Keep Your Penny

Sometimes a simple old song becomes an express lane, taking me back to my most distant memories. Sometimes it's just a small sound, a scent or maybe even the cent I recently found among some change in my pocket. They can trigger thoughts of what once was. Such thoughts usually come back to me in pieces; like fractions of a dollar or fragments of a decades old nightmare. That damned penny though. Suddenly everything came back to me again, with absolute clarity.

It was Monday, August 3rd, 1981. I was awake and drinking coffee behind my house at 4:00 AM. The air was comfortably cool and the sky was about as clear as I'd ever seen it for a normally hazy August morning. It was the kind of morning when I'd usually be anxious to meet my carpool buddies and head into Big Time to greet the incoming lines of arriving flights or watch the departures line up at the runways. Not this morning though. I was anxious alright but it was an uneasy kind of anxious rather than eagerness. I watched a large jet descending in the direction of Big Time Airport, probably a freighter, and wondered who was working in the TRACON.

My coffee was cold because I had made it more than an hour earlier. I went back inside to start another pot. Thinking maybe I might have missed the phone ringing, I checked for messages. Nothing. It was nearly 5:00 now and still no word. Finally, at about 6:15, the phone rang. It was the mid-shift Supervisor. The strike was on. He said he thought there were enough controllers coming in to meet the reduced morning demand but said I should be there at 11:00. Heartburn. At first; I thought it was the coffee.

So; PATCO pulled it off and got all those controllers to walk out. I got to thinking about the ones on my team who were probably now on the picket lines. They were good friends and great controllers; most of them with families at home. I wasn't so sure at that time but they were also soon to be unemployed. It was time to shower and get ready for an entirely different world at work. The world I knew all the way up to my most recent shift was gone and would never return.

Ever been offered a penny for your thoughts? I know I have; probably several times during this lifetime of mine. So many people made these and other promises they were truly unable to keep (I've made a few myself). Foolishly, I sometimes bought them anyway and even let 'em keep the change. There was, however, one particular promise made that I could neither buy or sell because the cost was way too high. Lots of folks bought it anyway.

Today I have thoughts like; who would test the limits of their car's airbags by driving into a bridge abutment? Or who would test the limits of their employer by participating in an illegal job action? The answer to that question might be; people who believed they'd been short changed.

The year was 1981; a mere 35 years back. To me though, thirty-five years was a lifetime ago as I was just about 35 years old at the time. The promise was; if we all went out on strike (which obviously was not going to happen), the Federal Government couldn't possibly fire us. The union's demands would grudgingly be met and everyone would return to work in triumph. Sweetened by the illusion of a controller's indispensability, the deal was tempting. Unfortunately, too many controllers, previously known for their sound judgment, took it. That never made any sense to me. These were people who's professional judgment was nearly always keen and correct; guiding tens of thousands of lives safely across the skies. Yet, when it came to another judgment call, affecting a relatively small but intensely personal circle of family and friends, they failed terribly.

Of an aviation system without controllers, the Professional Air Traffic Controllers Organization (PATCO) Union President Bob Poli was quoted in the news media as saying; "The skies will be silent." If he really believed that and the rest of PATCO's propaganda; I'd have to say he was a bigger fool than I thought. Poli was simply a hustler, peddling another "get rich quick" scheme to a group of people who were hungry to swallow the union's horribly flawed rationale. He was a confidence man who managed to win the confidence of too many good and trusting people.

The union had its battle plan . . . but so did the Department of Transportation and the Federal Aviation Administration. Theirs was obviously more shrewd and sensible. To this day, one of my biggest regrets was that FAA Management, at least at my facility, never shared some significant parts of that plan with the pre-strike workforce. It might have made a difference in the outcome. We who were committed to staying on the job were left to recite a weak and hard to believe argument against the strike. "Don't believe PATCO. You really WILL be fired. The FAA can't lose." I wasn't so sure I believed it myself.

Had they known there would be military controllers and furloughed airline pilots sent into the facilities to help us, more controllers might have stayed on. Had they known the airlines were prepared to make temporary scheduling cutbacks and that general aviation activity would be severely restricted, more controllers might have stayed on. Had they not grossly underestimated their adversaries (Ronald Reagan, Drew Lewis, et al.) or wildly overestimated the level of support they'd receive from other labor unions and the public, more controllers might have stayed on.

They should also have figured out that the FAA had little to lose in a strike. This wasn't like the steel industry or auto manufacturing, where a strike could cost the company millions of dollars in lost production and/or sales. The FAA would simply terminate a large number of highly paid controllers and hire fresh ones at a fraction of the cost. Sure, there'd be years of training ahead and lots of overtime paid to those of us who stayed on. Still; I suspect PATCO's job action saved Uncle Sam some money. The real costs, in cash and convenience, would be borne by the aviation industry, those businesses who relied on it and the flying public.

Fear was the currency that bought many controller's decision to support a strike. The more militant union members promised serious consequences for those who stayed on the job. PATCO's faithful would be waiting and watching at our employee parking lot on that August morning. Lists would be made and there would be trouble for those who were seen coming to work. Again though, the FAA was one move ahead of the union.

Even 35 years ago, Big Time Airport was a huge place with thousands of public parking spaces. Our Management made arrangements with the Airport Authority that, in the event of a strike, we could use the vast system of pay-parking garages, free of charge, for a couple of weeks. PATCO's plans to picket at our parking lot on August 3rd would have little effect. Some of us parked there anyway. This resulted in nothing more than the loud exchange of expletives, plus a report to the folks we were relieving about who was picketing and what to expect out there.

 All the things they didn't know, coupled with the fact that our facility Management and a significant number of controllers were fed up with the pre-strike drama, lead to a perfect storm that would tear PATCO apart, along with the lives of so many good people. Sadly, most of us who stayed on had actually hoped the strike would happen. The threats, intimidation, hatred and hubris would finally stop - at least for a while.

I suppose its a good thing this all took place 35 years ago rather than in today's world. These days, warning the Federal Government of plans to shut down the U. S. air transportation system might be seen as a terrorist threat rather than a relatively simple labor/management dispute. Sure; PATCO was ultimately decertified as a union and a lot of people lost their jobs but at least no one was charged with insurrection.

The controllers I grew into my profession with were close knit, professional coequals and I miss many of them. The August 3rd strike and Bob Poli's worthless promises are now a full lifetime behind me. And what of the controller's union we all knew back then? If there was a point of origin for all the high stakes lying, bad decisions, blind faith and ill conceived actions that ruined so many lives; it might look like this . . .

These are my thoughts. Keep your penny. 

© NLA Factor, 2016

Claire Clarified

I wrote about Claire back in March of 2010.  Hmm . . . with my steadily shrinking attention span, it's hard to imagine myself nursing this blog along for all those years. Anyway, I wrote about her in a post titled: "The First Time." Claire was one of my most memorable characters from the Big Time days. Sharp, witty, self confident and knowledgeable; she became one of the most well respected controllers in the facility. She was also quite easy on the eye and happily married to a guy who flew jets for a living. Still; there were issues. 

