Pilotpip

Ask Canada how privatized ATC is working for them.

And since we're on the subject of privatization, Lockheed-Martin has turned FSS into an absolute disaster.

Rightseat Ballast

I disagree. I think corporate America has proven in the past decade that it is willing to cut an unbelievable amount of corners to turn a profit, do horrible things to labor to achieve that profit, and run up huge hidden debts to appear to turn a profit. As backwards and lethargic as a government run ATC is, it is more stable and reliable than a commercial ATC would be (in my opinion). Having used private ATC facilities, I am not impressed.

The only benefit for ATC privatization is that labor would be allowed to strike once it is unionized. I still think the main issue is the current administration, and their willing violations of a labor contract.

jmcmanna

New ATIS format for major ATC facilities after privatization:

"You have reached the Newark International Airport Automated Terminal Information Service. The expected wait time for radar services is 5 hours, 14 minutes. To speak with an approach controller, contact New York Approach on 123.45. To cancel IFR, squawk 1200. For NOTAMs and other information, contact the Flight Service division on 122.6, but be advised the expected wait is 3 hours and 46 minutes. To report minimum fuel or other emergencies, change to 121.5. All emergency calls will be handled in the order they are received. Thank you for using Lockheed Martin Air Traffic Control services."

Based on the FSS consolidation, at least the few air traffic controllers left will be paid pretty well.

Mason32

Kinda like AA taxi's at a snails pace in the interest of safety.... right?

The northeast, and west coast, have typically been union strongholds for decades. Not surprised this type of activity would not float elswhere....

jmcmanna

It does not work that way! Next time you wonder why JFK is using one runway on a clear, calm day, call the tower and ask!! I gurantee it is because of something out of the controller's hands . . . like not enough controllers (the FAA's fault, not the controllers working traffic), the supervisor/manager directing the tower to use a specific flow.

Remember when the controllers at JFK said the configuration they used was unsafe? The FAA FORCED them to continue using it until two go arounds in a week gave them bad press and FORCED a change.

Would you fly beyond your maximum hours in a day if you were the last crew available that night? No, you'd cancel the flight. But in SYR a while back, a controller was FORCED to go beyond the max duty time by almost 4 hours.

I worked in a west coast tower, the biggest thing the union ever did was change the location of the tower radar. The FAA and the airport authority decided every other part of the operation (we were told by directive what runway configuration to use, not anyone's preference or to stick it to somebody), we just separated airplanes.

hm79

I work at JFK so here is an often not seen perspective.

1) We are NOT intentionally slowing down traffic. Our job is more difficult with backlogged volume (eg. gate waits and blocked parking alleys). The controllers at JFK do not want to have extended conversations, we want to taxi you to 31L and say clear for takeoff. End of story!!!!

2) Staffing at JFK; I know not your problem but mine. In 2005 we had 37 ATCS's as of today we have 21 ATC's and 15 trainees. Which means to you that 40% of the voices at JFK have either Zero yrs of experience or are training with an ATCS who has done nothing but train for the last 18 months.

3) Departure delays: Gone are the days of releasing aircraft 2.95 miles apart instead of 3. If that happens now you are the lucky recipient of an operational error or deviation. The rules of engagement between FAA management and the controller workforce have changed dramatically. The management group, agency wide has beed ordered to Pedantically enforce the rules.
Also from the controllers perspective I am trying to roll depts. 3,4,or 5 miles apart depending on type, but the one thing I have no controll over is how fast you in the cockpit are going to move the throttles and what power setting are you going to roll Your aircraft. Therefore, I Must ensure you have the minimum spacing and if you take an extra 5 to 10 second to roll or if you depart with reduced takeoff thrust to conserve fuel all of a sudden my 3 miles is 4 or 5. So please do not infer that is an attempt at a labor induced slowdown. It is known as carreer insurance.

4) Runway slection: Controllers do NOT select runways in NY. The traffic management supervisor at the NY tracon make all those decisions with input from the airline industry..

5) SWAP; The sever weather avoidance plan. All routings during SWAP come from New York Center. We at the tower have ZERO to do with it other than to relay the route revisions to you the pilot. The staffing problems at JFK are all over the coutry so the controller at ZNY who is working you when you ask for deviations for weather is also understaffed and is most likely working without assistance and that route deviation due to the airspace complexity is labor intensive and we can only so many things at one time. The center is also run by Pedantic rules enforcers so controllers must be careful.

Last but not least if you have a problem or a suggestion come visit the tower we have a large supervisory staff who can show you around. Don't have time to visit call they are also available to answer the phone because as you can tell by the staffing numbers there are not alot of us to supervise.

OldAg84

From PAX perspective my last experience was not great. To be fair Newark had back to back WX issues (8/10 & 8/11). My flight was cancelled 8/11 and I was online with a number of people who were cancelled both Sunday and again Monday.

The hub airline wanted to charge me $50 to standby- I wasn't interested. I'm paying YOU to free up pershible inventory- not interested.

I will say the hub airline did not do a great job of posting information on the boards or staffing the customer service desks to deal with the crowds. Note-this is my impression from my side of the fence only.

As it was I got home about 5.5 hours late- not too bad considering how the day started.

Another issue was I was flying a frequent flyer ticket from one airline on another airline and neither seemed overly helpful on addressing the issue. Each indicated the other was in the drivers seat. Obviously, I didn't have a paper ticket.

First, honestly, if it fits, I'll make the eight hour drive next time.

Second, it's clear frequent flyers (I'm lifetime silver on the carrier that issued the ticket) are not overly valued- again reinforcing brand loyalty is out the window.

Third- a lot of (not all) surly employees in Newark (realizing IT IS Newark, and again to be fair, Newark on a bad day).

Weather can't be controlled, only worked around. Just from watching the ramp, it's clear Newark is crowded to the point of a problem. Clearly from my perspective, I can't and wouldn't guess at what the solutions might be.

The airlines should run their business as they see fit, but at whatever level I can, I don't want to participate.

tsquare

They FAA needs to get rid of the archaic 250 below 10,000 foot rule. Treat NY more like most stations in Europe do, and change the TA to 4 or 5,000 feet. Allow aircraft east bound from JFK to takeoff on 31R, turn right, and light 'em up. Get 'em up, get 'em out... If there isn't enough airspace on the tracks with RVSM, then add a few more tracks. The BS that occurs on a daily basis at JFK is uncalled for, and rests squarely on the head of the FAA.

Privitising that governmental organization might go a long way towards solving the problem too.

saxman66

How does one come visit the tower at JFK? I'd love to come up. PM me if you need to. Thanks!

chignutsak

Didn't they try this in IAH a while back?