Complexity Formula for Pay Setting

Complexity Formula for

Terminal and En Route

Pay Setting by Facility

TABLE OF CONTENTS

STATEMENT OF COVERAGE

FUTURE ADJUSTMENTS TO THE EVALUATION CRITERIA

APPLICATION OF COMPLEXITY FORMULA FOR PAY SETTING

CATEGORIES OF AIR TRAFFIC CONTROL FACILITIES

THE INFLUENCE OF ENVIRONMENTAL AND OPERATIONAL COMPLEXITY FACTORS

THE INFLUENCE OF TRAFFIC CONGESTION ON COMPLEXITY

COMPLEXITY FORMULA — SUSTAINED TRAFFIC INDEX

FLIGHT OPERATIONS COUNTED

WEIGHTING AND MODIFYING THE TRAFFIC COUNT TO REFLECT COMPLEXITY

PART I – TOWER

PART II – APPROACH CONTROL

PART III – EN ROUTE

ADMINISTRATION OF THE STANDARD

1.MINIMIZING UNWARRANTED FACILITY PAY LEVEL FLUCTUATIONS

2.RAISING FACILITY PAY LEVELS

3.LOWERING FACILITY PAY LEVELS

APPEAL PROCESS

COMPLEXITY FORMULA FOR PAY SETTING GLOSSARY

APPENDIX 1 – COMPLEXITY BASED PAY LEVELS STATEMENT OF COVERAGE

This pay setting standard is limited to the employees covered by the Collective Bargaining Agreement between NATCA and the FAA for Air Traffic Control Specialists (ATCSs), Traffic Management Coordinators/Specialists (TMC/Ss), and NOTAM Specialists (NOTAMs).

Note: When terminal and en route air traffic control specialists are temporarily assigned to uncovered positions, their position of record remains covered by this complexity formula for pay setting standard.

FUTURE ADJUSTMENTS TO THE EVALUATION CRITERIA

Because of the many variables that may affect the difficulty and complexity of air traffic control work (such as future technological changes, changes in the aviation industry, and modification or extension of air traffic control services), it may be necessary to periodically adjust the air traffic density and complexity measures for different categories of facilities.

While there is currently a linkage of the conceptual descriptions of the various facility pay setting levels with their associated index ranges, this linkage is not expected to last indefinitely. The continued validity of this linkage will be regularly assessed by NATCA and FAA. The Parties will negotiate changes to the complexity formula and/or Facility Pay Levels (FPL) resulting from data source changes used in determining facility traffic count indices and FPLs. No changes to FPLs due to data source changes will be implemented until negotiations have been completed.

APPLICATION OF COMPLEXITY FORMULA FOR PAY SETTING

The complexity formula for pay setting applies to each facility as a whole.

Facility complexity-formula-based pay levels (breakpoints) are provided in Appendix 1. Employees’ pay is set in accordance with Article 108 of the Parties’ Collective Bargaining Agreement and the pay level of the facility to which the employee is assigned.

CATEGORIES OF AIR TRAFFIC CONTROL FACILITIES

There are five (5) types of ATC facilities that have been classified by the Agency. They have been identified by the control services provided. Any changes to these classifications require appropriate negotiations in accordance with the Parties’ Collective Bargaining Agreement:

1.Tower;

2.Approach Control;

3.Tower and Approach Control (Up/Down);

4.Combined Control Facility (CCF); and

5.Air Route Traffic Control Center (ARTCC/En Route).

Every facility shall have its own individual Traffic Count Index (TCI). When appropriate, an individual facility’s TCI will be the sum of the relevant formulas from each applicable type. For example, a Tower and Approach Control (Up/Down) will be the combined TCIs from Part I – Tower and Part II – Approach Control.

THE INFLUENCE OF ENVIRONMENTAL AND OPERATIONAL COMPLEXITY FACTORS

For Towers and Approach Controls, the level of difficulty and complexity of air traffic control work is influenced by such factors as:

•The varying mix in speed and performance characteristics of aircraft using the airport or transiting airspace under the control of the terminal;

•The airport configuration in terms of runway and taxiway layout, lengths, and capacities;

•Provision of control services for secondary airports;

•Proximity of other airports;

•Class of airspace;

•Weather observation responsibilities;

•Terrain;

•Interaction with foreign countries; and

•Military operations.

The influence on the level of difficulty for pay setting varies depending on the kind of complexity, the category of terminal, and the level of stress associated with the control work at that terminal. Because many of these factors are static in nature and only become dynamic as air traffic congestion increases, they are considered in relation to varying levels of air traffic congestion. For example, the most complex runway configuration poses few or no problems to controllers at terminals with very light air traffic. However, it has a significant impact on the overall complexity of a controller's position at higher levels of air traffic congestion.

For En Route facilities, the level of difficulty and complexity of air traffic control work is influenced by such factors as:

•Mixtures of transitioning (aircraft climbing and descending) and primarily level en route air traffic;

•Number of terminals and congestion of air traffic at those terminals in the center's control area and areas adjacent to the center's airspace;

•Military operations;

•The configuration and dimension of the center's control area, converging and crossing air routes, and juxtaposition to international boundaries;

•Mixture of aircraft with varying operating speeds and performance characteristics;

•Terrain features; and

•Oceanic and domestic-over-water traffic.