Some facts, such as Claire's extraordinary skills, may stand out some people's memory. Others may remember Claire for the fact she was the best looking woman in the facility. Okay; so there were only two in a staff of nearly ninety controllers. After all, it was the Seventies; back when "diversity" was just another nine letter word. The whole concept was lost among a workforce made up largely of WWII, Korean and Vietnam War veterans. They were a staunch, stubborn and profane bunch. Those guys put their headsets on like crash helmets, bent rules with their bare hands, pushed limits, pulled off incredible maneuvers with their traffic and did whatever else it took to keep things moving. To many of them, women in the control room were just a misplaced novelty. Some would call them a distraction and some would go a bit further; stirring up a riptide of rumors.

Claire was training in the radar room when I first arrived at Big Time so, as a lowly tower trainee, I didn't see much of her. The guys downstairs, however, got to see a lot more of Claire; especially during our Summer season. Here's why.

The climate in Big Time's 'Truman era' tower and radar room was controlled by a series of ancient air ducts. Their insides were thick with the accumulated scum left by the recirculation of various body odors, cigarette and cigar smoke, aircraft engine exhaust and seasonal humidity. Our Summertime TRACON was a calescent environment, made even warmer by constant complaining and the ceaseless heat emanating from our cathode ray tubes. A tired air conditioning system strained and rattled in some distant utility room; pumping barely enough cool air into the TRACON to keep us all from bursting into flames. We wore anything we could get away with to beat the heat. Tee shirts were frowned on by our Assistant Chief. Funny thing though; he never complained about Claire's low-cut cotton blouses. Neither did the battle-worn boys who ruled the airspace around Big Time. Instead, some of them let their imaginations run away from reality

When it was hot, Clair might sign onto her shift wearing something low-cut and cool. As I said; she was easy on the eye and it seemed the more some guys saw of her, the "easier" she appeared to be. In time, rumors she was sleeping her way to her radar certification began spreading like an oil spill and would be nearly as hard to clean up. Now, to accuse Clair of such a thing would be akin to accusing her of under-inflating the balls at her local bowling alley - a ridiculous assertion but well within the parameters of believability to a few bowling pin-heads. What was being said about Claire was equally absurd and no less believable to some. These were the same fools who believed PATCO when, in 1981, the union told them "They can't fire all of us." In the language of bowling, what happened next is called a strike. You know; when they all fall down.

The malicious rumors eventually made their way to Clair's radar instructor then on to Claire. A bright girl and never one to duck controversy, she quickly figured out which of the tower's gossipmongers had started the rumor. When she did, there was a very loud and quite public confrontation in the break room at shift change. Till then, no one knew Claire could go off like a pipe bomb.

We never had to watch our language around her. Claire knew the four-letter lingo of the control room and could speak it as fluently as the rest of us. She spoke it a lot that day. It was a delicate situation though. Trainees generally knew better than to take on any of the journeyman controllers. Doing so could adversely affect the quality and quantity of training they'd receive and possibly even their reputation in the facility. I worried that Claire's protesting might come off sounding like petty bitching or whining, with a response like; "What's the matter? Can't take a joke?" She had some unexpected help though. A few of the more senior controllers, who didn't particularly like the guy who started this mess, quickly spoke in her defense.

By far, her biggest advocate was Claire's main radar instructor; Teddy. Teddy was the biggest, in more than one way. He bellowed and berated the guy; using the words "horse shit" to withering effect. Teddy, at about 300 pounds, was also physically huge, which, when he stood up and pointed a fat finger at his target, added fierce emphasis to his words.

There was plenty of denial of course but it came off sounding like our air conditioning system; weak and ineffectual. Righteously blamed and shamed; he stood up, left the breakroom and no one spoke of it again. Claire threw her headset into her locker, slammed the door and went home.

Fortunately, the source of this synthetic scandal was not on our team or there would undoubtedly have been many awkward moments in our future. You needed to trust your teammates and it was even better if you also liked them. As it was; we only saw this guy at shift change or if he worked an overtime shift with our team. I did see him fairly regularly on the picket lines during the mass hypnosis that was PATCO's 1981 job action. Rumor had it he became a "dot-com" millionaire a few years after being fired but you know how rumors can be. Like the one he started about Claire, they're often quite the opposite of reality. She clarified that one for several people, a long time ago - back in my Big Time days.

I never again worried about Clair's ability to defend herself. She easily held her ground in the testosterone rich environment she worked in. I was always concerned over Teddy though, and could never understand how, with all the extra weight, he managed to pass his annual flight physical. Big and getting bigger; I worried that he would one day grow too fat to fit into his own future. That would have been a sad passing. Teddy was truly one of the good guys. He transferred out of Big Time a year or so after the strike and I never heard of him again. I don't know what ever became of Claire either but I don't worry.

© NLA Factor, 2016

Speed Reduction

Any pilot who's flown into an airport where the arrivals are radar vectored to a final approach course would be familiar with the controller's use of speed control. It's ATC's tool of choice to keep one aircraft from overtaking another. Oh I know it's a hassle. You've got to start messing with power settings, flaps, the trim tabs and who knows what else. Sure; slowing up is a drag (unworthy pun) but if you don't, there could be a loss of required spacing between your trusty craft and the plane ahead. For the controller involved, that would mean paperwork, long reports and possibly a little remedial training. There's also that annoying wake turbulence thing. It could end up spilling the coffee all over your pre-landing checklist. So you slow. Either that or you could get a vector or two for spacing. Maybe a simple "S" turn will do. If not, the controller might ask you to sky-write another letter; the letter "O" - better known as a left or right "three-sixty." Stick, rudder and roll Cap'n.

I've also been thinking about another kind of speed reduction that's common among controllers . . .

I began my career the way a cork ejects from a Champagne bottle; loud, messy, full of effervescence and fast. None of it lasted though. I learned that being loud isn't as effective as quiet determination. I found that air traffic control is about order (we try) and that "messy" is unacceptable. The youthful effervescence that thrust me into this career went flat over time. But how about the "fast" part? What happened to that?

At some point along the road to retirement, I began noticing how the FAA and ATC had their way of incrementally reducing my speed. Advancing age, accompanied by normal occupational wear and tear can do it. One too many bad days while working heavy traffic surely slowed me some but there would be more speed reductions ahead. The most significant one hit me when an overwhelming majority of the controller workforce left for a strike in 1981. It was energizing at first but eventually the 'drag' from all those 'flaps' that took place before, during and after "Poli's Charge" reduced me to near stall speed. Then came the years of "S" turning through different management positions and running in circles for the various egomaniacal potentates in our Regional Office. The day finally arrived when my on-the-job enthusiasm, having frequently accused me of arrant neglect, finally packed its bags and left. I never saw it again until I retired.

