In the wake of flight service station outsourcing
With memories of fighting to prevent air traffic control privatization still fresh in their minds, the nations air traffic controllers are again seeing outsourcing rear its ugly head, this time at the nations flight service stations (FFS). The result? Diminished service, increased controller workload and a philosophy that embraces monetary savings over the preservation of safety.
The outsourcing of the flight service stations is affecting our members in many negative ways, explained Doug Fralick, NATCAs director of safety and technology. The sense of teamwork that controllers and FSS employees enjoyed is now a thing of the past. Numerous incidents point towards diminished safety and service as a result of the decision to outsource these facilities.
An incident at Denver Center stands out as a clear demonstration of the flight service stations refusal to continue performing tasks that have become established practice. Controllers often direct aircraft to communicate with flight service stations so pilots can pick up a clearance before air traffic control takes over the flight. But now, the flight service stations often refuse to provide this service, increasing controller workload to potentially dangerous levels.
At Denver Center, a controller was working heavy traffic over a ski area. With the frequencies becoming clogged, the controller directed pilots to contact the areas flight service station to obtain a departure clearance. The response stunned him.
When it gets too busy, we simply instruct the aircraft to contact Denver FSS to get their clearance, the controller said in a complaint. This speeds the process, frees up precious frequency time and prevents clearance from being issued to an aircraft that wont depart until 20 to 30 minutes from the time they request the clearance. They subsequently came back to my frequency and told me radio would not issue a clearance.
Another problem relating to the flight service station involves response time. NATCA members have complained of instances in which the stations air traffic control phone went unanswered for hours, even days.
One facility was unable to reach a flight service station for three straight days; the phone just rang and rang, NATCAs Technology Coordinator Dennis Lamy remarked. When they finally reached someone at the station, controllers were told, We were busy. It appears this bare-bones approach is stretching the system too thin. This lack of responsiveness could prevent FSS employees from responding to an emergency situation.
In addition to operational issues, the outsourcing of the flight service stations has led to a shift in workload that leaves already understaffed ATC facilities with more work on their hands.
"The agency did the terminal units a great disservice," explained Barbara Walton, a controller at Daytona Beach Tower. "The duty of correlating and processing accident and incident reports from non-towered airports has fallen into the lap of our staff specialists after the FAA decided the contracted flight service stations would no longer perform all of their previous functions. Staff specialists now do all the legwork on these reports, and the work is extremely time-consuming. Additionally, controllers-in-charge and supervisors must process the initial notifications and paperwork if the reports come in after business hours.
The FAA has made no staffing adjustments to compensate for these changes.