These factors tend to be present in different centers in various combinations and with varying degrees of intensity. All these factors, whether separately measured or not, take on increasing significance and importance with substantial increases in the congestion of air traffic.

The influence of complexity factors for CCF radar approach control positions is the same as described above for Approach Control, and for CCF center control positions, as described above for En Route, as practical in consideration of counting methodologies and, where applicable, for CCF tower positions, the same as described above for Towers.

The difference in air traffic congestion and other complexity factors is recognized in the complexity criteria discussed in the section titled, “Weighting and Modifying the Traffic Count to Reflect Complexity.”

THE INFLUENCE OF TRAFFIC CONGESTION ON COMPLEXITY

It is the level of sustained congestion of air traffic that is significant, rather than the total annual volume of air traffic handled by a facility. Therefore, it is not the total annual volume of control operations that primarily influences the level of complexity. It is the level of congestion of air traffic that controllers must handle on a sustained basis that has the most significant influence on the complexity of these positions. The specific methods used to measure level of air traffic congestion at the various facilities are described in detail in the section titled "Complexity Formula – Sustained Traffic Index.”

COMPLEXITY FORMULA – SUSTAINED TRAFFIC INDEX

Most facilities experience their busiest air traffic during the day and evening hours with operations declining sharply during the very late evening and early morning hours. Operations at individual facilities also vary from day-to-day and during different seasons of the year.

The formula below addresses these daily and seasonal variances in air traffic by putting them in proper perspective in developing the sustained traffic index. It measures the busiest air traffic periods while also recognizing the influence of sustained levels of air traffic within the facility.

The segment of the work year measured is the busiest 1,830 hours and the next busiest 1,830 hours in terms of total aircraft handled in a consecutive 365-day period. The use of 1,830 hours is based on the realization that at most facilities the greatest concentrations of air traffic occur during 10 hours, rather than 12 hours, 16 hours, or the full period a facility is open over a 24- hour day. Half the days in a year (183) are multiplied by the 10 hours to derive 1,830 hours.

In those facilities where there is very little decline in air traffic levels between the busiest 1,830 hours and the second busiest 1,830 hours, the count is adjusted to reflect the sustained level of air traffic. In those facilities where there is a substantial difference between the peak and the next level of air traffic (i.e. the second busiest 1,830 hours) the count is adjusted to reflect that the high level of air traffic is not sustained.

The formula for measuring the facility’s sustained traffic index (Dt) is:

Dt = 1+ (Cav2 / Cav1)

The formula for deriving the facility’s Traffic Count Index is:

Dt x Wav1 = Traffic Count Index where:

Cav1 is the average unweighted hourly count for the busiest 1,830 hours
Cav2 is the average unweighted hourly count for the second busiest 1,830 hours
Wav1 is the modified average weighted hourly count for the busiest 1,830 hours

FLIGHT OPERATIONS COUNTED

All types of flight operations at terminals are counted in computing the average weighted hourly count. All VFR and IFR aircraft arriving or departing an airport are counted, including low approaches, stop-and-go or touch-and-go operations, practice instrument approaches, and missed approaches. All overflights which transit the terminal's airspace, VFR advisories, and other required special VFR (SVFR) services are counted.

All types of flight operations that occur in En Route airspace and are handled by En Route controllers are counted in computing the average weighted hourly count. This includes: all IFR arrivals and departures within the facility's airspace, overflights, transitional overflights, oceanic and other over water traffic, practice instrument approaches, and VFR advisories.

All the types of flight operations that pertain to CCFs are used to compute the average weighted hourly count. This includes: all IFR arrivals and departures within the CCF's airspace, overflights, transitional overflights, oceanic and other over water traffic, practice instrument approaches, and VFR advisories.

Note: Aircraft counts are determined through manual means, automation capabilities in computer system and additional automated calculation tools. Automated means are the best practical method of determining those counts considering operational workload impacts.

WEIGHTING AND MODIFYING THE TRAFFIC COUNT TO REFLECT COMPLEXITY

As pointed out earlier, varying weights are assigned to different flight operations to recognize the difference in the complexity of the facilities related to the different operations, and the weighted air traffic count is further modified to recognize other factors that significantly influence the level of complexity of the facility.

PART I – TOWER

For each average hour of operation (i.e. the 1,830 busiest hours divided by 1,830):

A.Each IFR/SVFR arrival, departure, or VFR practice instrument approach count is given a weight of 1.50.

B.Each VFR itinerant or local arrival or departure count is given a weight of 1.00.

C.The hourly counts for (A) and (B) are added together to obtain the combined arrival and departure count at the primary airport.

D.This combined itinerant and local hourly operations count (C) is then multiplied by a runway factor:

1.1.15 if the airport has crossing runways.

2.1.10 if the airport has converging runways.

