Narrative:

In the morning I arrived at work for a shift. I was assigned to work flight data while there would be training on clearance delivery position. That particular morning there was no traffic management coordinator (tmc) or traffic management unit (tmu) controller and as the flight data specialist; I assumed a lot of the morning responsibility of the tmc controller. During the morning the tmc position is very busy; with the initial posting of traffic management initiatives (tmis) for the morning push. As I was working the tmc position it was a 'team effort' with the trainer on clearance delivery (clearance delivery) and the certified professional controller (cpc) on clearance delivery and myself to work on the flight data positional duties.during this time an amendment for aircraft X printed 25 minutes before the aircraft was scheduled to depart. Through the work of the morning push; this amendment either was read and not amended by the pilot; or never made it to the aircraft at all. According to my supervisor; halfway to [their destination]; the aircraft made a wrong turn which would have been fixed had the pilot made the proper input; or someone in the tower distributed the proper amendment to the aircraft.at bos; the tmc position is rather awkward; facility management requires a tmc on normal mornings; however the position was not staffed due to a tmc being off the schedule for sick leave. Bos will not allow cpcs to be signed onto the cpc [tmc] position; but it is understood by management/front line managers (flms) that when a cpc is working flight data; they will perform most; if not all; of the current tmc workload as long as that position is vacant. Management has also even refused to call cpcs as overtime to work the tmc position when we are unable to staff the position with a tmc controller. They instead call flms for the overtime if it is specific work for the tmc.the current mindset forces us to list controllers as working 'flight data' or 'cab coordinator' when actually they are working the tmc position in regards to posting delays; and working with other traffic management initiatives.in my opinion; the confusion of who was working the flight data position could allow 'cracks' in the system where amendments like this can go unnoticed; or not be communicated to aircraft. If the boston tower SOP allowed cpcs to work the tmu position when necessary; then the objectives of each individual position would remain clearer and everyone could concentrate on the one job they are actually assigned.I also believe that bargaining unit work should be done by bargaining unit employees and that it should not be 'off limits' to assign a cpc to the tmu position. There are no differentials assigned with the position so it should not affect time and attendance and it should be made clear that when you are assigned flight data; your duties are flight data; not flight data; as well as tmc.

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Original NASA ASRS Text

Title: Boston Tower Controller reported of a problem with an aircraft not getting the correct clearance and turning unexpectedly off the route many hours later. Reporter stated that while a Traffic Management Coordinator (TMC) is absent from the control room; the flight data position will take over those duties. Reporter did not like this and wanted the procedure changed.

Narrative: In the morning I arrived at work for a shift. I was assigned to work flight data while there would be training on clearance delivery position. That particular morning there was no Traffic Management Coordinator (TMC) or Traffic Management Unit (TMU) controller and as the flight data specialist; I assumed a lot of the morning responsibility of the TMC controller. During the morning the TMC position is very busy; with the initial posting of Traffic Management Initiatives (TMIs) for the morning push. As I was working the TMC position it was a 'team effort' with the trainer on Clearance Delivery (CD) and the Certified Professional Controller (CPC) on CD and myself to work on the flight data positional duties.During this time an amendment for aircraft X printed 25 minutes before the aircraft was scheduled to depart. Through the work of the morning push; this amendment either was read and not amended by the pilot; or never made it to the aircraft at all. According to my supervisor; halfway to [their destination]; the aircraft made a wrong turn which would have been fixed had the pilot made the proper input; or someone in the tower distributed the proper amendment to the aircraft.At BOS; the TMC position is rather awkward; facility management requires a TMC on normal mornings; however the position was not staffed due to a TMC being off the schedule for sick leave. BOS will not allow CPCs to be signed onto the CPC [TMC] position; but it is understood by management/Front Line Managers (FLMs) that when a CPC is working flight data; they will perform most; if not all; of the current TMC workload as long as that position is vacant. Management has also even refused to call CPCs as overtime to work the TMC position when we are unable to staff the position with a TMC controller. They instead call FLMs for the overtime if it is specific work for the TMC.The current mindset forces us to list controllers as working 'flight data' or 'cab coordinator' when actually they are working the TMC position in regards to posting delays; and working with other traffic management initiatives.In my opinion; the confusion of who was working the flight data position could allow 'cracks' in the system where amendments like this can go unnoticed; or not be communicated to aircraft. If the Boston Tower SOP allowed CPCs to work the TMU position when necessary; then the objectives of each individual position would remain clearer and everyone could concentrate on the one job they are actually assigned.I also believe that bargaining unit work should be done by bargaining unit employees and that it should not be 'off limits' to assign a CPC to the TMU position. There are no differentials assigned with the position so it should not affect time and attendance and it should be made clear that when you are assigned flight data; your duties are flight data; not flight data; as well as TMC.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.