Fixed Wing Pilot
Workforce Analysis
In the
US Forest Service
Prepared for:
USDA Forest Service
WO Strategic Planning & Performance Accountability
Management Analysis Studies Office
Washington, DC
Prepared by:
Management Analysis, Incorporated
2070 Chain Bridge Road, Suite 550
Vienna, VA 22182
July 29, 2008
Table of Contents
Executive Summary .................................................................................................................... i
1.
Purpose of Analysis ..........................................................................................................1
1.1.
General Description of Fixed Wing Pilot Activities................................................................ 2
Table 1 - Aircraft and Personnel Summary..................................................................................................3
Figure 2 - Percentage of Costs by Mission Area .........................................................................................3
2.
Methodology....................................................................................................................... 4
2.1.
Data Collection.......................................................................................................................... 4
Table 3 - Season Dates by Activity..............................................................................................................4
2.2.
2.3.
Assumptions ............................................................................................................................. 5
FTE/CME Calculations.............................................................................................................. 5
Table 4 -Total FTE over 21-Month Period ...................................................................................................6
Table 5 - Current Staffing Levels by Season ...............................................................................................7
2.4.
2.5.
Proportioning Pilot Time by Activity Area .............................................................................. 7
Staffing....................................................................................................................................... 8
Table 6 - Staffing Variables and Requirements ...........................................................................................8
2.6.
3.
When Hiring an Initial Employee is Cost Effective ................................................................ 9
Personnel.......................................................................................................................... 11
Table 7 - Average FTE/CME Positions by Mission Area Over 21-Month Analysis Period ........................11
Figure 8 - Percentage of Pilots by Mission Area........................................................................................11
Figure 9 - Fixed Wing Pilots by Region .....................................................................................................12
3.1.
Pilot Hours............................................................................................................................... 12
Figure 10 - Comparison of Pilot Hours ......................................................................................................12
Figure 11 - Flight Hours as a percentage of Hours Physically Worked .....................................................13
3.2.
Personnel Cost........................................................................................................................ 13
Table 12 - Personnel Costs (Government & Contract Pilots) ....................................................................14
Figure 13 - Total Personnel Costs over 21-Month Analysis Period...........................................................15
3.3.
Personnel Training and Qualifications ................................................................................. 15
Table 14 - Annual Recurrent and Initial Training Cost by Mission Area....................................................16
3.4.
Agency versus Contract Training Requirements/Qualifications........................................ 16
Table 15 - Comparison of Agency versus Contract Smokejumper Training Requirements......................17
3.5.
4.
Training Delivery Method ....................................................................................................... 18
Aircraft .............................................................................................................................. 18
Table 16 - Estimated Government and Contract Aircraft Costs ................................................................18
Table 17 - Aircraft Included in Analysis .....................................................................................................19
Figure 18 - Aircraft Hours by Mission Area................................................................................................20
Figure 19 - Total Aircraft Costs per Month.................................................................................................20
Figure 20 - Government and Contract Aircraft Costs per Month ...............................................................21
4.1.
Leadplane Aircraft (without Pilots) ....................................................................................... 21
Table 21 - Government versus Contract Leadplane Aircraft Comparison.................................................21
4.2.
Smokejumper Aircraft (with Pilots) ....................................................................................... 22
Table 22 - Government versus Contract Smokejumper Aircraft + Pilots...................................................22
Table 23 - Contract Smokejumper Aircraft Data........................................................................................23
Table of Contents - i
5.
Pilots ................................................................................................................................. 23
Table 24 - Contract Pilot Data for the Analysis Period ..............................................................................23
5.1.
5.2.
5.3.
6.
Contract Smokejumper Pilots................................................................................................ 23
Contract Seaplane Pilots........................................................................................................ 24
Contract Infrared Pilots .......................................................................................................... 24
Utilization of Aircraft and Pilots...................................................................................... 25
Figure 25 - Total Hours Worked and Total Flight Hours............................................................................25
Figure 26 - Total Flight Hours per month by Mission.................................................................................25
7.
Leadplane Mission Area .................................................................................................. 26
7.1.
7.2.
7.3.
Background ............................................................................................................................. 26
Seasons ................................................................................................................................... 26
Personnel................................................................................................................................. 27
Table 27 - Leadplane Personnel Costs .....................................................................................................27
7.4.
Aircraft ..................................................................................................................................... 27
Table 28 - Leadplane Aircraft Summary ....................................................................................................28
Figure 29 - Total Leadplane Aircraft Flight Hours per Month ....................................................................29
7.5.
Unable to Fill (UTF) Orders .................................................................................................... 29
Table 30 - UTF Orders in the Leadplane Mission Area .............................................................................29
7.6.
Staffing..................................................................................................................................... 30
Table 31 - Pilot Staffing for Leadplane Mission Area ................................................................................30
Table 32 - Estimated "Off Season" Flight Hours per Pilot .........................................................................30
Figure 33 - "Off Season" Leadplane FTE by Region .................................................................................30
8.
Smokejumpers .................................................................................................................31
8.1.
8.2.
Background ............................................................................................................................. 31
Seasons ................................................................................................................................... 31
Table 34 - Estimated Initial Attack Training Dates by Base.......................................................................31
8.3.
Personnel................................................................................................................................. 31
Table 35 - Smokejumper Pilot Personnel Costs ........................................................................................32
8.4.
Aircraft ..................................................................................................................................... 32
Table 36 – Smokejumper Aircraft Summary..............................................................................................32
Table 37 - Government-Owned versus Contracted Smokejumper Aircraft Comparison...........................33
Figure 38 - Total Smokejumper Aircraft Flight Hours per Month ...............................................................34
8.5.
Unable to Fill (UTF) Orders .................................................................................................... 34
Table 39 - UTF Orders in the Smokejumper Mission Area........................................................................34
8.6.
Staffing..................................................................................................................................... 35
Table 40 - Pilot Staffing for Smokejumper Mission Area ...........................................................................35
Table 41 - Estimated "Off Season" Flight Hours per Pilot .........................................................................35
Figure 42 - "Off Season" Smokejumper FTE by Region............................................................................36
Table of Contents - ii
9.
Infrared ............................................................................................................................. 37
9.1.
9.2.
9.3.
Background ............................................................................................................................. 37
Seasons ................................................................................................................................... 37
Personnel................................................................................................................................. 37
Table 43 - Infrared Pilot Personnel Costs..................................................................................................37
9.4.
9.5.
Current Contracts ................................................................................................................... 38
Aircraft ..................................................................................................................................... 38
Table 44 - Infrared Aircraft Summary ........................................................................................................38
Figure 45 - Total Infrared Aircraft Flight Hours per Month.........................................................................39
9.6.
Unable to Fill (UTF) Orders .................................................................................................... 39
Table 46 - UTF Orders in the Infrared Mission Area .................................................................................39
9.7.
Staffing..................................................................................................................................... 40
Table 47 - Pilot Staffing for Infrared Mission Area .....................................................................................40
Table 48 - Estimated "Off Season" Flight Hours per Pilot .........................................................................40
Figure 49 - "Off Season" Infrared FTE by Region .....................................................................................40
10.
Seaplane ........................................................................................................................... 41
10.1. Background ............................................................................................................................. 41
10.2. Seasons ................................................................................................................................... 41
10.3. Personnel................................................................................................................................. 41
Table 50 - Seaplane Pilot Personnel Costs ...............................................................................................41
10.4. Aircraft ..................................................................................................................................... 42
Table 51 - Seaplane Mission Area Aircraft Summary................................................................................42
Figure 52 - Total Seaplane Aircraft Flight Hours per Month ......................................................................42
10.5. Staffing..................................................................................................................................... 43
Table 53 - Pilot Staffing for Seaplane Mission Area ..................................................................................43
Table 54 - Estimated "Off Season" Flight Hours per Pilot .........................................................................43
11.
Other Resource Uses ......................................................................................................44
11.1. Background ............................................................................................................................. 44
11.2. Seasons ................................................................................................................................... 44
11.3. Personnel................................................................................................................................. 44
Table 55 - Other Resource Uses Pilot Personnel Costs ...........................................................................44
11.4. Aircraft ..................................................................................................................................... 45
Table 56 - Other Resource Uses Aircraft Summary ..................................................................................45
11.5. Staffing..................................................................................................................................... 45
Table 57 - Pilot Staffing for Other Resource Uses Mission Area...............................................................45
Figure 58 - "Off Season" Other Resource Support FTE ............................................................................46
Table of Contents - iii
12.
Summary........................................................................................................................... 47
12.1. Staffing..................................................................................................................................... 47
12.2. Training.................................................................................................................................... 47
12.3. Leadplane Aircraft .................................................................................................................. 47
Table 59 - Contract Leadplane Aircraft Data by Month .............................................................................47
12.4. Management ............................................................................................................................ 48
12.5. Leadplane Mission Area......................................................................................................... 48
12.6. Infrared Mission Area ............................................................................................................. 48
12.7. Alternative Personnel Scheduling Options .......................................................................... 48
12.8. Utilization and Productivity of Pilots in “Off Season”......................................................... 48
12.9. Other Findings ........................................................................................................................ 48
12.10. Record of Individual Flying Time .......................................................................................... 49
12.11. Handbooks and Guides.......................................................................................................... 49
12.12. Pilot Staffing and Scheduling ............................................................................................... 49
12.13. Aircraft Data ............................................................................................................................ 50
12.14. Paying for Fuel in Contract Leadplanes with Government Air Cards................................ 50
12.15. Payroll Irregularities ............................................................................................................... 50
12.16. Smokejumper Aircraft ............................................................................................................ 52
Table 60 - Smokejumper Aircraft Hours by Base ......................................................................................52
Appendix A – Percentage of Pilot Time in Mission Area .......................................................................1
Appendix B – FTE/CME Over 21-month Analysis Period ......................................................................3
Appendix C – Pilot Hours and Rates .......................................................................................................5
Appendix D – Other Pay Hours by Pilot ..................................................................................................7
Appendix E – Supporting Documentation FTE by Mission Area ..........................................................8
Appendix F – Pilot Travel Costs by Mission Area ..................................................................................9
Appendix G – Pilot Training Costs by Mission Area............................................................................11
Appendix H – Pilot Training Requirements and Costs ........................................................................13
Appendix H1 – Leadplane Pilot Training.......................................................................................... H1
Appendix H2 – Smokejumper Pilot Training .................................................................................... H5
Appendix H3 – Infrared Pilot Training ............................................................................................ H12
Appendix H4 – Air Attack Pilot Training ......................................................................................... H16
Appendix H5 – Point to Point Pilot Training ................................................................................... H20
Appendix H6 – Resource Pilot Training ......................................................................................... H22
Appendix H7 – Recon Pilot Training .............................................................................................. H24
Appendix H8 – Beaver Pilot Training ............................................................................................. H28
Appendix H9 – Other Pilot Training................................................................................................ H33
Appendix H10 – Misc Pilot Training ............................................................................................... H35
Appendix I – Aircraft Data .......................................................................................................................24
Appendix J – Aircraft Fixed and Variable Costs...................................................................................26
Appendix K – Smokejumper Cost Comparison DC-3 2005 .................................................................27
Appendix L – Total Personnel Cost per Pilot........................................................................................28
Appendix M – Sample GS-2181-12 Pilot PD Template .........................................................................30
Appendix N – Supporting Documentation for Flight Hours per Pilot.................................................33
Appendix O – National Training Schedule (2005/2006/2007)...............................................................35
Appendix P - Aircraft Operation Series, GS-2181 Position Classification Standard ........................37
Table of Contents - iv
Executive Summary
The Fixed Wing Pilot Workforce Analysis was initiated to examine the requirements,
workload, cost, and utilization of the pilots in the Forest Service (FS) fixed wing aviation
activity and was designed to specifically evaluate all fixed wing activities and establish current
baseline data for use by managers. Particular attention was given to actual flight usage
because it is a quantifiable value that can be used to establish utilization, volumes and
seasons.