3.1.05 if the airport has a single runway, including parallel runways that are separated by 2,500 feet or less.

4.1.00 if the airport has parallel runways.

Note: If two (2) or more configurations exist at one (1) airport, the highest multiplier shall be used; if a runway is not in a commissioned status as defined in the Airport/Facilities Directory, it should not be considered in determining runway configuration.

Note: Converging runway factor shall be applied to all facilities with:
1. More than 500,000 annual tower operations;
2. A proximity of five (5) or less miles to an airport with an air traffic control tower;
3. Extended runway centerlines between the adjacent facilities converge;
4. Procedures to maintain the control for departure release from the subordinate airport; and
5. The obligation to provide separation services for traffic departing both the primary and subordinate airports.

E.Each IFR/SVFR overflight count is given a weight of 1.25.

F.Each VFR overflight count is given a weight of 1.00.

G.The hourly counts for (D), (E), and (F) are added together to obtain the average weighted hourly count.

H.For each day and the prior 364 days (i.e. use a 365-day count), calculate the percent that military air traffic comprises of total air traffic. Divide that percent figure by four, and then multiply by the average weighted hourly count derived in (G). This will yield the military add-on count. (Example: The military air traffic count equals 20% of the total air traffic count; (G) = 100). The formula is:

(.2 / 4 = .05 x 100 = 5)

Note: The military mix calculations shall be based on automated capabilities; however, where automated capabilities are not available, the most recent yearly APO/OPSNET data shall be used.

I.For each day and the prior 364 days (i.e. use a 365-day count) calculate:

1.The percent of total air traffic that is:

a.air carrier and military traffic combined

b.general aviation traffic

c.air taxi traffic

Note: The aircraft mix calculations shall be based on automated capabilities; however, where automated capabilities are not available, the most recent yearly APO/OPSNET data shall be used.

2.Determine which of the two (i.e. air carrier and military traffic combined or general aviation traffic) constitutes a lower percentage of the total air traffic.

3.Add the air taxi traffic to the lower of the two (i.e. air carrier and military traffic combined or general aviation traffic).

4.After adding the air taxi traffic to either the air carrier and military traffic combined or general aviation traffic, calculate the percent traffic mix of the two categories of air traffic (i.e. the one including air taxi and the one excluding air taxi).

5.Take the lower percentage of the two figures derived in (4) above and divide it by four, then multiply by the average weighted hourly count derived in (G). This will yield the traffic mix add-on count.

Example:

1.air carrier and military traffic combined = 58%

2.general aviation traffic = 32%

3.air taxi traffic = 10%

4.a. general aviation (32%) + air taxi (10%) = 42%

b.air carrier + military = 58%

5.the lower of the two percentages (4a or 4b) = 42%

6.average weighted hourly count (G) = 100

7..42 / 4 = .105 x 100 = 10.5

J.Each facility:

1.If Class B airspace = 25%; if Class C/TRSA/ARSA airspace = 10%; if Class D airspace = 0%.

Note: If two or more classes of airspace exist, the highest multiplier shall be used.

2.If it has ASOS = .5%

3.If it has LAWRS = 1%

4.If it has terrain within its airspace that is 4,000 feet or greater above its primary airport field elevation = 5%

5.a. If it has adjacent airspace to and interacts with one (1) foreign country = 1%

b.If it has adjacent airspace to and interacts with two (2) foreign countries = 2%

c.If it has adjacent airspace to and interacts with three (3) or more foreign countries = 4.5%.

6.If it has 300,000 total facility operations or more and is 10 miles or less from other airports with 300,000 total facility operations or more, for each such airport = 2.5%.

Add all applicable percentages in (J) 1 through 6 and then multiply that total percentage by the average weighted hourly count derived in (G). This will yield the facility profile add-on count.

Example:

1.Class D airspace = 0%

2.ASOS = .5%

3.LAWRS = 1%

4.Terrain = 5%

5.Foreign country (2) = 2%

6.Airport proximity = 0%

7.Total = 8.5%

8.Average weighted hourly count (G) = 100

9..085 x 100 = 8.5

K.Add the military add-on count derived in (H) above, the mix of traffic add-on count derived in (I) above, and the facility profile add-on count derived in (J) above to the average weighted hourly count derived in (G) to yield the modified average weighted hourly count.

Example:

1.Average weighted hourly count (G) = 100

2.Military add-on count (H) = 5

3.Mix of traffic count (I) = 10.5

4.Facility profile count (J) = 8.5

Modified average weighted hourly count (K) = 5 + 10.5 + 8.5 + 100 = 124

L.Calculate the TCI as described earlier under the section titled "Complexity Formula —Sustained Traffic Index."

PART II – APPROACH CONTROL

For each average hour of operation (i.e. the 1,830 busiest hours divided by 1,830):

A.Each IFR/SVFR arrival, departure, or VFR practice instrument approach count at the primary airport is given a weight of 1.50.

B.Each VFR arrival or departure count at the primary airport is given a weight of 1.00.

C.The hourly counts for (A) and (B) are added together to obtain the combined arrival and departure count at the primary airport.

