Clearance Clarance

I have been reading some reliable "closed" newsgroups on the FAA v LM FSS transition. The scale of LM management and FAA oversight incompetence that has evolved is astounding. I assume, in order to save dollars, the inter-facility phone system is partly to blame. There have been some recent exposures of clearance issues.
When non-ATC (LM) calls ATC (FAA) for an aircraft clearance there is a series of events that must occur. LM requests the CL from ATC, ATC either gives it with a void time, states unable or gives it with a hold for release. Sounds pretty simple. ATC 101, sort of. LM then relays the CL to the pilot. LM should get a readback, and the conversation is done. The pilot executes the CL and goes on his/her merry way. Now, add to the mix the possibility (or reality) of more that 2 facilities unknowingly participating in the same CL request. This appears to be happening on more that a few occasions. It can be due to improper phone technique, timing or the equipment itself where not everyone can be heard on the line (simplex v duplex, look it up) . If there is an active request being worked, and a third party joins the line and requests a CL, the possibility of a CL being issued to the wrong AC can and has happened. Add to this the "non-standard" delivery from ATC just confuses the issue. Another trouble area is the phone system itself. ATC has no way of knowing which LM facility is calling them. Sure they identify themselves, but BNA could conceivably be physically located in DCA or FTW, it just depends how the configuration is set at that moment. So if ATC gives a clearance with a HFR (hold for release) eventually LM needs to call back to get the release time. ATC can call back LM, but he's got to know which position is the correct one (add to the mix, they HATE doing that). It gets more FUBAR from here, and frankly, I don't feel like typing all the different scenarios possible, lets just say, its IS happening. Add to the mix yet again, a popular Tower-less airport, where there may be more than 2 AC requesting clearance, and each pilot is talking to a different LM facility, man this is a recipe for a soup sandwich. Can you say operational error, can you say near midair, midair?

LM allows each facility a little poetic license on how they run their operation, this is bad. Ignoring repeated point outs from specialists, the LM (former FAA) management refuses to act on this issue. Pilots are obtaining ATC phone numbers and frequencies in attempt to bypass LM, adding to the ATC workload. Its getting real scary. Stay tuned.

On another note, Alaska AFSS has shown an increase in call volume from pilots. It seems, pilots are calling Alaska for pilot weather briefs, once again avoiding LM. This is reflected in the latest facts and figures from the FAAs fact book. LM FSS calls are down 50% for this same timeframe when they were FAA. I don't blame them a bit. Its been 21/2 years, and LM is still trying to find the right software system to do the work. The FAA has also requested bids to sustain DUATs for another 5 years. Guess they have lost a bit of confidence in LM. NOTAMs, well FUBAR.

Bottom line, LM bit off way more than they can chew on this one. It isn't as simple as building a fully functional F22

http://www.spaceref.com/news/viewsr.html?pid=20396



or an operational satellite






Well, you get the picture.......