Chapter Four: Efforts to Modify the System
Appropriations Act (“DOT Act”), Pub. L. No. 104–50, 109 Stat. 436 (1995) and the
Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (“Ford Act”),
Pub. L. No. 106–181, 114 Stat. 61 (2000).
140
The DOT Act removed the Federal Aviation Administration (FAA) from MSPB
jurisdiction and the relevant statutes and rules, and the Ford Act mostly put it back.
MSPB jurisdiction was restored to what it had been before the DOT Act, but the Ford
Act did not address any changes to MSPB’s Government-wide jurisdiction that occurred
after the DOT Act and did not specify the rules that the Board was to apply when
exercising its reinstated jurisdiction.
141
According to the Federal Circuit, Congress
enacted the Ford Act because it was “[d]issatisfied with the DOT Act’s foreclosure of
appeal rights to the Board[.]”
142
Employees of the Transportation Security
Administration (TSA) also fall under the FAA system.
143
These systems can have some
140
Another example of an agency-specific law that was later repealed is the National
Security Personnel System (NSPS). NSPS was authorized by Congress for the Department of
Defense (DoD) in the National Defense Authorization Act (NDAA) for FY 2004 and repealed in
the NDAA for FY 2010. See U.S. Government Accountability Office, DOD Is Terminating the
National Security Personnel System, but Needs a Strategic Plan to Guide Its Design of a New
System, GAO-11-524R, Apr. 28, 2011, at 1-2. This imposition and repeal of a personnel system
also created some adverse action issues. See, e.g., Ellis v. Department of the Navy, 117
M.S.P.R. 511, ¶¶ 6-8 (2012) (explaining why a cumulative effect of personnel actions gave some
employees adverse action appeal rights over the manner in which they were moved from an
NSPS pay system back to the GS pay system, while others did not have appeal rights).
141
See Roche v. Merit Systems Protection Board, 596 F.3d 1375, 1378-82 (Fed. Cir. 2010)
(explaining the history of the two Acts and the extent to which Board jurisdiction was restored
without specifying the rules that the Board was to apply when exercising that jurisdiction);
Belhumeur v. Department of Transportation, 104 M.S.P.R. 408, ¶¶ 5-12 (2007) (explaining
that because the Veterans Employment Opportunity Act (VEOA) was enacted in 1998 and the
Ford Act of 2000 reinstated the jurisdiction that the Board had in 1996, the Board lacked
VEOA jurisdiction for the FAA). See also Gonzalez v. Department of Transportation, 568 F.3d
1369, 1370 (Fed. Cir. 2009) (explaining that the Ford Act did not restore the Back Pay Act for
FAA employees).
142
Roche, 596 F.3d at 1378.
143
Coradeschi v. Department of Homeland Security, 439 F.3d 1329, 1332 (Fed. Cir. 2006).
Because the FAA is within the Department of Transportation and the TSA is within the Department
of Homeland Security, some cases that list either of those departments as a party to a case may follow a
different set of rules than other cases within those same departments. TSA screeners are particularly
in their own category, with the Board unable to hear appeals from TSA screeners alleging
violations of laws such as USERRA, the Whistleblower Protection Act (WPA), VEOA, suitability
determinations under 5 C.F.R. part 731, employment practices appeals under 5 C.F.R. part 300,
and the Board’s review of agency regulations under 5 C.F.R. part 1203. Spain v. Department of
Homeland Security, 99 M.S.P.R. 529 (2005), aff’d sub nom., Spain v. Merit Systems
Protection Board, 177 F. App’x 88 (Fed. Cir. 2006).
A REPORT BY THE U.S. MERIT SYSTEMS PROTECTION BOARD 37