D.This combined arrival and departure hourly count at the primary airport is then multiplied by a runway factor:

1.1.15 if the airport has crossing runways.

2.1.10 if the airport has converging runways.

3.1.05 if the airport has a single runway, including parallel runways that are separated by 2,500 feet or less.

4.1.00 if the airport has parallel runways.

Note: If two (2) or more configurations exist at one (1) airport, the highest multiplier shall be used; if a runway is not in a commissioned status as defined in the Airport/Facilities Directory, it should not be considered in determining runway configuration.

E.Each IFR/SVFR arrival, departure, or VFR practice instrument approach count at secondary airports fifteen (15) miles or less from the primary airport is given a weight of 1.50.

F.Each IFR/SVFR arrival, departure, or VFR practice instrument approach count at secondary airports more than fifteen (15) miles from the primary airport is given a weight of 1.25.

G.Each VFR arrival or VFR departure count at secondary airports or VFR overflight is given a weight of 1.00.

H.Each IFR/SVFR overflight count is given a weight of 1.25.

I.The hourly counts for all operations (D) through (H) are added together to obtain the average weighted hourly count.

J.For each day and the prior 364 days (i.e. use a 365-day count), calculate the percent that military air traffic comprises of total air traffic. Divide that percent figure by four, and then multiply by the average weighted hourly count derived in (I). This will yield the military add-on count (J). (Example: The military traffic count equals 20% of the total traffic count; the average weighted hourly count (I) = 100). The formula is:

(.2 / 4 = .05 x 100 = 5)

Note: The military mix calculations shall be based on automated capabilities; however, where automated capabilities are not available, the most recent yearly APO/OPSNET data shall be used.

K.For each day and the prior 364 days (i.e. use a 365-day count) calculate:

1.The percent of total Approach Control traffic that is:

a.air carrier and military traffic combined

b.general aviation traffic

c.air taxi traffic

Note: The aircraft mix calculations shall be based on automated capabilities; however, where automated capabilities are not available, the most recent yearly APO/OPSNET data shall be used.

2.Determine which of the two (i.e. air carrier and military traffic combined or general aviation traffic) constitutes a lower percentage of the total traffic.

3.Add the air taxi traffic to the lower of the two (i.e. air carrier and military traffic combined or general aviation traffic).

4.After adding the air taxi traffic to either the air carrier and military traffic combined or general aviation traffic, calculate the percent traffic mix of the two categories of traffic (i.e. the one including air taxi and the one excluding air taxi).

5.Take the lower percentage of the two figures derived in (4) above and divide it by four, then multiply by the average weighted hourly count derived in (I). This will yield the traffic mix add-on count.

Example:

1.air carrier and military traffic combined = 58%

2.general aviation traffic = 32%

3.air taxi traffic = 10%

4.a. general aviation (32%) + air taxi (10%) = 42%

b.air carrier + military = 58%

5.the lower of the two percentages (4a or 4b) = 42%

6.average weighted hourly count (J) = 100

7..42 / 4 = .105 x 100 = 10.5

L.Each facility:

1.If Class B airspace = 25%; if Class C/TRSA/ARSA airspace = 10%; if Class D airspace = 0%.

Note: If two or more classes of airspace exist, the highest multiplier shall be used.

2.If it has terrain within its airspace that is 4,000 feet or greater above its primary airport field elevation = 5%

3.a. If it has adjacent airspace to and interacts with one (1) foreign country = 1%

b.If it has adjacent airspace to and interacts with two (2) foreign countries = 2%

c.If it has adjacent airspace to and interacts with three (3) or more foreign countries
= 4.5%

Add all applicable percentages in (L) 1 through 3 and then multiply that total percentage by the average weighted hourly count derived in (I). This will yield the facility profile add-on count.

Example:

1.Class B airspace = 25%

2.Terrain = 0%

3.Foreign country = 0%

4.Total = 25%

5.Average weighted hourly count (J) = 100

6..25 x 100 = 25

M.For each day and the prior 364 days (i.e. use a 365-day count) calculate the percent that separate non-radar sector (i.e. area) traffic comprises of total air traffic. Divide that percent figure by four, and then multiply by the average weighted hourly count derived in (I) to yield the non-radar count.

Example:

1.Percent non-radar sector traffic is of total traffic = 8%

2.Average weighted hourly count (I) = 100

3.100 x .08 = 8

4.8 / 4 = 2

N.Add the military add-on count derived in (J) above, the mix of traffic add-on count derived in (K) above, the facility profile add-on count derived in (L) above, and the non-radar add-on derived in (M) above to the average weighted hourly count derived in (I) to yield the modified average weighted hourly count (N).

Example:

1.Average weighted hourly count (I) = 100

2.Military add-on count (J) = 5

3.Mix of traffic count (K) = 10.5

4.Facility profile count (L) = 25

5.Non-radar add-on count (M) = 2

Modified average weighted hourly count (N) = 5 + 10.5 + 25 + 2 + 100 = 142.5

O.Calculate the traffic count index as described earlier under the section titled "Complexity Formula – Sustained Traffic Index."

