. PHL currently employs only 67 certified professional controllers (CPCs), only 61 percent of the staffing level jointly authorized by the FAA and NATCA in 1998. Of those 67, three are scheduled for transfers and 15 are already eligible to retire. De-combination would encourage retirement of those that are eligible, as the split would result in the downgrading of each of the daughter facilities causing an estimated 4% pay cut to employees. The 2006 imposed work rules have already removed incentives for experienced controllers to transfer to new facilities, as doing so would reduce their pay by placing them in the new pay bands.
The FAA?s key justification for the separation of these facilities is that it would ?reduce the lengthy training time required for developmental and prior experienced controllers in attaining full performance level certification. By reducing the total number of positions a controller is assigned to work maintaining currency would be easier and controllers would become more proficient in the areas they are assigned to work.? [3] NATCA agrees that there are advantages in reducing training time. However, we believe that this same objective can be met without losing the benefits of an integrated air traffic environment. Larger Centers and TRACONs throughout the country have their operations divided into sectors, a structure that has used successfully in Miami, a facility similar Philadelphia. There is no reason why similar structural changes should not be an equal success in Philadelphia.
The FAA?s refusal to consider this reasonable alternative calls into question the agency?s true motive for change. The Agency has shown itself to be motivated primarily by its own bottom line, without regard for safety or delays. We also have reason to believe that this realignment is but the first in a series of changes that the FAA is planning for the Pennsylvania area. If we use past FAA behavior as a predictor, PA can expect to see consolidation, closing or outsourcing of air traffic control towers at smaller local airports in the region. Allentown, Wilkes-Barre Scanton, Reading, Atlantic City, and perhaps Harrisburg airports are all at risk. We base this prediction on the FAA? behavior in southern Florida ? where a similarly-justified de-combination of Miami tower and TRACON ultimately resulted in the consolidation of Palm Beach International Airport (PBI) TRACON and potential outsourcing of the remaining tower functions at PBI ? and Texas ? where in recent weeks we have seen the consolidation of Beaumont Airport?s (BPT) TRACON functions with operations out of Houston.
