Date: 201407
Local time of day: 0001-0600
Location: GGG.TRACON, TX
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E GGG
ATC / advisory: TRACON GGG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown; Distraction; Troubleshooting; Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Soon after assuming the position; I noticed a surge through the ICSS on 3 of our 4 shout lines to other facilities.  I didn't think that much of it because that has happened in the past during storms or a power surge.  Around 10 minutes later; a dial line rang and I answered it.  It was SHV Approach calling to tell me that they could not raise me on the shout line.  I did a line check on all of the shout lines and only TYR Tower responded.  I informed the FLM of our equipment problem and then tried contacting all of the overlying ARTCC sectors of our status. At the time ZFW DONIE Sector sent a reroute aircraft to TYR because of a ground stop to DFW International Airport.  I took the handoff and when the aircraft established radio contact with me I issued a descent to 3;000 feet.  By the time the aircraft crossed the TYR VOR (his clearance limit) it was still 4;000 feet above my airspace.  The pilot asked for instructions and I told him to fly a 020 heading after he crossed the TYR VOR even though he was not inside the vertical boundary of my airspace. I had attempted to reach DONIE Sector; but due to aircraft saturation; he could not answer the dial line. When the FLM called the AF Technician and the MOCC about the problem; a Technician came into the TRACON to ascertain the nature of the problem but then told the FLM that his shift was ending and he had to go home.  The FLM called the AF Manager to request that the tech be allowed to stay to help and consult with the company that administers the phone lines; but his request was denied.  I was relieved from my position after; with the equipment outage unresolved.At this facility; the AF manager has shown open contempt for controller requests and concerns due to equipment outages. The ATM has backed the AF manager over the objection of the controller workforce on virtually every occasion.  In this instance; the inability of the RADAR Controller to coordinate with neighboring facilities is a potentially profound risk to the flying public.  The situation was exacerbated by the fact that due to the ground stop at DFW airport; the overlying ARTCC controllers were extremely busy.  More than once; AF management has dismissed controller concerns out of hand on issues as wide-ranging as this communication breakdown all the way to RADAR calibration.  I know that as a controller; I cannot perform my job without the help of support personnel like the AF technicians.  However; the AF manager does not seem to understand that his personnel are here to SUPPORT the operation and help ENSURE the safety of the flying public. It is unacceptable that a tech would be sent home during a period of potential crisis because the AF manager does not want to authorize overtime.  Air traffic control is serious work and controllers deserve a serious effort from the technicians and their management.




Synopsis: GGG Approach Controller describes situation where the facility loses land lines and is unable to get Technician to fix problem due to lack of overtime available.