PART III – EN ROUTE

For each average hour of operation (i.e. the 1,830 busiest hours divided by 1,830):

A.Each IFR/SVFR departure transferred from Approach Control is given a weight of 1.50.

B.Each IFR/SVFR departure (including IFR air files) and IFR/SVFR aircraft receiving ATC services upon leaving Special Use Airspace is given a weight of 2.0.

C.Each IFR/SVFR arrival transferred to an Approach Control is given a weight of 1.50.

D.Each IFR/SVFR arrival (including IFR cancellations) and IFR/SVFR aircraft terminating center ATC services upon entry into Special Use Airspace is given a weight of 2.0.

E.Each transitional IFR/SVFR overflight (aircraft that exit center airspace at an altitude 4,000 feet or more different from the aircraft altitude entering the center area) is given a weight of 1.50.

F.Each overflight (non-transitional) is given a weight of 1.00.

G.Each VFR advisory is given a weight of 0.50.

H.For each hour of operation, the hourly counts for (A) through (G) are added together to obtain the average weighted hourly count.

I.For each day and the prior 364 days (i.e. use a 365-day count), calculate the percent that military air traffic comprises of total air traffic. Divide that percent figure by four, and then multiply by the average weighted hourly count derived in (H). This will yield the military add-on count. (Example: The military traffic count equals 20% of the total traffic count; the average weighted hourly count (H) = 500). The formula is:

(.2 / 4 = .05 x 500 = 25)

J.For each day and the prior 364 days (i.e. use a 365-day count) calculate:

1.The percent of total traffic that is:

a.Jet aircraft

b.Piston powered and turbo-prop aircraft combined

2.Take the lower percentage of the two figures derived in (1) above and divide it by four, then multiply by the average weighted hourly count derived in (H). This will yield the traffic mix add-on count.

Example:

1.Jet aircraft = 58%

2.Piston powered and turbo-prop aircraft combined = 32%

3.Average weighted hourly count (H) = 500

4..32 / 4 = .08 x 500 = 40

K.For each day and the prior 364 days (i.e. use a 365-day count), calculate the percent that domestic-over-water traffic comprises of total domestic traffic and divide by 5. Multiply that modified percentage figure by the average weighted hourly count derived in (H). This will yield the domestic-over-water add-on count. (Example: The domestic-over-water traffic count equals 20% of the total domestic traffic count; the average weighted hourly count (H) = 500). The formula is: (Note: the domestic-over-water count is included in the total domestic traffic count)

(.20/5 = .04 x 500 = 20)

L.For each month and the prior 11 months (i.e. use a 12-month calculation), calculate the percent that oceanic air traffic comprises of total domestic air traffic and multiply that percentage by 3. Multiply that modified percent figure by the average weighted hourly count derived in (H). This will yield the oceanic add-on count. (Example: The ocean traffic count equals 10% of the total domestic traffic count; the average weighted hourly count (H) = 500). The formula is:

(.10 x 3 = .30 x 500 = 150)

M.For each day and the prior 364 days (i.e. use a 365-day count):

1.Divide the facility’s airspace by 10,000 square miles.

2.Calculate the density add-on (average weighted hourly count (H) /density (1. above) x 1.5).

Example:

1.103,440/10,000 = 10.344

2.500/10.344 = 48.337

3.48.337 x 1.5 = 72.5 or (73)

N.For each day and the prior 364 days (i.e. use a 365-day count):

1.Calculate the total flight time in minutes for all aircraft in the center’s airspace for the average hour of the 1,830 busiest hours.

2.Determine the average hourly sector operations (i.e. the total of all flights penetrating all sectors in the center for the average hour of the 1,830 busiest hours).

3.Divide the total flight time in minutes (1. above) by the average hourly sector operations (2. above) x 3 to obtain the airspace usage add-on.

Example:

1.10,615

2.1,069

3.10,615 / 1,069 x 3 = 29.8 (or 30)

O.Each facility:

1.An En Route facility is credited with having mountainous terrain if it has land depicted as “mountainous terrain” as specified in FAR 95 Subpart B, and has terrain above 10,000 feet MSL within the facility’s designated airspace = 5%

2.a. If it interacts with one (1) foreign country = 1%

b.If it interacts with two (2) foreign countries = 2%

c.If it interacts with three (3) or more foreign countries = 4.5%

Add all applicable percentages in (O) 1 and 2 and then multiply that total percentage by the average weighted hourly count derived in (H). This will yield the facility profile add-on count.

Example:

1.Terrain = 5%

2.Foreign country (1) = 1%

3.Total = 6%

4.Average weighted hourly count (H) = 500

5..06 x 500 = 30

P.Add the military add-on count derived in (I) above, the mix of traffic add-on count derived in (J) above, the domestic-over-water add-on count derived in (K) above, the oceanic add-on count derived in (L) above, the density add-on count derived in (M) above, the airspace usage add-on derived in (N) above, and the facility profile add-on count derived in (O) above to the average weighted hourly count derived in (H) to yield the modified average weighted hourly count.