As part of the FS Fire and Aviation Management program, the primary mission of the fixed
wing activity is to provide aviation resource support to wildfire suppression efforts. Many
facets of the activity were identified, analyzed, and evaluated. The analysis team identified
the following five major sub-activities within the fixed wing component of the aviation
program.
• Command and Control (Leadplane Operations)
• Aerial Delivery (Smokejumper Operations)
• Infrared Detection (IR)
• Seaplane (Beaver)
• Other Resource Uses
The primary missions of these sub-activities include, but are not limited to, initial attack; aerial
delivery of firefighters and supplies; detection, command and control; and operations
including forest support, aerial surveys, and administrative transport. While aviation
resources are considered “national assets”, the day to day operation and management of
these resources is delegated to the regions.
This analysis included fixed wing pilot and aircraft data for a 21-month period (January 2005
thru September 2006). The period encompassed two “fire seasons” and one “off season”
which included one winter season and two spring training seasons. Fifty-nine in-house pilots
(45.84 FTE positions) and 3 contract pilots – Contract Manpower Equivalent (1.58 CME
positions) were included in this analysis. These positions include line pilots and managers
(Regional Aviation Officers (RAOs), Regional Aviation Safety Managers (RASMs), and
Deputy Regional Aviation Officers (DRAOs), Unit Managers) that dedicate a significant
portion of their time to flying. It was necessary to include managers in order to account for all
hours flown on government owned/government operated (GO/GO) aircraft and contractor
owned/government operated (CO/GO) aircraft. Over the analysis period these personnel
costs totaled approximately $11.16 million.
Data for 25 FS-owned and 22 Exclusive Use contracted aircraft were included in the analysis.
Aircraft data was included to determine the overall cost to the government for each subactivity, including personnel and aircraft. The estimated cost of the aircraft used during the
analysis period totaled approximately $24.41 million.
Executive Summary - i
Crosschecks were established to maintain the quality and integrity of the data gathered;
however, a series of assumptions had to be made to complete analysis. These assumptions
are described in detail in Paragraph 2.2. This analysis was also complicated by the variability
of workload across seasons and years, and the high proportion of pilots that participate in
multiple activity areas. Additional challenges were encountered as each FS unit has a unique
set of qualification requirements, mix of aircraft, and contractor use. A valid cost estimate for
contracting various sub-activities cannot be provided at this time as a sample size large
enough to produce reliable cost estimates is not available.
The “fire seasons” established in this analysis encompassed 88.5% of the total hours flown
during the analysis period, while 11.5% of the total hours flown occurred during the “off
season”.
The data show that overtime is a significant factor in the overall personnel cost for the fixed
wing activity. Pilots accumulated 32,780 hours of overtime during the analysis period, at a
cost of approximately $1.5 million. This overtime workload is equivalent to approximately 11
FTE. Ninety percent of the overtime hours occurred during the designated “fire seasons”.
The analysis team evaluated hiring additional pilots to reduce overall costs; however, the
evaluation illustrated that it is more cost effective to pay overtime than to hire additional
seasonal employees.
Recurrent training is also a significant factor in the overall cost, totaling approximately $2.2
million over the analysis period. On average, 15 percent of the total personnel cost was
attributed to recurrent training costs, with some individual activities approaching 20%.
Additionally, FS policy on pilot training exceeds civilian training requirements for pilots
performing like missions, which results in higher training cost for agency pilots. A contractor
needs only to meet the specifications of the contract, which generally mirror Federal Aviation
Regulation (FAR) requirements plus a few hours of mission specific training. Data was not
available to compare accident rates or other performance measures to assess the benefits of
the additional FS-mandated training.
The cost effectiveness of contract pilots flying government aircraft varied greatly depending
on the activity and contract. For example, one exclusive use contract smokejumper pilot cost
the government approximately $1,067 per day (all costs included). This cost is approximately
$420 per day higher than the average cost of a government smokejumper pilot (all costs
included). The results are reversed in the infrared mission area, where a fully qualified
government pilot costs approximately $585 per day (salaries and training) compared to the
rates for contract pilots, which range from $450 to $462 per day for the same resource.
The organization of aviation resources was evaluated as part of this analysis and
opportunities for improvement were identified in some activity areas. For example, while
Leadplane and Smokejumper assets are considered national assets, management of these
assets is delegated to the regions, resulting in each region having relatively few assets.
While regions work together (pilot to pilot or base to base) to cover shortages, the execution
of these arrangements is not part of a coherent national aviation strategy. Managing these
assets on a national level would increase the economy of scale and facilitate the allocation of
aircraft in response to changing national priorities.
Executive Summary - ii
1. Purpose of Analysis
The purpose of the Fixed Wing Pilot Workforce Analysis is to examine the requirements, workload,
cost, and utilization of the pilots in the fixed wing activity within the FS Fire and Aviation Management
area. The workforce analysis complements the Aviation Activities Management Efficiency
Assessment, which presented various recommendations regarding Fixed Wing Pilots. The Workforce
Analysis was conducted to gather and present current, accurate supplemental information regarding
the entire fixed wing activity. Information from this analysis provides FS managers’ baseline data from
which to make appropriate decisions.
This analysis included data for 59 in-house FS Pilots and 3 contract Pilots, as well as 25 FS-owned
aircraft and 22 exclusive use contract aircraft. It focused on identifying the major requirements, costs,
and variables of fixed wing activities. This analysis determined the core “fire seasons” and “off
seasons” relative to fixed wing functions, evaluated current pilot utilization, and analyzed staffing for
each mission area for the designated seasons.
The Pilot Workforce Analysis was performed by the following analysis team members supported by
the consulting firm of Management Analysis, Incorporated (MAI).
Betsy Walatka
Robert Kuhn
Dan Roth
Arthur L. Smith
Mark Hall
SPPA/MAS Staff - Oversight Committee
WO FAM P&B Staff - Oversight Committee
Aviation Management Specialist, US Forest Service
President, Management Analysis, Inc
Consultant/Industrial Engineer, Management Analysis, Inc.
Development of Pilot Training Requirements Data
Donald Bell
R-06 Leadplane Pilot
Wayne Erickson
R-09 Seaplane Senior Pilot
Rick Haagenson
R-05 Leadplane/Smokejumper Pilot
Greg McDonald
R-04 Leadplane Pilot
Contract Information
Colleen Hightower
Elna Black
Terry Kiele
Orrin Corak
Barbara Hayden
Linda Hawkins
Susan Lam
Sydney Bacon
Debbie Karst
Teddi LaMoure
Sheila Valentine
Kolleen Shelley
Lynnann Anderson
Heather Fraga
Contracting Officer (WO Smokejumper Contract)
Procurement Assistant
R-04 Aviation Contracting Officer
R-06 Contracting Officer
R-02 Contract Specialist
R-08/RO Acquisition Management
R-05 Contracting Officer
R-01 Contracting Officer
Financial Analyst ASC – Incident Finance Branch
NIFC Fire Application Help Desk
Aviation Program Assistant
Team Member
Team Member
Encore Temporary Services
USFS FW Pilot Workforce Analysis - 1
1.1.
General Description of Fixed Wing Pilot Activities
Fixed wing aviation assets are used for a wide variety of missions, including operational personnel
transport, research, forest rehabilitation, law enforcement support, aerial photography, infrared
detection, and fire prevention and suppression.
The primary mission types included in the fixed wing activities under analysis were categorized into
the following five sub-activity areas:
• Command and Control (Leadplane): Provides command and control of wildland fires by
combining leadplane technology, fire/forest/aviation/geographic knowledge, and communications.
These pilots and aircraft are used in fire suppression as leadplanes, Aerial Supervision Modules
(ASM), Air Tactical Group Supervisors (ATGS).
• Aerial Delivery (Smokejumper Operations): Provides fixed wing assets to rapidly transport
qualified firefighters and supplies to an emerging fire in order to attack and contain the spread.
Smokejumper resources are used for initial attack in an effort to fully control fires within the first
burning period, which is generally defined as 10am to sundown, and to perform extended attack
on wildland fires.
• Infrared Fire Detection (IR): Provides infrared technology for use in detecting, mapping, and
monitoring wildland fires. This technology is used to provide accurate, high-quality infrared
imagery to an incident in a timely manner.
• Seaplane (Beaver): Provides a wide variety of fire support including fire detection,
reconnaissance, initial attack with water and foam suppressant, initial attack crew haul, logistical
re-supply, and prescribed fire support. Also provides non-fire support for missions including, but
not limited to, law enforcement, photography, forest health, fish stocking, tree seeding, and
administrative flights, Search and Rescue, and Medevac.
• Other Resource Uses (Sketch mapping, Aerial Survey): Provides fixed wing assets for use in
missions that support recreation, timber resources, vegetation management, watershed condition,
research, and reduction of invasive species.
Each of these activities requires a variety of aircraft, qualifications, training, and availability.
Approximately 32 percent of the pilots evaluated as part of this analysis allocate a portion of their time
to multiple mission areas.
Fifty-nine FS pilots, totaling 45.84 Full Time Equivalents (FTEs) over the analysis period (45 pay
periods), dedicated the majority of their time to fixed wing aviation operations. Approximately 36
percent of these pilots worked less than the full 45 pay periods. Three contract pilots, totaling 1.58
Contract Manpower Equivalents (CMEs), were also utilized for fixed wing operations over the analysis
period. Two of the contract pilots were exclusive-use and one was call-when-needed. Unlike the
government pilots, the contract pilots were utilized only during the “fire seasons” and not for the entire
21-month period.
USFS FW Pilot Workforce Analysis - 2
Twenty-five FS aircraft and 22 exclusive use contract aircraft were used for fixed wing operations
during the analysis period. Table 1 - Aircraft and Personnel Summary summarizes the number
and estimated costs of the FTE positions, CME positions, and aircraft evaluated in this analysis. It
should be noted that the personnel costs shown below do not include travel and training costs, which
totaled approximately $3.6 million over the analysis period. Additionally, Figure 2 - Percentage of
Costs by Mission Area illustrates the total percentage of aircraft and personnel costs allocated to each
of the five mission areas.
Table 1 - Aircraft and Personnel Summary
Government-owned
Contract
Total
Aircraft
Number of Aircraft
Total Cost Over
Evaluated
Analysis Period
25
$ 11.32 million
22
$ 13.09 million
47
$ 24.41 million
Personnel
Number of FTE/CME
Annual Base
Positions
Cost (12-months)
Government Pilots
Contract Pilots
Total
45.84
1.58
47.42
$ 6.22 million
$ 158,000
$ 6.38 million
Base Cost Over
Analysis Period (21months)
$ 10.88 million
$ 276,000
$ 11.16 million
+
Note: 2080 is the standard available production hours for CMEs, and 1776 is the standard for Federal FTE,
However, in order to do a fair comparison for the purposes of this effort, CME’s and FTEs were calculated at
1776 annual productive hours.
Figure 2 - Percentage of Costs by Mission Area
Percentage of Personnel and Aircraft
Costs by Program Area
Other
9%
Infrared
10%
Seaplane
4%
Leadplane
45%
Smokejumper
32%
USFS FW Pilot Workforce Analysis - 3
2. Methodology
2.1.
Data Collection
Data for all pilot positions was collected and evaluated as part of this analysis. In addition, data for 25
FS-owned fixed wing aircraft and 22 exclusive use contract fixed wing aircraft was included in the
analysis. The contracted aircraft were used primarily for leadplane missions (with government pilots)
and smokejumper missions (with contractor pilots). The data in this report is a “snapshot in time” and
as such can be used to identify potential efficiency gains for the organization, but should not be used
to quantify estimated future savings.