The first noticeable speed reduction came in the early Eighties, while I was still out in the traffic pattern somewhere; hoping to eventually land in a management position. That's when I was selected for a specialist job in the facility's Training Department. It might have put me closer to my goal but getting into staff work definitely reduced my speed in the control rooms. No surprise there. Working airplanes became secondary to writing lesson plans, teaching and testing trainees, going to meetings and doing other things that seemed important at the time. Whenever I tried keeping current in the operation, I could tell I was getting rusty in the radar room and a bit tentative in the tower. I was slowing up.

It can be a humbling and sometimes embarrassing experience. When I was working traffic full time with my team, we'd often become impatient when a staff guy came into the operation for an hour or two of proficiency time. They didn't do this stuff every day, so their controller reflexes began to suffer. They'd start lagging behind the tempo of things and could eventually become more of an impediment than an asset. Now I was suddenly that guy. I had other things on my mind, which made it difficult to fully immerse myself in the currents that ran through the control room. Spending time working airplanes was putting me behind on my desk work deadlines but I had to do it. Those appearances in the control room were vital to maintaining some small modicum of credibility but they weren't enough to keep me proficient. This is the curse of any controller who takes a staff job.

I checked in with the Area Manager one afternoon; hoping to get a little radar time. He said I could relieve the Final controller. Great! Final was always one of my favorite positions. With lots of vectoring, altitude play and speed control in a relatively small sector; Final represented the pinnacle of the radar controller's art. It was a sector where you had two masters; the approach controllers (we'll count them as one) who expected you to keep taking their handoffs, no matter what. To that, add the Local controller in the tower who, based on weather, runway configurations and departure load, could dictate the arrival interval you provided. This was stated in terms of required miles in trail between landing flights. In theory, the specified arrival interval would provide the tower with enough space to get departures out between landings. Final was fast paced, challenging and almost like flying a dozen airplanes at once. But there was a small problem that day.

I should have checked the work schedule before leaving my desk because the team on duty included a guy named Richard. He was one controller I never liked much because of his frequent complaining. He was a good controller but there was a heavy price to pay for working with him. You had to listen to his bitching about everything and everyone; especially the staff people. As a loyal PATCO acolyte; Richard was naturally averse to anyone who, like me had "sold out" to management. He rarely had a good thing to say about anyone else either. Richard thrived on his sarcasm and mistrust. This was a guy who'd complain if he found a whole cashew nut in the can labeled "Halves and Pieces." Fortunately, Richard was never on my team - but he was on this team.

Crossing the TRACON, I saw that Eddie was signed on at the Final Sector. I plugged in my headset and we went through the position relief checklist. Visibility was good. The tower must not have had many departures to go because Eddie was jamming visual approaches in with his ILS traffic; handing the tower about three miles and decreasing between landing planes. The approach controllers were happy, which made the Center sectors that fed our arrival fixes happy. Big Time's mid-afternoon rush was running well. It looked like fun and I couldn't wait to get into the picture. I relieved Eddie and was quickly absorbed into the rhythm of turning, descending, slowing and clearing airplanes for the approach. I'd soon learn that Richard was working Local Control.

Traffic was still running pretty much as Eddie had left it. Approach controllers still had plenty of airplanes left and they kept them coming. When arrival demand is this high; the Final controller has to work fast. I took the planes, turned and tucked them onto the final as tightly as I dared; keeping pressure on the landing runway and hoping the tower wouldn't complain. So far, so good.

Along came one of those bad-ass Boeing 727s I loved so much. I took the handoff as it descended onto the tail end of my left downwind leg. The line of planes on final stretched out to the far limits of the sector, while more were filling up the right downwind. There was a turboprop commuter about a mile from the threshold, with a DC-9 about six miles behind and closing. My 727 had reported the field in sight and was just about abeam the landing runway. I saw an opportunity, took a few seconds to consider my plan, then went for it. Six miles was a nice sized gap that I could fill with that "three holer" (a term of endearment for the B-727, with its three engines on the tail) and I was going for it.

I gave the Boeing a turn to base leg, cleared 'em for the visual approach and asked that he keep it in tight. After exchanging traffic information between the 727 and the DC-9 (now approaching the outer marker), I switched him to the tower frequency. The DC-9 was maintaining visual separation but I kept it on my frequency for a moment - just in case. My Boeing rolled into a tight turn, lowered his landing gear and went into a free-fall toward the runway. Here was a pilot who clearly understood the controller's definition of a "short approach." Unfortunately, the DC-9 seemed to be closing the gap more quickly than I had anticipated. I asked the pilot if he could reduce speed any further. That's when I heard Richard's voice in my headset. All he said was; "It's not gonna work." He was right. By now, the 727 was rolling out on a one mile final and the DC-9 was closing the gap. There wouldn't be enough time for the three-holer to get to a taxiway before the 'nine' touched down. I had to get him out of there.

Think of your most treasured expletives. Chances are good I uttered them to myself at that moment. Oh, and if you don't have a treasured expletive, I can send you a starter kit.

Issuing a climb clearance to the 'nine,' I turned him back toward the downwind.  The approach guys, now not so happy, went about the challenge of making extra room in their already nicely spaced traffic patterns. There were still several other planes in my sector looking forward to landing, which meant I didn't have time to dwell on how poor my judgement had been in trying to make that 'three holer' fit where it couldn't. Another jet I had vectored onto the localizer just moments before was approaching the outer marker. I issued an approach clearance and sent him over to the tower frequency.

Courtesy of my former associate Richard . . .

I knew what had gone wrong. It was an error in judgment befitting any first-year radar trainee - but it was me. Those "few seconds" I wasted trying to decide whether to go for the gap or not was what cost the DC-9 another trip around the traffic pattern and more work for the arrival controllers.

With two airplanes heading toward each other, even though slightly offset (one on final and one on the downwind), you have to consider the rate of closure. My DC-9 was traveling at a ground speed of about 150 knots, while the B-727 was moving at 190 knots. That means they were closing on each other at a rate of about 340 knots. There was no time to deliberate - even for a "few seconds." I needed to see that gap coming, trust my judgment and go for it. Either that or decide just as quickly that it wouldn't work. My staff time was starting to show. I was beginning to slow and air traffic control is no place for that kind of speed reduction.

Knowing Richard's unvarying contempt for staff specialists; I was surprised that he didn't break my balls the next time we saw each other in the locker room. I guess he'd already achieved maximum mileage out of the incident with the other controllers in the tower that day. As for me; the reduction in speed of my analysis and decision making skills gave me pause to think. Such problems could lead me to "paperwork, long reports and and possibly a trip to the front office for a little remedial training." Like a prodigal son, I was thinking I'd better get back home; home to working airplanes for a living. Conveniently, PATCO would soon show me the way.

Unlike the movies; real life happy endings can be a long time coming. It took a while but this story eventually ended well. At one point, I was finally able to resume normal speed. That point was what I fondly refer to as "retirement." All previously imposed restrictions were canceled when I left the FAA. Now I can finally push my throttle fully forward and, for the first time in over 25 years, feel the wind in my hair. 