Example:

1.Average weighted hourly count (H) = 500

2.Military add-on count (I) = 25

3.Mix of traffic add-on count (J) = 40

4.Domestic-over-water add-on count (K) = 20

5.Oceanic traffic add-on count (L) = 150

6.Density add-on count (M) = 73

7.Airspace usage add-on count (N) = 30

8.Facility profile add-on count (O) = 30

Modified average weighted hourly count (P) = 500 + 25 + 40 + 20 + 150 + 73 + 30 + 30 = 868

Q.Calculate the traffic count index as described earlier under the section titled “Complexity Formula – Sustained Traffic Index.

ADMINISTRATION OF THE STANDARD

1. MINIMIZING UNWARRANTED FACILITY PAY LEVEL FLUCTUATIONS

Every effort should be made to avoid frequent fluctuations in facility pay levels that may be caused by temporary increases or decreases in traffic activity. For example, runway closures, new construction at an airport, or labor disputes in the aviation industry may well decrease a facility's average traffic count index and facility pay level changes may appear warranted. Similarly, an extremely large number of flight operations handled during a brief air show or some other special event may significantly increase the average traffic count index. However, because these events are temporary, a facility pay level change shall not be effected.

While it is the intent of this standard to minimize unwarranted facility pay level fluctuations caused by temporary shifts in air traffic activity, no precise formula can be given for dealing with the many situations where these sudden shifts in air traffic may impact the average traffic count index. The adjustment of a facility's flight operations count to compensate for these and similar kinds of situations should be a matter of judgment based on experience as to what constitutes both a reasonable and normal air traffic workload for the particular facility.

The average traffic count index will change for a variety of reasons. However, unwarranted facility pay level fluctuations may be avoided by delaying action to change facility pay levels until the probable permanency of the change in the average traffic count index can be established. The following procedures are to be observed to ensure that facility pay level changes are made only when appropriate.

2. RAISING FACILITY PAY LEVELS

The following requirements must be met:

1.The facility is required to make every effort to have one (1) full year of complete and accurate data.

2.The calculated TCI must be at or above the breakpoint for a period of three (3) consecutive months, as reported on the last day of the month.

3.The facility manager must provide a twelve (12) month traffic projection that demonstrates that the activity will remain at or above the breakpoint.

4.In circumstances where a facility meets all criteria for upgrade, EXCEPT that a full year of data does not exist, a validation may still take place. If it is determined that the missing data would have a de minimis impact on the calculation of the TCI, the validation will be conducted as though a full year of data exists.

5.The information has been validated by the NVT.

When all of the above requirements have been met, the facility shall be upgraded. The upgrade shall be retroactive to the first full pay period after the first month the facility was at or above the breakpoint.

3. LOWERING FACILITY PAY LEVELS

Where the TCI indicates that a lower FPL might be warranted, the buffer zone will be utilized to prevent a precipitous FPL adjustment.

If the calculated TCI is below the buffer zone for six (6) consecutive months, the following requirements must be met:

1.The facility is required to make every effort to have one (1) full year of complete and accurate data.

2.The facility manager must provide a narrative explaining the reasons for the traffic decreases.

3.The facility manager must provide a twelve (12) month traffic projection outlining the probable permanency of the changed traffic. The facility manager must consult with the Facility Representative when developing the traffic projection.

4.The information has been validated by the NVT.

When all of the above requirements are met, the facility shall be downgraded on the first full pay period after the validation process has been completed. If the administrative process is unable to be completed to meet this timeframe, the downgrade will occur as soon as possible.

APPEAL PROCESS

WHAT MAY BE APPEALED:

The way in which the complexity formula for pay setting is interpreted or applied at a specific facility may be appealed.

NOTE: THE CONTENT OF THE COMPLEXITY FORMULA ITSELF MAY NOT BE APPEALED - ONLY ITS INTERPRETATION OR APPLICATION.

WHO MAY APPEAL:

An appeal may be initiated through appropriate facility channels by any employee. However, the appeal may be filed only by the facility manager and the NATCA Facility Representative. All appeals should be agreed to by both parties before being submitted. In the event that either party non-concurs in the appeal, the party non-concurring has fifteen (15) days to prepare a written rationale for non-concurrence. The non-concurrence must be submitted along with the appeal.

HOW TO FILE AN APPEAL:

1.The appeal must be in writing and must include the following:

a.The facility’s name and pay level;

b.The names, mailing addresses, and telephone numbers of the facility manager and the NATCA Facility Representative;

c.A description of the basis for the appeal, including specific references to those portions of the standard believed to be misinterpreted or inappropriately applied;

d.Copies of any supporting documentation and any other relevant materials in support of the appeal; and

e.A description of how the problem identified should be corrected, including the remedy being sought.

2.The appeal must be filed via certified mail with the FAA ATO COO, with a copy to the NATCA Executive Vice President (EVP).

THE APPEALS PROCESS:

1.Upon receipt of the appeal, the FAA ATO COO and the NATCA EVP will establish within fifteen (15) days a Complexity Appeal Review Committee (CARC), consisting of a NATCA Representative and an Air Traffic Management Representative.