The data collected for this analysis covers the period from January 1, 2005 to September 30, 2006.
Specific seasons for each activity were determined relative to the requirements and constraints of
each. Table 3 - Season Dates by Activity shows the dates that were used to designate the “fire
season” and “off season” for each activity. As expected 88.5% of the total hours flown by government
pilots during the analysis period were during the designated “fire seasons”.
Table 3 - Season Dates by Activity
Activity Area
Leadplane
Smokejumper
Infrared
Seaplane
Other Resource Uses
“Off Season”
Start
End
November 1
October 1
October 1
November 1
November 1
March 31
March 31
May 31
March 31
March 31
“Fire Season”
Start
End
April 1
April 1
Jun 1
April 1
April 1
October 31
September 31
September 31
October 31
October 31
To limit the number of field data requests, information for this analysis was acquired through the most
accurate sources currently available. These sources include, but are not limited to:
•
•
•
•
•
•
•
•
•
•
•
Time and Attendance Records (FS 6100-11)
Travel Vouchers
Aviation Management and Information Systems (AMIS)
Contract payment documentation
Record of Individual Flying Time (FS 5700-25)
Resource Ordering and Status System (ROSS)
FireCode
Contracts and Contractors Invoices
Forest Service Manuals, Handbooks and Guides
Forest Service Position Organizational Listings
Forest Service WorkPlan
USFS FW Pilot Workforce Analysis - 4
2.2.
Assumptions
The following assumptions were made to simplify the collection, processing, and presentation of data
and information:
• All flight hours reported by pilots on their Individual Flight Records were accurately reported.
• All aircraft hours were accurately recorded on FS-6500-122 and entered correctly into AMIS.
• Costs reported on contract payments and flight reports represent the total costs associated with
use, except as noted (i.e., when Leadplane Pilots used Government Air Cards for fueling Contract
Leadplanes, in which cases an additional $305 per hour was added to the cost of the aircraft to
compensate for the fuel used at the government’s contract price).
• There are no aircraft or pilots used in these capacities beyond those identified in this analysis.
• Pilots from other agencies that have flown the included aircraft as part of training or staffing
represent an insignificant part of the total staffing hours.
• For the purposes of this effort, CME’s and FTEs were calculated at 1776 annual productive hours.
Annual productive hours over the 21-month period total 3,108 hours [1,776 + (9/12 x 1,776)].
• The costs calculated for pilots are based upon fully-qualified pilots.
• Where pilots flew more than one mission area, the higher of the two recurrent training costs was
used.
• Costs associated with the low workload months in 2006 not covered by the analysis period
(October, November, and December) would likely have had little affect on the findings of this
analysis.
2.3.
FTE/CME Calculations
Full Time Equivalents are expressed in terms of standard annual productive hours (1,776) rather than
annual available hours that include non-productive hours (2,080 hours). Productive hours for each
pilot were gathered from payroll documentation, which showed the total base hours each pilot worked
over the analysis period. The total base hours for each pilot are shown in Appendix C – Pilot Hours
and Rates.
In order to calculate the number of FTE positions over the 21-month analysis period, a total of 3,108
productive hours [1,776 + (9/12 x 1,776)] was used as a basis for FTE calculations. For example, a
government pilot who worked 1,400 base hours over the analysis period equates to 0.450 FTE
(1,400/3,108).
To compare contract positions to in-house positions, CMEs were calculated in a manner similar to the
in-house FTE positions, and a total of 3,108 productive hours was used as a basis to calculate the
number of CME positions over the 21-month analysis period. For example, a contract pilot who
worked a total of 1,800 hours over the analysis period equates to 0.579 CME (1,800/3,108).
USFS FW Pilot Workforce Analysis - 5
Table 4 -Total FTE over 21-Month Period illustrates the number of FTE positions over the 21-month
analysis period for each activity.
Table 4 -Total FTE over 21-Month Period
Mission Area
Leadplane
Smokejumper
Seaplane
Infrared
Other Resource Uses
Total
Government
Pilots
(FTEs)
16.57
16.58
2.92
4.59
5.18
45.84
Contract
Pilots
(CMEs)
0.00
0.85
0.60
0.00
0.12
1.58
The FTE calculations do not account for overtime hours. It should be noted that pilots worked
approximately 32,780 hours of overtime hours over the entire analysis period, equating to nearly 11
FTE. Approximately 90 percent of these overtime hours occurred during the general “fire season”
which for purposes of this calculation is defined as April through October for all activities. It should be
noted that due to the high cost of personnel benefits and training, overtime is often less expensive
than hiring additional employees.
In addition to the number of hours and positions over the entire analysis period, the number of FTE
and CME positions for the designated “fire season” and “off season” (Table 5 - Current Staffing
Levels by Season) for each activity was also calculated . The FTE and CME positions for each
season were calculated based on the total workload (base hours worked) for each full “fire season” or
“off season” covered by the analysis data. If data was available for two full seasons, the average
workload of the two seasons was used for calculations. To optimize accuracy, partial seasons were
not used.
For example, the “fire season” for the leadplane activity runs from April 1 through October 31 of each
year. However, the data for this analysis covered only one full “fire season” for the leadplane activity
(April 1, 2005 through October 31, 2005). Therefore, the workload associated with the “2005 fire
season” was utilized to calculate the number of FTE and CME positions in the leadplane mission area
during the “fire season”. Conversely, the “fire season” for the infrared activity runs from June 1
through September 31 of each year. Data for this analysis covered two “fire seasons” for the infrared
activity (June 2005 through September 2005 and June 2006 through September 2006); therefore, the
average workload for the two seasons was used to calculate the number of FTE and CME positions in
the infrared activity during the “fire season”.
USFS FW Pilot Workforce Analysis - 6
Table 5 - Current Staffing Levels by Season illustrates the number of FTE and CME positions for each
activity area by season.
Table 5 - Current Staffing Levels by Season
Activity Area
Leadplane
Smokejumper
Seaplane
Infrared
Other Resource Uses
2.4.
Current Staffing Levels
“Off Season”
“Fire Season”
FTE
CME
FTE
CME
15.70
0.00
17.86
0.00
12.41
0.14
18.14
1.56
3.94
0.00
5.74
0.00
2.65
0.00
2.99
0.69
5.18
0.02
5.76
0.11
Proportioning Pilot Time by Activity Area
Nineteen of the fixed wing pilots, or approximately 32%, regularly perform duties in more than one
core activity area. In order to analyze FTE, travel, and training data by activity, it was necessary to
proportion the amount of pilot time dedicated to each activity. While there is currently no method to
track the actual pilot time assigned to each activity, the following metrics are available to estimate the
proportion of pilot time:
(1) The proportion of flight hours flown in aircraft associated with the primary mission to total flight
hours by the pilot, or
(2) The proportion of flight days that an aircraft associated with the primary mission were flown to
the total days the pilot flew.
The variation between the two methods of apportioning pilot time (proportion of flight hours vs.
proportion of flight days) ranged from 0% to 4.7% depending on the mission examined. The largest
variation occurred in the leadplane mission. When determining which method to use, it is important to
evaluate the mission length for the aircraft in each mission area. For example, the average mission
length reported for leadplane aircraft is longer than the average mission length for smokejumper
aircraft; therefore, if the flight hours flown metric is used to proportion a pilot’s time, that pilot’s time is
skewed more heavily toward the leadplane mission area, even though the pilot may have worked the
same number of days in the leadplane and smokejumper mission areas.
No data was available to show which mission area pilots were assigned to on days they did not fly. It
is assumed that the ratio of days a pilot was assigned to a particular mission area more closely aligns
with the “days flown” metric than the “hours flown” metric. Therefore, for purposes of this analysis the
“days flown” metric was used to proportion pilot time by activity. This metric was also used to
distribute travel and training costs for pilots that flew multiple mission types. The total percentage of
flight days allocated to each activity area, by pilot, is shown in Appendix A – Percentage of Pilot Time
in Mission Area.
USFS FW Pilot Workforce Analysis - 7
2.5.
Staffing
Many variables and requirements affect staffing levels, including the mission of each activity area,
atypical events that occur during seasons, training and inspection, the ability to provide qualified pilots
at all times, and the ability to fly any aircraft at any given time. Table 6 - Staffing Variables and
Requirements describes several of these variables and requirements in detail.
Table 6 - Staffing Variables and Requirements
During “Off Season”
Must be developed by mission type and location, as
not all pilots are trained in all missions and all aircraft.
Must allow enough flexibility to commit to atypical
events outside of “fire season”. (FEMA response,
special events, administrative missions, maintenance
flights, etc)
Must continue to provide an experienced core of
instructor and inspector pilots to provide continuity
and consistency year to year.
Must provide for “Off Season” management, planning
and implementation.
Must allow for any of the aircraft to be flown any time
of the season. (This is not to say that all aircraft could
be flown at the same time.)
During “Fire Season”
Must be developed by mission type and location
as not all pilots are trained in all missions.
Must provide fully qualified pilot staff capable of
responding to atypical events during “fire
season”.
Must continue to provide an experienced core of
instructor and inspector pilots to provide
continuity and consistency year to year.
Must provide for “Fire Season” management,
planning and implementation.
Must allow for maximum utilization of all aircraft
during periods of Peak Fire Activity (7 day
coverage up to 14 hour in a day.)
USFS FW Pilot Workforce Analysis - 8
2.6.
When Hiring an Initial Employee is Cost Effective
Overtime costs represent a significant percentage of total “fire season” payroll. The challenge is
determining when it is more cost effective to shift from having employees work overtime to hiring an
additional employee to offset these overtime hours with new employee base hours. The equation
below illustrates the point where the cost of a new employee equals the cost of the fire overtime. This
does not include additional costs that may be associated with transporting pilots to/from assignments
to relieve overtime pilots.
OVERTIME
COST
Number of hours
of fire overtime x
1.5 x base rate
MEDICARE TAXES
Additional Government
portion of medicare on
all wages
SOCIAL SECURITY TAX
Additional Government
portion of Social Security
between Base salary and
$97,500 cap.
Cost of Employee Overtime
O*1.5*R12)(1.0145)+ (.062[the lesser of (O*1.5*R12) or (97500-A12)]) = (80*R12*P*1.398) + T
Cost of Additional
Employee
PERSONNEL COST
80 hours per pay
period x base rate x #
of pay periods X
benefit costs
TRAINING
Cost to maintain
qualifications on
an additional
pilot
Formula Key
O
= Number of hours of fire overtime
1.5
= Fire overtime factor
R11
= Hourly Rate for GS11/5
R12
= Hourly Rate for GS12/5
.0145 = Government portion of Medicare taxes on earnings above the base salary
.062
= Government portion of Social Security
97500 = Maximum annual salary above which not Social Security is withdrawn
A12
= Annual salary for a GS12/5
80
= Base hours in a pay period
P
= Number of pay periods
1.398 = Base salary plus benefits (FERS w/ firefighter retirement)
T
= Annual recurrent training costs for pilots
The following two examples illustrate cases when it may and may not be cost effective to hire an
additional employee to account for overtime in the smokejumper mission area.
USFS FW Pilot Workforce Analysis - 9
Example 1: Hire a GS-12/5 pilot on a 13/13 appointment to reduce/eliminate the overtime hours
earned by other GS12/5 pilots. Annual training costs (T) for a smokejumper pilot would be about
$28,000.