There are at least two pieces of good news for me in all that. I still have plenty of thrust left and I still have my hair. Life is good!

© NLA Factor, 2013

A Slow Recovery

In the years following the PATCO strike, FAA hired some interesting people to help us out with recovery efforts. Some were great! Others - not so much.

© NLA Factor, 2013

On Politics, Passing Acquaintances And Change

George Wallace was running for the Democratic nomination. So was Jimmy Carter. Translation? Whenever I ventured into the break room, chances were that Billy would be sitting in there, expounding loudly and at length on his political views. Billy (no relation to Jimmy) was a professed redneck from somewhere in south Georgia. He railed against Jerry Ford and never missed an opportunity to extol the merits of voting a southern boy into the White House. It seemed we were in need of a change and Jimmy was just the guy to do it.

Billy raised a few valid points and had my interest for a while. In time though, his pontificating turned redundant, then it turned boring. His incessant partisan pounding finally became too annoying for me to take. I'd heard it all before. If I was lucky, Billy's time in the breakroom would end well ahead of mine so I could get a few minutes of peace. If not, I'd usually end up going back to work before my break was over. It's not that I had a problem with Jimmy Carter. He seemed like an honest enough fellow. Billy was my problem. He got so damned excited over this stuff. To me though, politics was about as exciting as . . . this?

Throw in a free side-order of Saltine crackers and I'm in!

Political parties and their politics just didn't garner much attention from me when I was controlling airplanes for a living. Pundits who believed they could make sense of it all or somehow tilt my opinions left or right only added more confusion to the daily bedlam of Big Time. To me, it was just an off-key and endlessly grating soundtrack for the ongoing dramas I faced at work. Most of us learned it was best to simply tune it out. The President himself couldn't generate much buzz unless he was handing out an extra day of holiday pay on the Friday after Thanksgiving ~ or maybe firing thousands of controllers. We were usually preoccupied with more immediate issues like, metaphorically speaking, how to separate the snowflakes in a blizzard.

Nixon was in the White House when I was hired but whatever happened in the Oval Office didn't faze most of us. Can I say it wasn't on our radar? Anyway, we were far more concerned over what was happening in our own front office. I don't recall whether it was oval, rectangular or square shaped but it was clearly in bad shape. That, plus there was always enough facility politics to keep the break room gossip going ad infinitum. So, who needed more of it? When it came to matters concerning our elected representatives, my personal feelings usually ranged somewhere between indifference and ambivalence. Politics was a distraction and, in my line of work, with my fugitive attention span, I couldn't handle any increase in distractions.

My attitude hasn't changed much over the years. I may slip up now and then but still try to avoid political stuff. It ain't easy. News periodicals, television and the Internet are already saturated with more cant, slant and commentary than there are degrees on a compass. It gives me vertigo, so why would I even think about generating more of it? I believe there's a reasonably convincing case that opinions actually are like assholes. Since everyone has their own, why would anyone want to hear mine?

I also realize that penning my own political views would require that I have some kind of partisan predilection. I don't. Maybe I can't. Here's the thing. There are too many problems with me. I was never responsible enough to call myself a conservative and besides; I couldn't possibly meet their moral threshold. Another sad set of truths are that I'm not smart enough to know what's best for everyone. That, plus my momma taught me never to call people names when I disagreed with them. All this and more combined to exclude me from ever practicing punditry. It's probably best for me to stick with writing about things I'm fairly familiar with.

NLA Factor
Class of '02

I don't think anyone's parochial pronouncements effect much change in other people's beliefs, no matter how well they're stated. I learned a long time ago (1981 to be exact) that I couldn't change anyone's mindset; no matter what I said or what I wrote. The fact is that no one could ever change my mind either; no matter what they said or wrote. Experiences are the true instruments of change. I write about my own experiences here; knowing they won't really change anyone else. They changed me though. What I don't know is just how much they changed me. Could I still be that goofy kid in my high school yearbook photo? That is a question I'm not qualified to answer. Ask the last girl I dated before graduation.

So now, like a recurring nightmare, I'm dealing with another Primary Election season and all the attending rhetoric. I guess I have an irreconcilable indifference to it all but my hat is off to anyone who can talk or write about it in a non-divisive way. Generally though, I think that kind of writing serves mainly as a pressure relief valve for the author. Getting a little pent up vitriol off the chest can make a writer feel much better. As for the reader ~maybe not so much. Personally, I'd rather write about Bonnie and Claire.

Bonnie transferred into Big Time a few years after me. I can't remember where she came from but it must have been a busy facility. Already well versed in the tower and TRACON arts, she soon proved to be a very capable controller. Smart, single and saucy, Bonnie could cause more excitement than a radar failure in a rainstorm. Take, for instance, the day she sauntered into work wearing a blue t-shirt, lettered in white with the word "Doable" across the front. Pete, our irascible, disheveled dictator of an Area Manager, took one look and threatened to send her home. Not for some puritanical predilection. Oh no. Pete was a ribald kind of guy who used expletives and four-letter words like a carpenter uses a hammer. They drove his point home loudly and quickly. Pete's objection over Bonnie's attire was more about the medium than the message. You see, current facility dress code prohibited t-shirts.

Bonnie ended up in one of the main terminal's gift shops where she found a twenty-dollar shirt sporting the airport's marketing logo. The "medium" aspect of his objections now mitigated, Pete let her go to work. As to the message on that notorious t-shirt? In time, a couple guys in the facility were rumored to have learned there can be truth in advertising.

I felt bad for Bonnie and the other singles at Big Time. Social life outside our circle of coworkers was difficult. With the rotating shifts, frequently changing days off, weekend and late night work, there wasn't much opportunity to meet people outside the profession. It was challenging enough for the married folks but especially hard for people like Bonnie. The outcome of it all was that we had little choice but to fraternized with our coworkers. It was a kind of social inbreeding; as unhealthy as it was unavoidable. In many ways, we were closer to our team members than we were with our immediate families. We saw each other at our best and our worst. We had to depend on each other to make the right moves at the right times. Where some people might, one day, have to trust a close relative to handle delicate or potentially dire situations, we had to trust the relative strangers in our control rooms. We also had to trust all the anonymous pilots who flew, unseen, through our sectors every day. It was a strange paradox that we trusted them all, but the moment we hung up our headsets for the day, we trusted no one.

I liked working with Bonnie. Before she transferred into Big Time, the only woman on our team was Claire. She was already a well seasoned journeyman when I hired on. Stylistically, Bonnie and Claire were at opposite poles in their approach to working traffic and the contrasts became more obvious as time passed. Claire was invariably conservative, conventional, practical and dispassionate. For example, something might abruptly reduce the airport acceptance rate, causing Final Sectors to need more miles-in-trail from the approach controllers. Suddenly, ten miles between arrivals wasn't sufficient. Now the planes needed to be 20 miles apart, slowed to 180 knots and tucked neatly onto a downwind leg. Doing so might require Claire to go into an immediate hold at her outer fixes while simultaneously issuing a series of extreme vectors to spread out the flights already on their way to the finals. This kind of play often lead to bedlam. While other controllers might have started bitching, Claire simply bent to the task, with no questions asked, for as long as needed. Quietly doing whatever had to be done, she was the embodiment of efficiency.