2.The CARC will:

a.determine if the issue is appealable

b.conduct appropriate fact-finding and analysis

c.issue a written statement of findings within sixty (60) days of receipt of the appeal explaining its decision or the reasons why it failed to reach a decision

Decisions of the CARC must be reached mutually. They are binding and final, and there is no further appeal. If the CARC fails to reach a mutual decision, the facility manager and/or NATCA Facility Representative may request to have its case heard by a Complexity Appeals Board (CAB). This request must be in writing to the FAA ATO COO and the NATCA EVP, and must be filed within thirty (30) days of the notification by the CARC that it cannot reach a mutual decision.

3.The CAB:

a.Consists of an FAA representative, a NATCA representative, and an arbitrator. The arbitrator may be mutually agreed to by the FAA representative and the NATCA representative, or may be selected from a panel submitted by the Federal Mediation and Conciliation Service (FMCS). If the FMCS panel is used, the NATCA representative and the FAA representative will alternately strike names from the panel until only one (1) remains.

b.Has thirty (30) days from the receipt of the appeal to select the arbitrator.

c.Will convene within ninety (90) days from the date of the appointment of the arbitrator, at a hearing site mutually agreeable to both Parties, and decision of the majority will be rendered within thirty (30) days of the conclusion of the hearing.

IMPACT OF DECISIONS:

If the appeal is sustained by either the CARC or the CAB, and the finding supports raising of the facility pay level, the decision will be implemented within two (2) pay periods of the finding.

COMPLEXITY FORMULA FOR PAY SETTING

GLOSSARY

Air Route Traffic Control Center (ARTCC) – An air traffic control facility that provides air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.

Air Traffic Operations – All aircraft operations, excluding ground movement of aircraft, vehicles, and personnel.

Approach Control – An air traffic control terminal that provides radar and non-radar control to aircraft arriving or departing the primary airport and adjacent airports, and to aircraft transiting the terminal's airspace.

Buffer Zone – A numerical figure below the minimum facility complexity- formula-based pay level (breakpoint) for a particular facility’s pay level. This figure will be used in conjunction with air traffic projections to determine if change to a lower pay level is appropriate. The buffer zones and the associated breakpoints are depicted in Appendix 1 of this Appendix.

Center Airspace Mileage – For the purpose of this Standard, the facility mileage calculation is determined by the National Oceanic Survey (NOS) based on an average of the low altitude airspace square mileage and high altitude airspace square mileage.

Center Area – The square mileage of the area defined by the geographic domestic boundaries of the Center. Note: The calculation of this value is accomplished through coordination with Aeronautical Information Division (ATA-100) and National Oceanic Survey.

Class of Airspace – (Terminal use only) Airspace of defined dimensions within which air traffic control service is provided to aircraft operations in accordance with the airspace classification. Class B, Class C, Class D, and TRSA are used in the complexity formula.

Class B Airspace – Generally, that airspace from the surface to 10,000 feet MSL surrounding busy airports in terms of airport operations or passenger enplanements.

Class C Airspace – Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and have a certain number of IFR operations or passenger enplanements.

Class D Airspace – Generally, that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower.

TRSA – Airspace surrounding designated airports wherein ATC provides radar vectoring, sequencing, and separation on a full-time basis for all IFR and participating VFR aircraft.

Combined Control Facility (CCF) – An air traffic control facility that provides approach control services for one (1) or more airports, as well as en route air traffic control (center control) for a large area of airspace. Some may provide tower services along with approach control and en route services.

Domestic-Over-Water Traffic – To be counted as domestic-over-water traffic, the facility must: (1) separate aircraft using ICAO rules (whether using radar or non-radar procedures), and (2) the aircraft must (or must have) crossed the ADIZ (whether in domestic-over-water sector or ocean sector).

Foreign Country – In order to receive credit for interacting with a foreign country, facilities with adjacent airspace must routinely coordinate and transfer air traffic with an air traffic facility from another sovereign nation.

Instrument Flight Rules (IFR) – Rules that govern the procedures for conducting instrument flight.

Large Hub Airport – For the purpose of this Standard, a terminal air traffic control facility with an annual air traffic count of 300,000 or more.

LAWRS – A limited aviation weather reporting station (LAWRS) is a facility where observations are taken, prepared, and transmitted by certified FAA air traffic control specialists on a limited basis. At these facilities, various degrees of automated sensors and/or other automated equipment may be available. However, when on duty, the LAWRS observer has the complete responsibility for the surface aviation weather elements.

Major Metropolitan Area – A metropolitan statistical area as defined by the U.S. Census Bureau containing a single core with a population of 2.5 million or more.

Metropolitan Tower Complex – Two (2) or more airport traffic control terminals that provide traffic advisories, spacing, sequencing, and separation services to VFR and IFR aircraft operating in Class B airspace within the vicinity of the airport using a combination of radar and direct observations. These airport traffic control terminals must serve separate Large Hub Airports located in a major metropolitan area and independently be within one (1) facility pay level of each other. Additionally, each airport must be located within fifteen (15) nautical miles (center of airport to center of airport), and have traffic flows that have to be closely coordinated between facilities such that the operational configuration of one (1) airport affects the operational configuration of the other(s).