(O*1.5*R12)(1.0145)+(.062[the lesser of (O*1.5*R12) or (97500-A12)]) = (80*R12*P*1.398)+T
(O*51.66)(1.0145)+ (.062*25626) = 50073 + T
O*52.40 + 1589 = 50073 + T
O*52.40 = 48484 + T
O=(48484 / 52.40) + (T / 52.40)
O=925.25 + (T / 52.40)
O=925.25 + 534.35
O=1459.6
Example 1 illustrates that 1,459.6 hours of overtime would have to be offset by the additional
employee’s base hours in order for this solution to be effective. However, since the additional
employee would be on a 13/13 appointment, they would only work 1,040 base hours during the
period; therefore, this option would not be cost effective.
Example 2: Hire a GS-11/5 position on a 13/13 appointment to serve only as a co-pilot to
reduce/eliminate overtime earned by other GS-12/5 pilots. The salary of a GS-11 position is
significantly less than the salary of a GS-12. Additionally, annual training cost (T) are significantly
lower, as the co-pilot is not required to meet the additional training required of the pilot-in-command.
Training costs for a co-pilot in the smokejumper mission area are estimated at $11,000.
(O*1.5*R12)(1.0145)+(.062[the lesser of (O*1.5*R12) or (97500-A12)]) = (80*R11*P*1.398)+T
(O*51.66)(1.0145)+ (.062*25626) = 30253 + T
O*52.40 + 1589 = 30253 + T
O*52.40 = 28664 + T
O= (28664/ 52.40) + (T / 52.40)
O= 547+ (T / 52.40)
O = 547 + (11,000/ 52.40)
O = 547 + 209
O = 756
In this example, the additional GS-11 co-pilot would have to offset 756 hours of the GS-12 position’s
overtime to break even. This may be a possible solution for a limited number of positions for aircraft
requiring two pilots. However, regularly staffing a co-pilot position may limit valuable training
experience for new pilots in training that can be exposed to decisions and techniques while
performing duties as a co-pilot.
USFS FW Pilot Workforce Analysis - 10
3. Personnel
Fifty-nine in-house FS pilot positions (45.84 FTE) and 3 contract pilot positions (1.58 CME) were
evaluated in this analysis. Table 7 - Average FTE/CME Positions by Mission Area Over 21-Month
Analysis Period and Figure 8 - Percentage of Pilots by Mission Area display the distribution of
fixed wing pilots by activity area. The FTE and CME figures and distributions were developed using
the methodologies discussed in Paragraph 2.3. Approximately 36 percent of the government pilots
worked fewer than the 45 pay periods included in the analysis period. Appendix B – FTE/CME Over
21-month Analysis Period shows the number of FTE and CME by activity for each fixed wing pilot
position evaluated in the analysis.
Three fixed wing pilot positions were excluded from this analysis due to lack of data regarding the
positions; however, it is assumed that these exclusions would not affect the findings of this analysis.
Two of these pilot positions and the associated aircraft they fly would be included in the “other
resource uses” category and their primary responsibilities are other than piloting. The third pilot
position is under a Call-When-Needed contract and pilots the Pacific Southwest Research Station
Navajo aircraft. These exclusions are also displayed in Table 7 - Average FTE/CME Positions by
Mission Area Over 21-Month Analysis Period.
Table 7 - Average FTE/CME Positions by Mission Area Over 21-Month Analysis Period
Activity Area
C&C (Leadplane)
Aerial Delivery (Smokejumper)
Seaplane
Infrared (IR)
Other Resource Uses
Total
Government
Pilots (FTE)
16.57
16.58
2.92
4.59
5.18
45.84
Contractor
Pilots (CME)
0.00
0.85
0.60
0.00
0.12
1.58
Figure 8 - Percentage of Pilots by Mission Area
Percentage of Pilots by Program Area
Other
Resource Uses
11%
Infrared
10%
Leadplane
34%
Seaplane
8%
Smokejumper
37%
USFS FW Pilot Workforce Analysis - 11
Total
16.57
17.43
3.52
4.59
5.30
47.42
Fixed wing pilots are located in various regions across the country. Figure 9 - Fixed Wing Pilots by
Region illustrates the distribution of the FS fixed wing pilots by Region.
Figure 9 - Fixed Wing Pilots by Region
FTE over 21-months by Region
WO, 1.28
R-10, 0.94
R-1, 7.70
R-9, 2.92
R-8, 1.56
R-2, 3.10
R-6, 8.73
R-3, 1.04
R-4, 12.68
R-5, 5.91
3.1.
Pilot Hours
Total payroll hours over the analysis period were gathered from the time and attendance records (FS
Form 6100-11) for each pilot, which provide a daily breakdown of payroll information. The records
indicate the total hours for which each pilot was paid. The payroll data includes non-productive hours
such as sick leave, annual leave and leave without pay, as well as premium hours such as hazard
pay. In order to calculate FTE and determine pilot utilization and hours worked in each activity, it was
necessary to remove hours such as leave, when the pilots were not working. The total hours worked
per pilot and the individual transaction codes used to calculate the hours worked are in Appendix C –
Pilot Hours and Rates.
Each pilot records daily flight time on FS Form 5700-25 – Record of Individual Flying Time. These
forms were used to calculate the total flight hours for each pilot over the 21-month analysis period, as
shown in Appendix C – Pilot Hours and Rates. A comparison of hours compensated to total hours
worked and hours flown for all pilots over the analysis period is shown in Figure 10 - Comparison of
Pilot Hours.
Figure 10 - Comparison of Pilot Hours
Comparison of Hours Compensated, Physically Worked, and Flown
14,000.00
12,000.00
10,000.00
8,000.00
Total Payroll Hours
Hours Physically Worked
Total Flight Hours
6,000.00
4,000.00
2,000.00
USFS FW Pilot Workforce Analysis - 12
Sep-06
Jul-06
Aug-06
Jun-06
Apr-06
May-06
Mar-06
Jan-06
Feb-06
Nov-05
Dec-05
Oct-05
Sep-05
Jul-05
Aug-05
Jun-05
Apr-05
May-05
Mar-05
Jan-05
Feb-05
0.00
When comparing the hours flown to the hours physically worked, as illustrated in Figure 11 - Flight
Hours as a percentage of Hours Physically Worked displays the pilot utilization as a function of Flight
Hours drops significantly in the winter months and rises in the summer months. This is consistent
with the seasonal nature of the mission. Note that even during the busiest part of the season the
average utilization is 17 to 24 percent. Adding one hour per day for pre- and post-flight
responsibilities for each aircraft, which is typical of all mission areas, would generate a peak utilization
rate of 23 to 30 percent depending on the intensity of the “fire season”.
Figure 11 - Flight Hours as a percentage of Hours Physically Worked
Flight Hours as a Percentage of Hours Physically Worked
9.83%
8.07%
18.69%
11.21%
18.16%
4.51%
3.11%
5.06%
8.82%
5.00%
7.04%
17.11%
Aug-05
13.87%
16.74%
10.04%
8.18%
5.52%
5.67%
10.00%
7.42%
15.00%
12.92%
20.00%
Jul-05
25.00%
24.21%
23.10%
30.00%
Sep-06
Aug-06
Jul-06
Jun-06
May-06
Apr-06
Mar-06
Feb-06
Jan-06
Dec-05
Nov-05
Oct-05
Sep-05
Jun-05
May-05
Apr-05
Mar-05
Feb-05
Jan-05
0.00%
No metric was available to determine with any degree of accuracy the amount of non-flight duties
performed, such as training. However it is estimated that pilots attend an average of 20 days of
classroom or computer-based training each year. This training consists of approximately 16 days of
classroom aviation training (ground school, simulator time, CRM, program meetings, etc), and several
days of general FS-required training (Defensive driving, Civil Rights, etc.) each year. While the
majority of this training occurs in the “off season”, some training does occur during the “fire season”.
3.2.
Personnel Cost
The annual personnel cost for pilots included in this analysis averaged approximately $6.4 million, as
shown in Table 12 - Personnel Costs (Government & Contract Pilots). Personnel costs included
base pay, benefits, overtime, and other pay such as Sunday pay, night differential, hazard pay, etc. In
addition, the travel cost for these positions totaled approximately $1.25 million over the 21-month
period and the training costs totaled approximately $2.30 million. It should be noted that the cost
averages used for purposes of this analysis do not cover three months of CY 2006 (October,
November, and December). Therefore, while the reported costs may be slightly understated, it is
estimated that due to the low workload during these times, including these costs would have very little
affect on the findings of this analysis.
Data was not available to allow for a breakout of the number of FTE and CME positions per year by
mission area. Therefore, annual costs were developed using the average number of FTE and CME
positions per business area over the analysis period (see Paragraph 2.3 for a description of FTE/CME
calculations). An average of the 2005 and 2006 OPM pay rates was used to calculate the salary for
USFS FW Pilot Workforce Analysis - 13
each government position. Other pay costs for government positions were calculated using the
average annual hours for regular overtime, fire overtime, Sunday pay, night differential, hazard pay,
and premium holiday pay.
The personnel costs for the CME positions included in this analysis were calculated using actual
contractor rates. The total cost of contractors in each mission area was based on the number of CME
positions calculated for the mission area. The base hourly rates and the total base hours used for
FTE and CME calculations for each pilot are shown in Appendix C – Pilot Hours and Rates.
Travel costs for the analysis period were reported from travel vouchers submitted by the pilots and
were allocated to the various mission areas based on the estimated portion of time each pilot
performs duties in each area. The total travel costs by mission area for each pilot are shown in
Appendix F – Pilot Travel Costs by Mission Area.
Training costs and requirements were researched by a panel of mission pilots who reviewed the
general requirements, manuals, handbooks, and guides for each mission area. Estimated costs were
assigned to each training requirement based on recent historical costs. The training costs in this
analysis indicate the minimum training necessary to legally maintain currency for a fully qualified pilot
as required by Forest Service policy, which exceeds Federal Aviation Administration training
requirements. In addition, training costs are higher if pilots participate in training more often than
dictated by policy and regulations, which often occurs with instructor pilots that annually participate in
training for new pilots. Training costs were allocated to each pilot based upon the mission area in
which the pilots dedicate the majority of their time. The total training costs per pilot by mission area
are shown in Appendix G – Pilot Training Costs by Mission Area.
Table 12 - Personnel Costs (Government & Contract Pilots)
Government Pilots
FTEs
Annual Personnel
Cost (12-months)
Personnel Cost
over Analysis
Period (21-months)
Travel Costs (21months)
Training Costs (21months)
CMEs
Annual Personnel
Cost (12-months)
Personnel Cost
over Analysis
Period (21-months)
Travel Costs (21months)
Training Costs (21months)
Leadplane
16.57
SMJ
16.58
Seaplane
2.92
Infrared
4.59
Other
Resource
Uses
5.18
$2,384,634
$2,168,299
$360,083
$617,868
$685,857
$6,216,742
$4,173,109
$3,794,524.
$630,144
$1,200,250
$10,879,298
$470,706
$417,278
$25,473
$141,788
$154,858
$1,210,102
$1,131,846
$14,209
Contract Pilots
$246,845
$106,040
$2,195,824
Total
1.58
$696,883
$1,081,269
Total
45.84
Leadplane
0.00
Smj
0.85
Seaplane
0.60
Infrared
0.00
Other
Resource
Uses
0.12
$0
$90,107
$51,933
$0
$15,746
$157,786
$0.00
$157,687
$90,882
$0.00
$27,555
$276,125
$0
$35,980
$146
$0
$4,019
$40,145
$0
$92,507
$4,736
$0
$9,149
$106,392
USFS FW Pilot Workforce Analysis - 14
Figure 13 - Total Personnel Costs over 21-Month Analysis Period illustrates the estimated total
personnel costs per month over the analysis period for government and contractor pilots. Personnel
costs increase during the “fire season” (generally June, July, August) and decrease during other
periods of the year. The severity of the 2006 “fire season” led to the highest costs of the analysis
period, in July and August 2006.