During my bewildering days as a developmental at Big Time, Claire's signature ended up on a lot of my training reports. Knowledgeable, unflappable and focused, she was the ideal training instructor. As I progressed further and further into the operation, I realized there were plenty of things to bitch about. Claire showed me how pointless that was, compared to just dealing with things and moving forward. Complaining burned energy, was an unnecessary distraction and nobody wanted to work with a whiner.

Then there was Bonnie, who managed her sector like a mad scientist. She invented a crazy, new idea every few minutes; often stabbing at an interphone button to coordinate her latest scheme with other affected sectors. A bit raucous but never reckless, creative energy seemed to seep from her headset and spread through the room like gas fumes. She was nearly as explosive.

While Claire ran a quiet, standard operation where things rarely went wrong, Bonnie's operation was characterized by her derring-do. She pushed relentlessly; pressing adjacent sectors for whatever was needed to make things work. In the throes of inspiration, she'd often fly out of her chair and dash across the TRACON to another sector. Once there, she'd grab the controller by his shoulder and point at some radar targets ~ describing her plan in rapid-fire detail. Then she'd rush back to her own scope to reel off a string of control instructions. Sometimes her plan didn't work but she nearly always had another one that was equally entertaining.

Some controllers were bothered by her boundless ingenuity and unrelenting aggressiveness. These were the guys who thought the word "minimums" was one of their performance standards. Bonnie was a "maximum" kind of gal. I kept up as best I could ~ often wishing I could wash those bursts of ambient energy down with a cold beer. If I could have tightened my headset like a vise, I still wouldn't have been able to squeeze as many ideas out of my skull each day as Bonnie could in an hour. Inspiration just seemed to fly off the top of her head. She was a natural.

As far as I was concerned, Bonnie and Claire combined many of the most highly valued characteristics of an air traffic controller. I was glad to be on their team; especially during those shifts when the trials and tribulations seemed more numerous than our standard methods of dealing with them. When Claire's safe, orderly and expeditious teamed up with Bonnie's creative, assertive and efficient ~ a lot of airplanes were going to be moved ~ no matter what. As you might expect ~ when a tough shift ended, Claire would head straight home, while Bonnie would follow most everyone else to the nearest bar.

Eventually 1981 rolled in and Bonnie came up with one more crazy idea. Unlike the ideas I admired her for, this one was completely reckless. I did my best to talk her out of it and I'm sure Claire did as well. Keep in mind what I said earlier about not being able to change anyone's mindset. Bonnie wasn't listening to conflicting views or unwelcome advice.  Experiences taught her that pushing hard and staying the course would eventually bring success. She was confident that this would be no exception.


Unfortunately, it was a major exception. In the blink of an eye, Bonnie was gone. I saw her a few times just after the strike but she eventually disappeared along with with everyone else on the picket lines. Sometimes mad scientists create monsters and sometimes those monsters destroy their creators.

Redneck Billy landed a job in the Regional Office sometime after the strike and I never heard from him again. When I finally left Big Time myself, I tried to keep up with Claire. You know how it is though. Life has room for just so many relationships and, like it or not, some are eventually supplanted by newer ones. When it comes to keeping friends, life reminds me of a holding pattern that can only keep so many airplanes. The most recent arrivals come in at the top while the oldest ones get pushed out of the bottom and move on.

The entire cast of characters from my Big Time days have moved on; myself included. I still remember every one of them though. Memories are the last remaining vestiges of our long-gone, moved on friendships and acquaintances. The characters may be missing but they've left behind a life long legacy of smiles on demand. I'll never forget Bonnie, Claire and so many others who enriched my life through the years. Redneck Billy even crosses my mind whenever a political message comes on the TV.

The experiences I had with them all, whether good or bad, definitely changed me. But really; how much have I changed? There is no way for me to know for sure. I'd have to rely on the cast from my past to help measure the differences between then and now. After all that has happened, could I still be the frazzled, unraveled controller everyone knew back at Big Time? Again ~ I'm not qualified to answer. It's funny and ironic that when someone tells me "You've changed" I don't really believe them. And when I tell someone "I've changed" they don't really believe me. I guess it's the difference between perceptions and doubts. One thing is certain; I still don't like politics.

© NLA Factor, 2012

Committed To The Game

I wouldn't have admitted it back then. Couldn't have, really. Such solemn disclosures might have played well with "Doctor Phil" but not with a bunch of coworkers who depended on you in a busy air traffic control facility. I wanted to tell them though. I wanted to let them know that coming into work for one of those historically busy shifts often gave me a nasty case of the jitters. Take any hot Thursday or Friday evening in the Summer. Even under ideal conditions, the traffic volume was intimidating enough. But, if you threw in a little adverse weather or took away something from our standard tool chest full of runways, navigational aids, radar, radios and such? Well, even some of our most seasoned stoics might try timing their arrival at the sign-in log; hoping the most harrowing positions had already been taken. I might have been a little more concerned than most though, especially during my early years at Big Time. I was worried. In my four years of Air Force ATC, I'd never seen so many airplanes.

So there I was; a newly certified journeyman; transformed from trembling trainee to knock-kneed neophyte controller. Seasoned or not, we'd all arrive for those tough shifts energized, apprehensive and maybe even a little uneasy. The more experienced fellows would just sneer at heavy traffic. Saturated sectors? No problem for them. They'd stride into the TRACON and take their positions without uttering a word. I, on the other hand, might walk in, chattering nervously with one of the other rookies on my team, glancing from sector to sector and looking for any signs of an impending apocalypse.

You see, it was all about that naive layman's image of the overworked, underpaid and often alcoholic air traffic controllers who held hundreds of lives in the palm of their trembling hands ~ all the while wondering when that one fatal slip-up would make national headlines. I guess every cliché gets its start somewhere. The unspeakable disaster could happen, of course, but that would be about as likely as one of Big Time's controllers forgetting to keep a cold quart of beer and a church key in his car for the drive home.


Still, we rookies worried because of the underlying and veritable gravity of what we were about to get involved in. So we'd stand together, muttering quietly and awaiting our fate. It wouldn't take long before Pete, the Area Manager, would walk up, give us that savvy scowl of his and say something like; "Will one of you fucking idiots get Crock Pot off East Arrival? The other one needs to open up Final Two ~ and don't screw it up!" We'd just smile feebly and move off toward our assigned sectors. The shift was under way.