Mix of Traffic – Currently, this Standard considers the mix of air traffic for terminals and CCFs to be comprised of three categories of traffic: (1) air carrier and military combined; (2) general aviation (including non-military helicopters); and (3) air taxi. When the Agency’s automated data collection capability at these facilities is able to identify jet, turbo prop, and piston traffic separately, it is contemplated that their traffic mix factor will be revised to be consistent with the center measure of traffic mix.

MOA – Military Operations Area.

Non-Radar Sector (in Approach Control) – An exclusive non-radar sector (i.e. area) in what is otherwise classified as an Approach Control or an Approach Control portion of an Up/Down facility. When controllers are assigned to this sector, they are responsible for the control and separation of air traffic without physical or mechanical visual reference to the aircraft under the controllers' jurisdiction. Without radar, the controllers use flight progress strips to document aircraft movement and to develop a picture in their minds of all the aircraft using the airspace. Separation standards between the aircraft are specified in terms of time and/or mileage and they vary according to the speed of the aircraft and the navigational equipment available to the pilot.

Oceanic Traffic – Only air traffic traversing airspace over the oceans of the world and the Gulf of Mexico are to be counted if both of the following conditions are met: (1) no direct communications between aircraft and controller; and (2) ICAO non-radar procedures are used exclusively to separate aircraft.

Overflight – Aircraft that transit a facility's airspace that neither originate nor terminate within that facility's airspace.

Point Out – A physical or automated action taken by a controller to transfer the radar identification of an aircraft to another controller if the aircraft will enter the airspace of another controller and radio communications will not be transferred.

Primary Airport – The airport with the most volume in the Approach Control’s airspace.

Proximity Airports – To be counted as a proximity airport, an airport must have at least 300,000 operations per year, and must have one or more additional airports within ten (10) miles (center of airport to center of airport) that also have 300,000 operations or more per year.

Runway Configuration:

Converging Runway – Runway configuration that has two (2) or more runways where the magnetic alignment will have crossing flight paths within the airport traffic area (ATA) and where the actual runway surfaces do not overlap.

Crossing Runway – Runway configuration that has two (2) or more runways where the magnetic alignment will have: (1) crossing flight paths and where the actual surfaces do overlap; or (2) Non-Intersecting Converging Runways whose extended centerlines cross within one mile of the departure ends and where the actual runway surfaces do not overlap.

Parallel Runways – Two (2) or more runways at the same airport where the magnetic alignment will not have crossing flight paths within the airport traffic area and where the actual runway surfaces do not overlap.

Single Runway – One (1) runway (either hard surface, grass or sea lane) at airports for aircraft use or parallel runways at an airport where the two outermost runways are no farther than 2,500 feet apart measured centerline to centerline.

Secondary Airport – An airport not considered the primary airport for an air traffic control facility for which air traffic services are provided by that ATC facility.

Special Use Airspace (SUA) – Airspace where activities must be confined or limitations may be imposed on aircraft operations. For the purpose of this Standard, the SUA airspace types included are: Alert Area, Controlled Firing Area, Military Operations Area, Prohibited Area, Restricted Area, and Warning Area.

Special Visual Flight Rules (SVFR) Services/Operations – Aircraft operating in accordance with clearances within Class B, C, D, and E surface areas in weather conditions less than the basic VFR weather minimums. Such operations must be requested by the pilot and approved by the controller.

Traffic Count Index (TCI) – A combined measure of the complexity of the air traffic and the sustained traffic index at each facility. It is the measure used to set facility pay levels. For a Metropolitan Tower Complex, the Traffic Count Index for each airport traffic control terminal facility is calculated independently, and the pay level of the Complex is set based on the highest independently calculated TCI.

Terrain – A terminal facility is credited with having mountainous terrain if land measures 4,000 feet above the primary airport field elevation and is contained in the terminal facility’s airspace. An En Route facility is credited with having mountainous terrain if it has land depicted as “mountainous terrain” as specified in FAR 95 Subpart B and has terrain above 10,000 feet MSL within the facility’s designated airspace.

Touch-and-Go – An operation by an aircraft that lands and departs on a runway without stopping or exiting the runway.

Tower – An airport traffic control terminal that provides traffic advisories, spacing, sequencing, and separation services to VFR and IFR aircraft operating within the vicinity of the airport using a combination of radar and direct observations.

Transitional Overflight (in En Route) – An aircraft that exits center airspace at an altitude 4,000 feet or more different from the aircraft’s altitude entering the center area.

VFR Advisory – Service provided to aircraft not on an IFR flight plan. This includes air traffic and weather information, navigational assistance, and other ATC services provided as the work situation permits.

Visual Flight Rules (VFR) – Rules that govern the procedures for conducting flight under visual conditions.

Appendix 1

Complexity Based Pay Levels