Figure 13 - Total Personnel Costs over 21-Month Analysis Period
$1,000,000.00
$900,000.00
Total Personnel Cost
$800,000.00
$700,000.00
$600,000.00
$500,000.00
Total Government Personnel Cost
Total Contractor Personnel Cost
$400,000.00
$300,000.00
$200,000.00
$100,000.00
Sep-06
Jul-06
Aug-06
Jun-06
Apr-06
May-06
M ar-06
Jan-06
Feb-06
Nov-05
Dec-05
Oct-05
Sep-05
Jul-05
Aug-05
Jun-05
Apr-05
May-05
M ar-05
Jan-05
Feb-05
$0.00
Date
3.3.
Personnel Training and Qualifications
Training and currency requirements vary greatly between missions and are established in the Forest
Service Manual, Forest Service Handbooks, and Interagency Guides including the Interagency
Leadplane Operations Guide and the Interagency Smokejumper Operations Guide, of which the
Forest Service is a co-signature. Detailed Training and Currency requirements for each mission area
are included in the subsequent sections of this report.
A panel of subject matter experts and pilots met at the National Interagency Fire Center (NIFC) in
Boise, ID and reviewed the FS Manual, FS Handbook, Federal Aviation Regulations, Office of
Personnel Management Regulations, Standard Operating Procedures (SOPs), fixed wing aviation
contracts, and the associated Interagency Guides pertaining to training and qualification requirements
for pilots by mission area. See Appendix H – Pilot Training Requirements and Costs.
USFS FW Pilot Workforce Analysis - 15
Table 14 - Annual Recurrent and Initial Training Cost by Mission Area illustrates the annual costs of
recurrency training for government pilots by mission area. Note that these costs do not include travel
costs and do not reflect flight costs where training occurs in conjunction with performance of a
mission. For example, flight hours for a leadplane pilot receiving training while performing as a
leadplane pilot on a fire would not be counted. However, if the same pilot was receiving instruction in
a practice area the costs would be included, as the flight occurred only to provide instruction. Note
that most pilots flying aircraft classified in the other mission area are also qualified to fly aircraft in the
Leadplane or Smokejumper mission areas and therefore do not require extensive additional training.
The costs for the other mission area are based on King Air aircraft and represent the maximum cost to
meet training requirements in this category. Note that initial training in the Smokejumper and
Leadplane areas generally occurs over a period of approximately two years.
Table 14 - Annual Recurrent and Initial Training Cost by Mission Area
Leadplane
Smokejumper
Infrared
Seaplane
Other
Recurrent Training Cost
$10,690 to $20,295*
$28,474 to $29,615
$13,271 to $16,303
$1,789 to $3,624
$6,690 to $8,205
Initial Training Cost
$32,965 to $42,670
$76,908 to $82,609
$22,568 to $28,353
$3,304 to $5,189
$8,070 to $9,585
* The higher cost for recurrent leadplane training includes MAFFS recurrent training required once every 4
years. However, a number of leadplane pilots historically attend annually as part of the oversight cadre or
to meet the minimum number of pilots needed to facilitate the training of military pilots.
3.4.
Agency versus Contract Training Requirements/Qualifications
The review identified similarities and differences between contract and agency
qualifications/requirements within the same mission area. When the Forest Service hires contract
pilots to perform “mission” flying (Seaplane, Smokejumper, etc) in government aircraft, the individuals
generally come from a pool of pilots who have recently retired or previously worked for a federal
agency in that mission capacity. These pilots are generally required to meet the same qualifications
as agency pilots. To obtain these qualifications, contract pilots are usually sent to the same training
as Agency pilots and are reimbursed for their time, tuition, and travel expenses.
There is a considerable difference when the Forest Service contracts for fixed wing aircraft equipped
with pilots (i.e., contracted pilot flying a contracted aircraft). These contractor pilots are required only
to meet applicable Federal Aviation Administration requirements and the contract specifications. The
smokejumper mission area, which is the only mission area where both FS pilots (flying government
aircraft) and contract pilots (flying contract aircraft) operate together, is a good example of this
training.
A Forest Service pilot must meet 63 requirements/qualifications to be qualified as a smokejumper pilot
(some of these FS requirements mirror those of OPM). The minimum annual cost for a smokejumper
pilot to maintain these qualifications is approximately $29,000 depending on the type aircraft the pilot
operates. In contrast, a contract smokejumper pilot is only required to meet 42
requirements/qualifications (a majority of which are Federal Aviation Regulation requirements and
flight time requirements, which would have to be met to bid on the contract). Additional training costs
for contract pilots may be reimbursable by the government depending on the terms of the contract.
USFS FW Pilot Workforce Analysis - 16
Table 15 - Comparison of Agency versus Contract Smokejumper Training Requirements details the
major training differences between the agency and contract pilots. In addition, Appendix H – Pilot
Training Requirements and Costs provides further detail regarding smokejumper training
requirements and associated costs.
Table 15 - Comparison of Agency versus Contract Smokejumper Training Requirements
Agency Pilots
Must meet applicable FAR’s (14
requirement)
Forest Service flight time requirements
(12 requirements)
Estimated Cost
Crew Resource Management Training
(Tri-annual, usually 2 days plus travel
expenses)
National Fixed Wing Standardization
Workshop (Biannual, usually 4 days
with 4 hours of flight time, plus travel
expenses)
$200 (2 days per
diem) + travel to
and from training.
$3452 (4 flight
hours in DHC6) +
$400 (4 days per
diem) + Travel to
and from training.
$3100 DHC6,
$6130 Sherpa
Emergency Procedures Training
(Simulator, Annually, usually one week
plus travel expenses)
Aircraft Commander Evaluation Board
(3 flights ~ 2 hours each with a
member of the evaluation board)
Backcountry Airstrip Qualification
(Initial training up to 14 hours of flight
time depending on the region)
Backcountry Airstrip Currency (4.5
hours flight time Annually)
Special Mission Practice each
Category & Class
Mission training divided into three
phases, most of which is done on fires.
(Most recent pilot through training
checked out quickly with 14.6 hours of
flight time.)
Mission ground training (initial training)
$7176 (based on 2
2-hour phase
checks in DC-3)
Contract Pilots
Must meet applicable FAR’s (14
requirements)
Contract flight time requirements (mirror
of Forest Service flight time
requirements)
No Requirement
No Requirement
No Requirement
No Requirement
No Requirement
$3884 (4.5 hours
flight time in DHC6)
$0 (Three hours
annually, generally
done with
Smokejumper
refresher training)
9.6 hour of Flight
time (Estimated
additional in-flight
training a Forest
Service employee
pilot receives)
No Requirement
No Requirement
For new pilots never carded before, 5
hours in aircraft with Smokejumper
Inspector Pilot and a checkride.
NOTE: A previously Qualified
Smokejumper pilot requires only a
checkride. No additional training.
For new pilots never carded before, 5
hours of instruction.
It is estimated that the additional training required for government smokejumper pilots costs the FS a
minimum of $10,000 per pilot per year over and above the training costs for contracted smokejumper
pilots (flying a vendor owned aircraft). Data was not available to document a difference in
performance or accident rates between contracted and government smokejumper pilots.
USFS FW Pilot Workforce Analysis - 17
3.5.
Training Delivery Method
The FS currently provides training in a segmented method. For example, the current training
schedules require pilots to participate in ground school one week, two weeks later complete Pilot
Proficiency Examination (PPE), attend Crew Resource Management (CRM) a month, travel to a
Standardization Workshop or schedule simulator training at other times, and accomplish refresher
training when the Smokejumpers come on. This delivery method leads to increased costs associated
with transportation, lost work time, and per diem.
These costs are very difficult to estimate, as the locations of the trainings often change from year to
year, as do the methods of transportation and the number of attendees. Some of the training (such as
PPE, and Fixed Wing Standardization) requires pilots to fly aircraft to and during the training. It may
be possible to achieve efficiencies by scheduling training sessions back to back to reduce overall
transportation, lost work time, and per diem costs or by establishing a different method of training
delivery. An illustration of the currently segmented training delivery method, on a National level, is
provided at Appendix O – National Training Schedule (2005/2006/2007).
4. Aircraft
Data for 25 FS-owned aircraft and 22 exclusive-use contract aircraft were analyzed for this analysis.
As shown in Table 16 - Estimated Government and Contract Aircraft Costs these aircraft flew over
16,000 hours at a cost of approximately $24 million over the analysis period.
Table 16 - Estimated Government and Contract Aircraft Costs
Government-Owned
Contract
Total Aircraft
25
22
Total Flight Hours
10,423
6,212
Total Cost
$ 11.32 million
$ 13.09 million
Table 17 - Aircraft Included in shows the total flight hours for each aircraft and the primary mission
area to which the aircraft were assigned during the analysis period. In addition, the table illustrates
the percentage of flight hours that occurred during the designated “fire season” for each aircraft. A list
of the season dates for each mission area is included in Paragraph 2.1. The total flight hours and
aircraft costs were gathered from the Aviation Management Information System (AMIS). Contract
payment documentation was also used to collect information regarding the contract aircraft costs that
could not be gathered from AMIS.
The government aircraft were available for FS use throughout the entire analysis period, while the
availability of contract aircraft varied depending on the length of the contract. It should be noted that
the number of contract aircraft flying at any one time was significantly less than 22, averaging around
13-14 during the “fire seasons”. This is due primarily to substitution under the contract or different
contracts being awarded during the analysis period. Eight of these contract aircraft were utilized
solely for smokejumper missions and the remaining aircraft were used as leadplanes.
Additional aircraft data, including primary base location, flight hours by mission area, and total
aircraft cost are shown in Appendix I – Aircraft Data and Appendix J – Aircraft Fixed and Variable
Costs.
USFS FW Pilot Workforce Analysis - 18
Table 17 - Aircraft Included in Analysis
Government Aircraft
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Reg. #
N191Z
N192Z
N197Z
N144Z
N149Z
N148Z
N152Z*
N153Z*
N155Z*
N181Z
N182Z
N111Z
N126Z
N127Z
N136Z*
N147Z
N171Z*
N115Z
N141Z
N142Z
N143Z
N173Z
N175Z
N178Z
N179Z
Total
Flight
Hours
948.30
805.50
878.30
757.10
813.60
665.00
3.40
0.00
0.00
311.40
396.50
430.50
686.80
370.70
0.00
247.10
0.00
408.70
417.90
504.60
374.70
510.70
274.50
346.00
247.90
Primary
Mission
SEA
SEA
SEA
INFR
INFR
LDP
LDP
LDP
LDP
LDP
LDP
OTHR
OTHR
OTHR
OTHR
OTHR
Other
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
Contracted Aircraft
% of
Flight
Hours in
“Fire
season”
91.0%
92.3%
89.2%
81.5%
77.9%
86.4%
0.0%
0.0%
0.0%
61.0%
69.5%
97.2%
98.7%
83.0%
0.0%
91.9%
0.0%
75.4%
77.1%
72.8%
88.3%
98.0%
92.8%
93.8%
92.2%
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Reg. #
N14CP
N20S
N200HX
N211CG
N22N
N28M
N29M
N57RS
N70SW
N776DC
N692M
N90AT
N98PJ
N200HX
N83AR
N171GC
N109BH
N107BH
N257MC
N376AS
N263MC
N266MC
Total
Flight
Hours
660.90
566.40
149.80
338.10
484.80
932.30
312.50
402.10
167.80
224.20
422.20
352.10
133.40
188.40
122.80
105.50
95.40
89.80
131.10
50.50
89.0
192.5
Primary
Mission
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
LDP
OTHR
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
SMJ
% of
Flight
Hours in
“Fire
season”
94.7%
95.8%
100.0%
89.9%
100.0%
97.0%
100.0%
79.2%
96.7%
100.0%
86.3%
87.7%
81.9%
88.6%
100%
100%
100%
100%
100%
100%
100%
100%
*Note several aircraft flew little or no hours during the analysis period. Three aircraft (N152Z, N153Z, and N155Z) were
decommissioned as a result of a change in service life recommendation for leadplanes. Two other aircraft (N136Z &
N171Z) were undergoing major maintenance and did not fly during the analysis period.