Insults, expletives and verbal abuse usually broke the tension and were as much a part of the controller culture as headsets and airplanes. Pete was a master at it and even had names for many of the guys on my team. John was known as "Crock Pot."  This was a guy who had come to Big Time from a smaller radar facility. He never outgrew his light traffic mentality and, compared to others, always seemed to be working in slow motion. John was a slow cooker and that pushed Pete's buttons.  "Fry Baby," or Freddy, could push them too. This guy was always getting pissed at one pilot or another. It was usually because somebody didn't comply with a control instruction fast enough or foolishly asked Freddy to repeat something.  Fry Baby would get all hot under the collar, lose his temper, then sit in the break room for as long as possible; whining about everything. It could be the pilots, supervisors, procedures and maybe even one or two of his teammates. Soon Pete would appear in the doorway with that penetrating glare of his and say something like; "Hey Fry Baby! Get your ass up to the tower ~ now!" Freddy was a good controller but he drove me nuts with his bitching.

Back in the TRACON, signing onto one of the control positions was a tense moment. As a new guy, I didn't have enough experience to "read into" either the sector or the controller working there. Whether aggressive, conservative, burned out or crazy; it was sometimes hard for me to understand how and why they got to this point in the picture and where they were going with it. Was this the best plan? Should I dare to try something different? That would be risky because, if I botched things up, people would be all over me later in the break room. If I let things ride, I might end up facing the same heat from my teammates ~ but for a different reason. My mind would race through various options as I listened to the position relief briefing. Like a newborn pony, all I could do was stand on my unsteady legs, use whatever judgment I had assimilated so far and hope for the best.

Surprisingly, it wasn't a rising sense of self-confidence that finally quelled my apprehension. It was usually the sound of the pilots voices on my frequency. Most of them, especially the airline drivers, would calmly acknowledge each transmission and comply. It turned out that calm, just like panic, was actually contagious. I started breathing easier when I heard the pilots quietly acknowledging my instructions. It sounded like they had confidence in what I was doing, so why shouldn't I? With each transmission I made, the traffic picture I'd just inherited was becoming more my own. It felt good.

Because of my long standing preconceptions of FAA life, it would take me several years to reach the level of confidence that gets you in trouble. Those preconceptions started forming back when I was an Air Force controller. I read everything I could find about life in the FAA. Shortly after graduating from ATC school at Keesler AFB in Biloxi, I joined the Air Traffic Control Association (ATCA). I think I must have found a copy of their monthly magazine laying around one of our instructor's offices and ripped out the application form. Their publications were my window into another world of ATC that was vastly different from the Air Force version. It seemed the only thing Air Force and FAA controllers had in common was the phraseology.

There were always interesting articles about new radar systems, control towers, technical innovations and TRACONS ~ plus features about controllers who distinguished themselves in one notable way or another. I ate it all up and licked the plate. Then along came PATCO, which me and my GI buddies joined immediately. The articles in their publications made ATCA's writings seem staid and saccharine ~ maybe even a bit stodgy. PATCO journalism was gritty and radical but probably a bit of an exaggeration ~ or so I thought. Things couldn't really be that bad, could they? What always caught my interest were the pieces written about the pressures a controller was subjected to. There were tales of working long hours on positions, under heavy, unrelenting traffic. Then there were issues involving broken or outdated equipment and having to deal with insensitive megalomaniacs in Management. Apparently, it was all lead to high divorce rates, hypertension and heavy drinking.

Did that scare a 22 year old Airman into deciding he should reenlist rather than jump aboard this train to high anxiety and pandemonium? Nope. Remember; I was twenty-two and, like most in my age group, was producing testosterone at a much faster rate than I could burn it off. I already knew I could handle a few flights of military jets in the bounce pattern at my local Air Base but I needed the chance to prove myself under more challenging conditions. The downsides didn't matter. I had no plans to get married, was already drinking fairly heavily with my Air Force cronies and thought hypertension was something that only happened to old people. As far as I was concerned, my four-year hitch couldn't end quick enough. I thought I was ready for the big league. Somewhere out there, more money, more airplanes and bigger challenges were waiting for me.

Expectations and realities can be like taking your car in for a $200.00 tune-up, only to learn you need a new engine and transmission. My expectations of FAA life and the realities I discovered weren't really that far apart. I expected to find a lot of quivering manic depressive chain smokers who smelled a little like bourbon ~ talking about their girlfriends and boats while deftly working an endless array of airplanes. What I found was only a little different. They smelled more like stale beer.

What I found at Big Time was a facility that had daily traffic counts well into the four-figure range. It wasn't just a little more traffic than I was comfortable with. This was a high volume, high complexity game that tumbled and shifted at speeds I wasn't used to ~ and it was being played by a crowd of crazy people. This was kinda worrisome. What's more; the equipment really was old and prone to sudden failure. Some of the newer equipment was just as unreliable but for different reasons. It had probably been deployed to the field before all the tiny design flaws had been discovered and corrected. No problem though. The controllers would eventually find every one of them and FAA's contractors knew it. Protests from the weary workforce were seen as whining and were generally countered with a grand and imperious apathy. Maybe even a little contempt.

So . . . were the articles I read in those early PATCO publications really true? Were things as bad as they said? Was I in over my head and on the verge of overtaxing my testosterone supply? I'd just have to play this game for a while to decide for myself. Jitters or not, it looked like I was committed to doing just that.

© NLA Factor, 2011

The Inevitability Of Innovation And Living In The Moment

I had a plan. I was going to try rounding up my fleeting thoughts about the "Wraparound Remote ATC" piece posted over at the Praxis Foundation site but kept putting it off. The Praxis piece was a compelling read for an old fashioned controller like me. Curiosity even drove me over to the SAAB website, where I learned more about their Remote Tower system specifications and read their sales pitch. I would have have called my post "Control On A Pole." Then I thought twice about it and decided against the project. It worried me ~ just like the idea of email and other means of electronic data transfer probably worried our local postman.

Besides that, I usually stick to writing about my past life in ATC. For better or worse, it's my modus operandi. 

Mulling over the idea of a remote tower just brought back bad memories about how vulnerable our air traffic control system is ~ without even thinking about things like control on a pole or NextGen or even the idea of separating airplanes via GPS. Resolving not to write about it was a big relief.

I did think about it though, because SAAB's website gave me so much information to ponder. The longer I thought about it, the more skeptical I became. For instance, they say that fewer employees (controllers) will be needed if you get yourself a Remote Tower and "punctuality will improve." I wondered if they meant air traffic punctuality or the controller's? Well, whatever. Punctuality is all good, right?

They also claim we'll get "enhanced situational awareness!" Now that's something I could never get enough of during my time on the boards. But wait; there's more! SAAB says that "one controller could potentially provide aerodrome control service for two to three towers simultaneously." One controller ~ working three airports? Really? When things go wrong, isn't someone usually hollering about the fact that positions were combined or there just weren't enough people on duty? It was one thing to walk into the TRACON and be told that the Final sector was combined with one of the arrival scopes. Do we now believe sending a controller in to work Airport A, combined with Airport B and/or Airport C is a good idea?

See what I mean? Total skepticism.

Still, SAAB's basic concept (minus their hyperbole) intrigued me, like so many other technological advances have in the past. But really though . . .   

fewer employees (much fewer) . . . 

enhanced situational awareness?