Two fixed wing aircraft were excluded from this analysis due to lack of accurate and available
information. N106FS is operated by Law Enforcement in Alaska and N70Z is operated by the Pacific
Southwest Research Station in California.
USFS FW Pilot Workforce Analysis - 19
Figure 18 - Aircraft Hours by Mission Area displays the total flight hours for both government and
contract aircraft by mission area over the analysis period. Note that the majority of the government
and contracted aircraft included in this analysis are utilized for a single primary mission.
Figure 18 - Aircraft Hours by Mission Area
Total Aircraft Flight Hours by Program
(Government & Contracted Aircraft)
OTHER,
1923.5
SMKJ,
3680.1
BEAVER,
2632.1
IR, 1570.7
LP,
6519.5
Similar to personnel costs, aircraft costs also tend to increase during the “fire season” and decrease
during other periods of the year. Figure 19 - Total Aircraft Costs per Month illustrates the seasonal
distribution of aircraft costs, with “fire season” costs as much as 5 times more than the “off season”
costs. The costs for government-owned aircraft are based upon the Fixed Operating Revenue (FOR)
Rate, total flight hours, and the total flight use rate for each aircraft. The aircraft costs for contracted
aircraft are based upon the total cost charged to the FS by the vendor and any additional charges
(such as fuel). The fixed and variable costs of each aircraft are illustrated in Appendix J – Aircraft
Fixed and Variable Costs.
Figure 19 - Total Aircraft Costs per Month
Total Aircraft Cost per Month
$3,000,000.00
Total Aircraft Cost
$2,500,000.00
$2,000,000.00
$1,500,000.00
$1,000,000.00
$500,000.00
$0.00
J 05 F 05 M 05 A 05 M 05 J 05 J 05 A 05 S 05 O 05 N 05 D 05 J 06 F 06 M 06 A 06 M 06 J 06 J 06 A 06 S 06
Date
USFS FW Pilot Workforce Analysis - 20
Figure 20 - Government and Contract Aircraft Costs per Month provides a breakdown of government
and contract aircraft cost by month and shows a dramatic increase in costs during the summer
months. For government aircraft, the increased cost during summer months is predominantly due to
increased flight hours. For the contract aircraft, the increase is due to an increased number of aircraft
on contract during the summer months as well as increased flight hours.
Figure 20 - Government and Contract Aircraft Costs per Month
Total Aircraft Costs
$2,000,000.00
$1,800,000.00
Total Aicraft Cost
$1,600,000.00
$1,400,000.00
$1,200,000.00
Total Government Aircraft Cost
$1,000,000.00
Total Contract Aircraft Cost
$800,000.00
$600,000.00
$400,000.00
$200,000.00
$0.00
J F M A M J J A S O N D J F M A M J J A S
05 05 05 05 05 05 05 05 05 05 05 05 06 06 06 06 06 06 06 06 06
Month-Year
This section illustrates the difference in cost between utilizing government-owned versus
contracted resources. This section also displays the cost of the contract pilots utilized by the
FS for fixed wing aviation functions during the analysis period.
4.1.
Leadplane Aircraft (without Pilots)
Table 21 - Government versus Contract Leadplane Aircraft Comparison compares the cost of utilizing
government-owned versus contracted leadplane aircraft of a similar type. The aircraft costs are
displayed as a function of cost per flight hour and it is important to note that the government aircraft
were available year-round while the contract aircraft were only available part-year. The average
cost of utilizing contracted KingAir 90’s (taking into account all costs) was approximately $300 per
hour higher than the cost of utilizing government-owned KingAir 90’s for aircraft that were only
available part of the year. When the government-owned KingAir’s are compared to the contracted
Turbine Commanders, the cost difference was approximately $841 per hour higher for the contracted
aircraft. Note: the FS no longer utilizes the Turbine Commander aircraft as they do not meet the
specifications of the contract.
Table 21 - Government versus Contract Leadplane Aircraft Comparison
Leadplanes (BE-90,C-90, E-90)
Availability
Average Daily Rate
Average Flight Rate
Government-Owned
Year-Round
$458 / day (FOR)
$714/ hr
Total Aircraft Cost (over 21 months)
Total Flight Hours (over 21 months)
Total Cost per Flight Hour
$1,231,393
976.4
$1,261/ Flight hour
USFS FW Pilot Workforce Analysis - 21
Contracted
Part-Year
$1,108/ day (Availability)
$805/hr total
($482/hr + $305/hr fuel)
$6,430,614
4109.2
$1,565/ Flight hour
4.2.
Smokejumper Aircraft (with Pilots)
While the costs for the contracted smokejumper aircraft included in this analysis include qualified
contract pilots, the costs for the government-owned aircraft are calculated based on FOR rates and
include minimal government pilot costs.
Table 22 - Government versus Contract Smokejumper Aircraft + Pilots illustrates, for specific
examples, the difference between utilizing contractor-owned and operated smokejumper aircraft
versus government-owned and operated aircraft of the same type. This comparison is based on 300
hours of flight time for the DC-3 and 200 hours of flight time for the Twin Otter using actual costs from
2005. These usages and aircraft types are typical of the FS smokejumper mission area. The
government aircraft costs include all items associated with use, maintenance of the aircraft,
ownership, storage, and some staffing (salaries, premium pay, etc.). The government costs also
include the additional training that is required of government pilots that is not required of contract
pilots flying contract aircraft. Note that the contracted aircraft are available for approximately 43
percent of the year while the government-aircraft are available at any time during the year. The total
cost of utilizing one contracted smokejumper aircraft and pilot ranges from approximately $62,000 to
$256,000 more than utilizing one equivalent government-owned smokejumper aircraft and pilot.
Table 22 - Government versus Contract Smokejumper Aircraft + Pilots
Contract
Aircraft + Pilots
DC-3
Twin Otter
Annual Availability
Total Cost
Annual Availability
Total Cost
158 days
$1,146,095
158 days
$618,131
Government Aircraft + Pilots
R-1
R-4
Year-Round
$1,008,189
Year-Round
n/a
Year-Round
$890,457
Year-Round
$556,044
It is important to use caution when interpreting these comparisons because of the method used to
calculate rates as they apply to aviation assets. Money is set aside for aircraft replacement (“352
account”) based on a proportion of the initial acquisition cost of the asset less expected sales
proceeds (the amount the aircraft is expected to be worth at the time of replacement). This amount is
adjusted by an inflation factor and then charged monthly as a portion of Fixed Operating Revenue
(FOR). However, there are some challenges with this process. Since aviation assets are replaced
very infrequently, there is little historical data available to provide a valid estimate as to what the true
replacement costs would be. Additionally, none of the aircraft currently operated by the Forest
Service are still in production. Therefore, any replacement aircraft would have to be used aircraft of
the same type, or a different make or model. This introduces additional variation not accounted for in
the Replacement Account calculations included in FOR. In addition to these factors, funds from the
Replacement Account are occasionally used for extraordinary maintenance, resulting in an account
that does not have enough money to replace aircraft as it was intended to.
For example, the DC-3’s currently in use were built in the 1940’s. Of the 13,000+ that were built,
about 400 remained in service as of 1998. Since it is neither likely nor desirable to replace a 65 year
old aircraft with another 65 year old aircraft, other aircraft such as the Dash-8 and the Casa 235 are
being considered as replacements. These aircraft carry a much higher initial cost than would a 65
year old DC-3; therefore, the calculation using Initial Acquisition Cost as a primary factor in the
replacement cost results in an under funding of the Replacement Account. Also, since there is no
established replacement schedule, the amount of time that the replacement funds would need to be
collected has not been established; therefore, one cannot accurately estimate the amount that should
be collected for replacement each year. Consequently, the Replacement Account is well short of what
would be required to realistically replace the aircraft with a newer one.
USFS FW Pilot Workforce Analysis - 22
Data showed that contracted aircraft in the smokejumper mission area were utilized much less per
aircraft than their government counterparts. The average annual hours flown by contract aircraft was
less than 110 hours per year, while government-owned smokejumper aircraft flew an average of
approximately 193 hours per year. This equates to a difference of nearly 75 percent. It should be
noted that government smokejumper aircraft are generally located at the main regional bases, which
have a greater number of smokejumpers and smokejumper aircraft. Contracted Smokejumper aircraft
are generally located at established satellite bases, which have fewer smokejumpers and these
contracted aircraft are the only smokejumper aircraft there. Due to the high costs associated with the
daily availability of these aircraft, the resulting cost per hour is adversely affected by low usage as is
illustrated in Table 23 - Contract Smokejumper Aircraft Data.
Table 23 - Contract Smokejumper Aircraft Data
Contract
Aircraft
N83AR
N171GC
N109BH
N107BH
N257MC
N263MC
N266MC
N376AS
Flight
Hours for
the
Analysis
Period
122.80
105.50
95.40
89.80
131.10
192.50
89.00
50.50
Cost of the
aircraft
$454,062.78
$466,173.96
$557,993.94
$474,934.12
$527,018.16
$598,958.36
$416,049.64
$515,773.94
Total Cost
per flight
hour
$3,698
$4,419
$5,849
$5,289
$4,020
$3,111
$4,675
$10,213
Location
Grangeville, ID in 2006
Grangeville, ID in 2005
Winthrop, WA in 2006
Winthrop, WA in 2005
Redding, CA in 2006
West Yellowstone ’05 & “06
Missoula, MT
Redding, CA in 2005
5. Pilots
Three contract pilots were utilized to perform fixed wing aviation functions during the analysis
period, two in the smokejumper mission area and one in the seaplane mission area. Two of
the contracts were Exclusive Use and one was Call-When-Needed. Table 24 - Contract Pilot
Data for the Analysis Period illustrates the costs and hours associated with these contract pilots.
Table 24 - Contract Pilot Data for the Analysis Period
Type of Contract
Primary Mission area
# of Days Worked
# of Payroll Hours
Payroll Rate (‘05/’06)
Payroll Cost
Travel/Per Diem Costs
All Training Costs
Total
Cost Per Day
Cost Per Hour
Contractor 1
Exclusive Use
Seaplane
217
1,934.25
$55/$56 per hr
$107,138
$146
$0
$107,284
$494/day
$55.47/hr
Contractor 2
Exclusive Use
Smokejumper
231
2,133.5
$82/$83 per hr
$175,937
$19,825
$50,828*
$246,590
$1067/day
$115.58/hr
Contractor 3
Call-When-Needed
Smokejumper
95
8,17.4
$35/$45 per hr
$33,788
$14,725
$50,828*
$99,341
$1046/day
121.53/hr
*Training costs shown are for the 21-month analysis period and are based on the minimum
requirements for a fully qualified Smokejumper pilot.
5.1.
Contract Smokejumper Pilots
The exclusive use contract smokejumper pilot cost an average of $1,067 per day and worked only
during the “fire season”. In contrast, the average government pilot during the “fire season” cost
approximately $84,735 for 131 days of work, for an average daily cost of $647 per day during the “fire
USFS FW Pilot Workforce Analysis - 23
season” (cost includes training, travel, personnel and benefits). This suggests that the cost of an
exclusive use contract smokejumper pilot is approximately $420 per day higher than the cost of a
government pilot during the contract period. However, note the annual contract cost may be less
depending on the length of the contract period.
5.2.
Contract Seaplane Pilots
The exclusive use contract seaplane pilot cost an average of $494 per day and worked only during
the “fire season”. In contrast, the average government seaplane pilot during the “fire season” costs
approximately $61,650 for 146.8 days of work, for an average daily cost of $420 per day during the
“fire season” (cost includes training, travel, personnel and benefits). This suggests that the cost of a
contract seaplane pilot is approximately $74 per day more than the cost of a government pilot during
the contract period.
5.3.
Contract Infrared Pilots
No contract pilots were utilized in the infrared mission area during the analysis period; however,
during the 2007 “fire season” the infrared mission area solicited two 180-day contracts for infrared
pilots. Five qualified personnel responded to this solicitation and two pilots were contracted at a cost
of $450/day and $462/day for the contract period. Under this contract, pilots were paid for all days
covered during the contract period, regardless of whether the pilot worked on those days or not. By
contrast, the daily cost of government pilots for the same time period was approximately $585/day
(GS-13/2, fully qualified). The government cost includes the annual infrared pilot training costs, which
ranges from approximately $13,271 to $16,303 per pilot. While contractors are currently required to
pay for this particular training separately, there are ongoing discussions as to whether this expense
would be picked up in the future by the government. If this occurs, there is minimal difference in cost
between a contract pilot and a permanent seasonal government pilot.
USFS FW Pilot Workforce Analysis - 24
6. Utilization of Aircraft and Pilots
There is extreme variability in the utilization of fixed wing aircraft and pilots from season to season,
and to a lesser extent from year to year. During the “fire seasons”, pilots may fly the maximum limit of
eight hours of flight per day and in the “off season”; these same pilots may fly less than five hours per
month
Figure 25 - Total Hours Worked and Total Flight Hours illustrates the variability in hours worked and
hours flown for all pilots over the 21-month analysis period. During the “off season” months,
specifically November through March for comparison purposes, the average flight time per pilot
equaled approximately six percent of the total hours physically worked per pilot. During the remaining
months, the average pilot flight time equaled approximately 15 percent of the hours physically worked.
Figure 25 - Total Hours Worked and Total Flight Hours
Total Hours Physically Worked and Total Flight Hours
14,000.00
12,000.00
Total Hours
10,000.00
8,000.00
Total Hours Physically Worked
Total Flight Hours
6,000.00
4,000.00
2,000.00
Sep-06
Jul-06
Aug-06
Jun-06
Apr-06
May-06
Mar-06
Jan-06
Feb-06
Nov-05
Dec-05
Oct-05
Sep-05
Jul-05
Aug-05
Jun-05
Apr-05
May-05
Mar-05
Jan-05
Feb-05
0.00
Month-Year
Aircraft utilization follows a trend similar to pilot utilization, as shown in Figure 26 - Total Flight
Hours per month by Mission, which represents the total number of hours flown per aircraft for each
mission area over the 21-month analysis period. Note the low level of activity across all mission areas
from November through March of each year. During these periods, the majority of the hours flown are
associated with pilot proficiency and training. In some locations, no aircraft are available to fly during
the “off season” due to winter maintenance or release of contract aircraft; therefore, no flight time is
recorded at these locations.
Figure 26 - Total Flight Hours per month by Mission
Total Flight Hours per month by Mission
900
800
Total Flight Hours
700
600
SMKJ
LP
500
IR
400
BEAVER
OTHER
300
200
100
0
J 05 F 05 M 05 A 05 M 05 J 05 J 05 A 05 S 05 O 05 N 05 D 05 J 06 F 06 M 06 A 06 M 06 J 06 J 06 A 06 S 06
Month-Year
USFS FW Pilot Workforce Analysis - 25
7. Leadplane Mission Area
7.1.
Background
A leadplane is an aircraft with a Lead-mission qualified pilot tasked to lead airtankers in low-level drop
runs. While the leadplanes analyzed as part of this analysis are primarily used to guide heavy
airtankers, they are also used to guide helitankers and Single Engine Air Tankers (SEATs) when
necessary. Approximately 56 percent of the leadplane pilots evaluated as part of this analysis
dedicate some portion of their time to other mission areas.
Prior to 2002, the FS utilized 19 leadplanes and 44 contracted heavy airtankers. However, due to
investigations resulting from accidents in 2002, approximately 80 percent of the heavy airtanker fleet
was grounded. At nearly the same time, Raytheon Corporation, manufacturer of the BE-58P (Baron)
Leadplanes, limited the total flight hours for their aircraft when used for firefighting missions, taking out
of service all but three of the leadplane platforms.
Since 2002, the number of heavy airtankers has slowly climbed to 19. In addition, the FS is beginning
to retrofit three surplus P-3 aircraft to perform as heavy airtankers. The initial loss of airtanker
resources led to an increase in the use of heavy helitankers and SEATs, which resulted in an
increased demand for aerial supervision and leadplanes. In order to continue leadplane missions with
these resources, the FS leased 10 replacement aircraft (BE-90s and AC690s) to use as leadplanes
until further decisions about the heavy airtanker program were resolved.
Each region operates between one to three leadplanes independent of other regions. While there is
interregional cooperation between the pilots to work out days off and filling details, there is no
definitive national command structure in place. Availability and statusing of these resources at the
lower national planning levels is usually coordinated by the pilots across geographic boundaries and
not as a part of the National Interagency Coordination Center or Washington Office National Aviation
Operations Officer’s oversight. At higher planning levels a leadplane coordinator becomes
operational at the NICC.
7.2.
Seasons
Using total aircraft flight hours and total aircraft utilized per month as a basis, the “fire season” and “off
season” for the leadplane mission area have been determined as shown below. On average,
approximately 91 percent of the flight hours for leadplane aircraft occurred during designated “fire
season”.
“Off Season”
“Fire Season”
November 1 through March 31
April 1 through October 31
USFS FW Pilot Workforce Analysis - 26
7.3.
Personnel
Twenty-five pilots (16.57 FTE positions) were associated with the leadplane mission area during the
analysis period. As shown in Table 27 - Leadplane Personnel Costs the annual personnel costs for
these positions averaged approximately $2.4 million, totaling approximately $4.2 million over the
entire analysis period. Additionally, travel costs for pilots in this mission area totaled approximately
$471,000 and training costs totaled approximately $697,000 over the analysis period. Approximately
14.4 of the FTE positions evaluated are fully qualified leadplane pilots, while 2.17 are trainees. A fully
qualified leadplane pilot can fly any leadplane mission alone, while the trainees require a fully qualified
leadplane pilot to ride along on any leadplane mission. Additionally, it is estimated that approximately
56 percent of the leadplane pilots evaluated are dual mission qualified and serve as crew members in
the smokejumper mission area. No contract leadplane pilots were utilized during the analysis period.
Table 27 - Leadplane Personnel Costs
FTE/CME Positions
Annual Personnel Costs (12-months)
Personnel Costs over analysis period (21months)
Total Travel Costs (21-months)
Total Training Costs (21-months)
Government
Pilots (FTE)
16.57
$2,384,634
Contract
Pilots (CME)
0.00
$0
Total
16.57
$2,384,634
$4,173,109
$470,706
$696,883
$0
$0
$0
$4,173,109
$470,706
$696,883
The total personnel cost for leadplane pilots includes pay for base hours and all other hours, such as
overtime, night differential, hazard pay, Sunday pay, etc. The regular overtime hours worked by
leadplane pilots over the analysis period totaled approximately 5,000 hours, at a cost of over
$215,000. Additionally, the fire overtime hours worked by leadplane pilots over the analysis period
totaled approximately 2,000 hours, at a cost of approximately $135,000.
7.4.
Aircraft
Sixteen aircraft were utilized for leadplane missions during the 21-month analysis period, including
three government-owned and 13 contracted aircraft. These aircraft flew for over 6,500 hours at a cost
of approximately $10.6 million, as shown in Table 28 - Leadplane Aircraft Summary. It should be
noted that while a total of 13 contract aircraft were utilized over the 21-month analysis period, the
maximum number of contracted aircraft utilized at any one time was 10.
One aircraft type utilized during this period, the Beachcraft B200, was deemed unsuitable as a
leadplane platform and its use as a leadplane platform was discontinued during the analysis period.
This affected two aircraft, one government owned (N182Z) and one contracted (N200HX). The
government currently owns two approved leadplane platforms. Additionally, the following locations
currently operate more than one leadplane aircraft: Missoula, MT; Redmond, OR; Broomfield, CO;
Lancaster, CA; and Ogden, UT.
In a comparison between government-owned and contracted leadplanes of a similar type (BE-90, C90 and E-90 models); when broken down to total cost per flight hour, showed a cost of $1,261 per
flight hour for government-owned aircraft and $1,565 per hour for contracted leadplanes. It should be
noted that the government aircraft were available year round while the contracted leadplanes were
only available for a portion of the year.
USFS FW Pilot Workforce Analysis - 27
Table 28 - Leadplane Aircraft Summary
Reg. #
N148Z
N181Z
N182Z+
Type of
Aircraft
B-90
E-90
B-200
Government
Total
Flight
Hours
Total Cost
665.00
$694,561.20
311.40
$536,831.80
396.50
$734,173.70
1,372.90 $1,965,566.70
Primary Base
Location
Ogden, UT
Lawrenceville, GA
Lawrenceville, GA
Contract
Reg. #
N14CP
N20S
N200HX+
N211CG
N22N
N28M
N29M
N57RS
N70SW
N776DC
N692M
N90AT
N98PJ
Type of
Aircraft
C-90
E-90
B-200
E-90
E-90
E-90
E-90
AC690A
BE-90
E-90
E-90
AC690A
AC690A
Total
Flight
Hours
660.90
566.40
149.80
338.10
484.80
932.30
312.50
402.10
167.80
224.20
422.20
352.10
133.40
5,146.60
Total Cost
$971,110.10
$891,642.12
$321,467.23
$535,520.50
$694,581.02
$1,139,178.78
$381,308.50
$887,277.70
$491,129.00
$389,781.00
Primary Base Location
Wenatchee, WA
Missoula, MT
Missoula, MT
Albuquerque, NM
Ogden, UT
Redmond, OR
Redmond, OR
Redding, CA
Broomfield, CO
Broomfield, CO
$936,362.65
$669,220.30
$309,163.38
$8,617,742.28
+
Split:
2005 - Broomfield, CO
2006 - Missoula, MT
Lancaster, CA
Lancaster, CA
N182Z and N200HX are no longer acceptable as a leadplane platform.
USFS FW Pilot Workforce Analysis - 28
Figure 29 - Total Leadplane Aircraft Flight Hours per Month displays the total and average number of
hours flown by leadplane aircraft per month over the 21-month analysis period and the total number of
leadplane aircraft that were utilized each month. Small spikes that appear during February 2005 and
February 2006 were due to training.
Figure 29 - Total Leadplane Aircraft Flight Hours per Month
900
800
700
Flight Hours
600
500
400
300
200
100
0
J F M A M J
J
05 05 05 05 05 05 05
# Acft 4
Utilized
5
7
8
9
9
11
A
S O N D J F
05 05 05 05 05 06 06
13 10 10
8
8
6
M A M J
J A
S
06 06 06 06 06 06 06
8
6
9
10
11 11
10
10
Month-Year
Total Flight Hrs
Average Flight Hours
The number of leadplane aircraft utilized each month, including both contracted and governmentowned, raged from 8 to 13 during the “fire season” and 4 to 8 during the “off season”. Most regions
release unused aircraft back to the vendor during the “off season” for maintenance. The maximum
number of leadplane aircraft utilized during the analysis period was 13, in August 2005.