Thinking back on the early days of ARTS (Automated Radar Terminal System), I recall how little the controllers trusted it. Rightly so. Problems were frequent and serious. As time passed ~ RNAV, Automated ATIS, automated Pre-Departure Clearance, TCAS, DSP (don't even ask) and a host of other new systems made their way into our lexicon. Each was greeted with great suspicion by the workforce. Eventually, either the glitches would be worked out (often a painful process) or the idea was thrown out.

Hard as it was, I always tried to keep an open mind. I never wanted to appear so deeply mired in traditional ways of getting the job done that I couldn't appreciate new ideas. They were going to happen anyway; whether I liked them or not. Therein lies the inevitability of innovation. It's really just evolution at work and that's generally a good thing, albeit a bit disconcerting at times. 

If this post was really about control on a pole, I'd have to say my discomfort has nothing to do with the idea itself. Basically, it's feasible and has merit. Get rid of SAAB's utopian claims and I'm fairly sure this thing would work at low density airports. What does concern me is that vulnerability issue I mentioned earlier. Back in the Autumn of '81, after the smoke of a long battle cleared out of the facility, our Chief and a couple Supervisors cracked open the once private locker used by PATCO to store their union business. There, tucked among the clutter of the Local's many scurrilous newsletters, grievance forms, grievance denials and other combustibles, was a large manila envelope. Inside were fragments of their own "strike contingency plan." Fascinating, shocking and sad; the only part I'll mention here is a document that laid out their plan to blow up our radar antenna if the job action failed to meet expected goals. It would have been a fairly simple task to accomplish and, if successful, would have been catastrophic.

At its best, the human element in air traffic control is what makes it work so well. At its worst, the human element is its biggest liability. Speaking from experience.

ATC is and always was a very fragile system. Controller staffing levels fluctuate; generally downward. Radar, radios, landlines, computers and even satellites can and do blink off-line almost as quick as controllers can piss themselves when it happens. Which reminds me; unless the Remote Tower can also it fix itself, I suspect finding a technician to climb that pole when it's 20 degrees outside, with blowing snow or sleet, might prove difficult ~ at least in the mind of a skeptic.

As anyone in the aviation industry will tell you, things go wrong ~ more often than we read about. During my 30 some years in the business, I had my share of unexpected radar, computer and communications failures. Do we really want to consider erecting a "control tower" that could be completely snuffed out from a half-mile away by anyone with a hunting rifle and a good aim? Okay, maybe I'm both skeptical AND paranoid. So, in deference to my paranoia, I'm not going to write about control on a pole. 

I said it before. I'm an old fashioned controller. Workable as it may be, the remote tower idea takes me so far out of my comfort zone that I feel like I'm in orbit ~ some thousand miles or so above reality. I can't even imagine a series of cameras, Internet connections and projectors wired in between me, my airplanes and my airport. Could more practical information about the system make me feel better? Probably. I have to admit though; when it comes to control towers, I'm a glass enclosed son of a light gun who always liked the sound of airplane engines, other controllers and the smell of Jet A. 

For me, it comes down to this. I believe new concepts, their design and development should be like gift giving. People say "it's the thought that counts." There needs to be lots of thought invested before technological and procedural "gifts" are imposed on the aviation community. Sometimes it seems like people are in a hurry to fail. Good ideas are deployed too soon, leaving folks in the field to discover their shortfalls at the least opportune times. That all important first impression turns bad and establishing credibility for the new becomes exponentially more difficult. 

I referred to the law of apporetics in an earlier post. The law states that once an idea becomes plausible it becomes possible and once it becomes possible it becomes inevitable. The remote tower is a good example of a plausible idea making the leap to possible and I am certain of its inevitability. There will undoubtedly be many more plausible ideas put forth in the field of air traffic control and the law will push them to their inevitable conclusion. 

One conclusion? As time goes by there will be fewer controllers. To those who doubt it, I suggest you talk to the unemployed Flight Engineers who believed in the fool's gold of indispensability. In these days of robots and drones, we see an increasing number of job functions that require a decreasing number of people to perform them. Although it is nearly impossible to imagine a National Airspace System (NAS) without any controllers, I am reasonably sure that day will come too. We may not see it in our lifetime but it will come. Watch for a slow, sometimes subtle but inexorable process (like the Remote Tower) and you might actually see that glacier moving forward.

I wouldn't worry about it though. If you are now or ever were an air traffic controller, just be proud of what you are doing or what you did. It's never been done any better, by anybody anywhere. Accept the fact that change is inevitable. Live and be happy in this moment. It's all we really have.

© NLA Factor, 2011

Stepping Into History

It's been 30 years since the strike. For me, that's not nearly enough time to shake off the vivid memories and strong emotions it left me with. Sometimes, especially this time of year, I wonder what ever happened to all those guys and the few women I worked with so long ago. It's funny. I can't remember most of the people I knew during my last two FAA assignments but I can't forget the names of everyone I worked with before August 3rd of '81 ~ good friends and trusted coworkers all. It was a sobering time when much was revealed about the capabilities of people I thought I already knew pretty well.

Time Magazine, August 17, 1981
A lot has been written about the strike in those thirty years. Some writers have been respectful, informative and honest in their reporting. Some took what they learned in an interview or two, extrapolated more from that, then wrote an interesting, if not entirely factual story. Other writers made their partisan agenda far too obvious to be credible. You really had to be there.

Many who were involved before and after the strike know only a fraction of the tale. Those who walked away from their positions on August 3rd of '81 know only the first part of a drama that dragged on for many more years. Controllers hired immediately after August 3rd were privy to another part of the story but can only imagine how it started. Then there were the ones who went out, came to their senses and returned to work within the 48 hour grace period. They know much but still missed a beat or two. Unless a person was working in an FAA air traffic facility before, during and after the strike, I read or listen to what they have to say about it all with a measure of skepticism.

One frequently reported ambiguity has been that pre-strike morale among FAA's air traffic employees was scraping bottom. True, but I think it's important to clarify a couple of things. The term "employees" applied to all kinds of air traffic employees ~ not just the controllers standing in towers or sitting at their sectors. At Big Time, morale was also low among Supervisors who had to deal directly with an increasingly belligerent workforce while having to enforce policies that ranged from the petty to the preposterous. A first line Supervisor was usually the one standing at the flash point whenever a controller blew up over something. Many of the Supes I knew were actually more anxious to see a walkout than even the most radical PATCO members because it would remove several thorns from their side.

Morale was also low among Facility Management personnel. Although they'd deny it, the Staff Officers were growing tired of dealing with a seemingly endless stream of incoming Grievances, Unsafe Condition Reports and accusations of Unfair Labor Practices. Worse was the fact that local Management was rarely given the latitude to settle things at the facility level with their union counterparts. Everything went through the Regional Office, who ultimately dictated the approved response to their field facilities. The risks associated with allowing any one facility to establish what might become an untenable precedent was simply too great. So, emasculated by forces beyond his control, our Chief would shuffle out of his office now and then to posture for the workforce. His usual posture however, was to be slumped at his desk, reading through the growing piles of trouble and waiting for the next Regional Telcon to begin.

Of course, many of the controllers suffered from low morale. No surprise there either. Oppressive, uncompromising Management policies roiled them while PATCO's rhetoric and bellicosity roused them. Most were in a place where there was no refuge from the turbulence. They got angry and the angrier they became, the more conflicts there were with each other and with Management. More conflict meant more discontent, resentment and retaliation. Combined, they were the catalyst for what would soon occur. PATCO had its members right where they wanted them.

Everyone had their issues. . . with the exception of those working in Regional Offices or FAA Headquarters who knew they had the upper hand ~ no matter what the outcome.

It should also be recognized that not all employees of the FAA's Air Traffic Organization suffered from low morale. Discontent maybe but not low morale. The fact that I stayed on the job should not be construed as an endorsement of the way FAA managed its air traffic control enterprise. Far from it. I worked under the same out of touch autocracy that finally exasperated many of the strikers. Fortunately, I was among those who could either ignore or cope with FAA's imperfections by focusing on what, to us, was still the pure elation of working traffic. We just tuned out the cacophony of dissonance, immersed ourselves in the airplanes and waited for shift change.

Our morale was high. As the strike deadline neared, we shared an indescribably high level of energy brought on by the challenge we anticipated. The feeling was probably akin to a boxer about to step into the ring with a world champion. We were spoiling for a fight like everyone else, but for different reasons. Of course this made us targets for union members who recognized us as future scabs in the upcoming strike.

All of us, no matter what our plans for August 3, had at least one thing in common. Together, we were about to be goaded into uncharted territory. The union had a long history of mischief but had never gone this far before. As certain as the strike seemed on the morning of August 2, most of us were still unsure. Would PATCO really pull the trigger on Monday morning or was it all a bluff intended to make the FAA blink in the contract negotiations?

Everyone was anxious. Some who had reluctantly committed to the strike were feeling a sense of dread ~ each one hoping the union would step back from the point of no return ~ hoping they wouldn't have to go through with what they'd committed to and fearing the consequences. Local PATCO leadership tried to strengthen any unsteady confidence with their pre-strike mantra ~ "They can't fire all of us!"

There were many on the management side who hoped the strike would happen. Pete, our Area Manager, was one who left no doubt in anyone's mind about his hope for a strike. Like many of us, he saw an opportunity to rid the facility of its chronic complainers, union militance and malevolence. I was pretty sick of it myself because of the uncooperative atmosphere it had created between control positions. Unlike me though, Pete knew they'd be fired long before the general public ever heard it from Ronald Reagan. He also must have known a lot more than I did about FAA's strike contingency plans and was confident that they would work. So, at shift change, he frequently traded barbs and witticisms with the PATCO dissidents as they left the TRACON ~ hoping he wouldn't have to see or hear from them much longer. Just part of the game.

From the other side, PATCO's most combative members grew increasingly antagonistic toward anyone recognized as a probable non-participant. I was getting used to my status as adversary and came to anticipate being jammed with traffic, handoffs being accepted late, pointouts refused and other subtle techniques employed to raise my anxiety level. Just another part of the game. I was also being shunned by many old friends in the break room. It didn't bother me though. I had nothing to say to anyone foolish enough to walk away from one of the Federal Government's highest paying jobs ~ a job I loved and had waited a long time to get.


There were intense efforts by PATCO to establish or strengthen the bonds of union solidarity with anyone still undecided about whether or not to participate in the strike. Most of the faithful were convinced the aviation system would cease to function during a strike. They were also confident that the Government could never afford to purge themselves of such a large part of the controller workforce. They were ready to go. But there remained those few "fence sitters" who couldn't decide which bed to put their shoes under. Various degrees of persuasion and arm-twisting ensued ~ with chilling success.

Where you were working in 1981 largely determined how you experienced the strike's run-up and aftermath. My first-hand pre and post strike observations at Big Time would not necessarily correspond with what went on elsewhere. For example; at Big Time, the pre-strike focus for most controllers was indeed on the money aspects of the contract. The $2,500.00 raise in salary FAA offered in June might have sounded significant to controllers at Level One through Three facilities. Generally speaking, they worked in areas where the cost of living was much lower. However, those of us who worked at the Level Four and Five facilities lived mostly in areas where the cost of living was quite high. Much of that $2,500.00 would have vanished into increases in our tax rates. Yes, money was important to all of us. After all, debt is a timeless phenomenon and back then, as today, we had plenty of it.


Although some have attempted to explain it differently, the 32 hour work week proposed by PATCO was, to me, also a money issue. The way I saw it ~ anyone receiving the same salary for working 32 hours that they once got for working 40 hours was getting an hourly pay raise.

There were other, tantalizing tidbits contained in FAA's June offer but it wasn't enough to placate the PATCO faithful. So, early on the morning of August 3rd, I received a telephone call from one very excited Supervisor. The strike was on. Day shift staffing appeared adequate for traffic levels but I would be needed at 3:00 p.m. He warned me about probable picketing at the entrance to our parking lot. "Just ignore them" he said. I sat in front of the television all morning, watching various news teams cover the strike from several locations across the country. Even though I wasn't really surprised by what was happening, I was still incredulous.

The picket lines were long, loud and impossible to ignore. All those faces I knew so well looked very different under the intense heat of an August sun and the pressure of a struggle they would never win. Anger, fear and apprehension had quickly overtaken the look of audaciousness and arrogance they wore just a day ago. Some looked like they were facing a firing squad. Well, there actually would be a lot of firing but they didn't know it yet.

There are some persistent truths associated with what happened thirty years ago. For one thing, it changed the future for everyone who walked out. It also changed the future for those who stayed to deal with the consequences. Sadly though, it did not change the future for controllers hired after the strike. With the Federal Aviation Administration stuck riding on a not so merry-go-round of repeat mistakes, it seems unlikely that things will change soon. Beneath all the new programs and platitudes I saw since the strike, there remained the same culture of confrontation that started all the trouble.

What of all those people who loomed so large in my life in 1981? I miss everyone; whether they stayed or struck. Sometimes I wonder though. What might have been if the whole thing hadn't happened? By the mid-nineties, many of those fired thousands might have worked their way into upper management positions. Once there, would they have attempted to make positive changes to a system they had once fought so hard against ~ or would they simply have scrapped their ideals and assimilated? We'll never know. I can tell you this from experience though . . . a controller's ideals, brought into management, can be seen as excess baggage that should have been left behind.

So anyway, here's to a happy thirtieth anniversary. For those who went out, I don't agree with what they did but I do agree with some of their motives. Face it; this wasn't the first time people did the wrong thing for the right reasons. Most of us were such kids back then but, for better or worse, we all made our choices. Whether walking onto or off the job that day; we all stepped into history.


© NLA Factor, 2011