Each leadplane aircraft flew for an average of:
• 14 hours per month during each month of the “off season”
• 39 hours per month during each month of the “fire season”.
7.5.
Unable to Fill (UTF) Orders
In FY 2005 and FY 2006, 140 orders for leadplane resources were requested but not filled. As shown
in Table 30 - UTF Orders in the Leadplane Mission Area approximately 57 percent of these orders
were not filled due to lack of resources available to meet the needs (Cancelled UTF). Sufficient data
is not available to determine if the remaining 43 percent of orders were cancelled due to lack of
resources or other reasons. The majority of the unfilled orders were in the months of June through
September of each year.
Table 30 - UTF Orders in the Leadplane Mission Area
FY 05
FY 06
Total
Cancelled
18
42
60
Cancelled UTF
12
68
80
USFS FW Pilot Workforce Analysis - 29
7.6.
Staffing
Over the analysis period, the leadplane mission area consisted of 17.86 FTE during the “fire season”
and 15.70 FTE during the “off season”.
As previously stated, the maximum number of aircraft utilized during the “fire season” covered by the
analysis period was 13, in August 2005. However, one of the government-owned leadplane aircraft
utilized during the analysis period is no longer acceptable as a leadplane platform. Therefore, the FS
currently has a maximum of 12 leadplane platforms during the “fire season”, two of which are
government-owned and 10 contracted.
The current leadplane pilot staffing level of 17.86 FTE in the “fire season” is adequate given the
limited number of aircraft available.
Table 31 - Pilot Staffing for Leadplane Mission Area illustrates the current staffing level.
Table 31 - Pilot Staffing for Leadplane Mission Area
“Off Season”†
FTE
CME
Estimated Current Staffing
15.7
“Fire Season”‡
FTE
CME
0
17.86
0
Table 32 - Estimated "Off Season" Flight Hours per Pilot
Estimated “Off Season” Flight Hours per Pilot
Current Staffing Level
Minimum Required Staffing Level
5.3 hours
12.0 hours
Leadplane pilots are located in various FS Regions, as shown in Figure 33 - "Off Season" Leadplane
FTE by Region which illustrates the distribution of the “off season” FTE for the leadplane mission
area. Any changes to current staffing levels must account for the regional location of pilots.
Supporting documentation for the distribution shown in Figure 33 - "Off Season" Leadplane FTE by
Region is provided at Appendix E – Supporting Documentation FTE by Mission Area.
Figure 33 - "Off Season" Leadplane FTE by Region
Leadplane Off Season FTE by Region
R-8, 1.52
R-1, 2.26
R-2, 0.92
R-6, 3.45
R-3, 0.94
R-4, 2.76
R-5, 3.84
USFS FW Pilot Workforce Analysis - 30
8. Smokejumpers
8.1.
Background
The pilots and aircraft in the smokejumper mission area support the FS mission of reducing the risk of
catastrophic wildland fires by performing initial and extended attack to contain fires through the use of
smokejumpers. Smokejumper pilots must be proficient in paradrop techniques and procedures, low
level paracargo delivery, flight in mountainous terrain, and close crew coordination. A mix of
government-owned and contractor-owned and operated aircraft are utilized in the smokejumper
mission area. While the individual regions manage and staff the government-owed aircraft, oversight
for standardization and operational policy is provided by the Washington Office.
8.2.
Seasons
Unlike other mission areas, the seasons for the smokejumper mission area are dependent upon the
availability of smokejumpers. Therefore, the seasons for the smokejumper mission area were
estimated based on the historical dates when smokejumpers started initial training and the average
dates of the smokejumpers’ last jump/mission. Table 34 - Estimated Initial Attack Training Dates by
Base shows the estimated dates when smokejumpers started initial attack training at the bases
operating smokejumper aircraft.
Table 34 - Estimated Initial Attack Training Dates by Base
Region
R-1
R-4
R-5
R-6
Base(s)
MSO, West Yellowstone, Grangeville
McCall
Redding
Redmond
Training Start Date
1st week of April
Last week of April
First or 2nd week of March
April 1st
Aircraft
N115Z, N179Z
N141Z, N142Z, N143Z
N175Z
N173Z,N178Z
Utilizing these criteria, the “fire season” and “off season” for the smokejumper mission area have been
determined as shown below. On average, approximately 85 percent of the flight hours for in
government smokejumper aircraft occurred during designated “fire season”.
“Off Season”
“Fire Season”
8.3.
October 1 through March 31
April 1 through September 31
Personnel
Thirty-three government pilots (16.58 FTE) and two contract pilots (0.85 CME) were utilized in the
smokejumper mission area during the analysis period. It is important to note that not all of the pilots
evaluated were employed year round. Data collected during the analysis period showed that 2 pilot
positions (1.52 FTE) in 2005 and 3 pilot positions (2.37 FTE) in 2006 were permanent government
employees that worked less than year round (i.e., 20/6 schedule).
Seventeen pilots in the smokejumper mission area are dual mission qualified and perform duties in
other mission areas; however, the totals of 16.58 FTE and 0.85 CME were calculated based on the
percentage of time each employee spent performing duties only in the smokejumper mission area. As
shown in Table 35 - Smokejumper Pilot Personnel Costs the annual personnel cost for these positions
averaged approximately $2.3 million, which equates to approximately $4.01 million over the 21-month
analysis period. Additionally, travel costs totaled approximately $453,000 and training costs totaled
approximately $1.22 million over the analysis period. The total travel and training costs equal
approximately 41 percent of the estimated personnel cost over the analysis period.
USFS FW Pilot Workforce Analysis - 31
Table 35 - Smokejumper Pilot Personnel Costs
FTE/CME Positions
Annual Personnel Costs (12months)
Personnel Costs over analysis
period (21-months)
Total Travel Costs (21-months)
Total Training Costs (21-months)
Government
Pilots (FTE)
16.58
Contract
Pilots (CME)
0.85
Total
17.43
$2,168,299
$90,107
$2,292,741
$3,794,524
$417,278
$1,131,846
$157,687
$35,980
$92,507
$4,012,296
$453,258
$1,224,353
The costs and staffing shown above are for aircraft operation only and do not include the cost of
government smokejumpers who perform the firefighting operations. To calculate the cost to run the
entire mission area, personnel, training, and travel costs for the smokejumper positions, and costs to
maintain the smokejumper equipment, would need to be added.
As noted in Paragraph 3.3, there is currently a disparity between the training requirements for
government versus contract smokejumper pilots. While both are required to meet the established
Federal Aviation Regulation requirements, the FS requires greatly expanded pilot training that is not
required of the contract pilots.
8.4.
Aircraft
A total of 16 smokejumper aircraft were utilized over the 21-month analysis period, costing the FS
approximately $9.5 million. The total flight hours for these aircraft totaled nearly 4,000 hours over the
analysis period. As shown in Table 36 – Smokejumper Aircraft Summary eight of these aircraft were
government-owned and eight were contracted. Note that of the contracted aircraft; only four were
used each fire season. While the table also illustrates the primary “fire season” base location of each
aircraft, it should be noted that the aircraft locations may differ between the “fire season” and the “off
season”.
Table 36 – Smokejumper Aircraft Summary
Government
Reg. #
N115Z
N141Z
N142Z
N143Z
N173Z
N175Z
N178Z
N179Z
Type of
Aircraft
DC-3TP
DHC6
DC-3TP
DHC6
SD3-30
SD3-30
SD3-30
SD3-30
Total
Flight
Hours
408.70
417.90
504.60
374.70
510.70
274.50
346.00
247.90
3,085.00
Total Cost
$882,982.80
$553,186.70
$812,646.00
$521,738.10
$891,810.50
$602,055.60
$689,175.80
$564,439.30
$5,518,034.80
Primary “Fire
Season” Base
Location
Missoula, MT
McCall, ID
McCall, ID
McCall, ID
Redmond, OR
Redding, CA
Redmond, OR
Missoula, MT
USFS FW Pilot Workforce Analysis - 32
“Off Season”
Base Location
Missoula, MT
Ogden, UT
Ogden, UT
Ogden, UT
Redmond, OR
Redmond, OR
Redmond, OR
Redmond, OR
Contract
Reg. #
N83AR
N171GC
N109BH
N107BH
N257MC
N376AS
N266MC
N263MC
Type of
Aircraft
DHC-6
DHC-6
C-212-CC
C-212-CC
228-202
DC3C
228-202
228-202
Total
Flight
Hours
122.80
105.50
95.40
89.80
131.10
50.50
89.0
192.5
876.6
Total Cost
$454,062.78
$466,173.96
$557,993.94
$474,934.12
$527,018.16
$515,773.94
401307.73
600,850.18
$4,010,964.33
Primary Base Location
Grangeville, ID in 2006
Grangeville, ID in 2005
Winthrop, WA in 2006
Winthrop, WA in 2005
Redding, CA in 2006
Redding, CA in 2005
Missoula, MT
West Yellowstone
While the costs for the contracted smokejumper aircraft include qualified contract pilots, the costs for
the government-owned aircraft are calculated based on FOR rates and include minimal government
pilot costs. Therefore, in order to accurately compare the cost of operating government-owned
smokejumper aircraft to the cost of operating contractor-owned and operated smokejumper aircraft, it
is necessary to evaluate the government smokejumper pilot costs. As stated in Paragraph 8.3, the
estimated personnel and training costs of government smokejumper pilots totaled approximately
$5,343,648 over the 21-month analysis period. However, it is estimated that the FOR rates used to
calculate aircraft costs already include nearly 8 percent of these costs. This percentage is based
upon the total hours charged to the “906625” Job Code. Therefore, the estimated cost of the
government smokejumper pilots included in this analysis, excluding costs already captured in the
FOR rates, and is approximately $4,916,156.
As shown in Table 37 - Government-Owned versus Contracted Smokejumper Aircraft Comparison the
total cost of operating the eight government smokejumper aircraft with government pilots is estimated
at approximately $10.43 million for the entire 21-month analysis period. In comparison, the total cost
of operating four contract aircraft with pilots is estimated at approximately $4.01 million. Note that
only four contract aircraft were available at any one time. These aircraft were available for only 10 of
the 21 months and flew less than 900 flight hours, at a cost of approximately $4,534/hour. The
government aircraft, on the other hand, were available for the entire 21-month period and flew over
3,000 flight hours at a cost of approximately $3,382/hour.
Table 37 - Government-Owned versus Contracted Smokejumper Aircraft Comparison
Government
Aircraft + Pilots
Contract
Aircraft + Pilots
Total
Aircraft
8 Aircraft
w/ Pilots
4 Aircraft
w/ Pilots
Total
Aircraft
Costs (21month)
$5,518,035
$4,010,964
Total Pilot
Costs (21Month)
$4,916,156
Included in
aircraft costs
Total Aircraft +
Pilot Costs
(21-month)
$10,434,191
Total
Flight
Hours (21months)
3,085
Estimated
Cost per
Hour
Flown
$3,382
$4,010,964
877
$4,534
Figure 38 - Total Smokejumper Aircraft Flight Hours per Month displays the total and average hours
flown by smokejumper aircraft per month over the 21-month analysis period. The figure also shows
the total number of smokejumper aircraft (government-owned and contracted) utilized each month.
As previously stated, during the analysis period, the contract aircraft were only utilized during the
months of May through September. Therefore, the hours shown for all other months represent hours
flown by government aircraft only.
USFS FW Pilot Workforce Analysis - 33
Much like the leadplane resources, smokejumper aircraft and pilots are utilized very little during the
“off season”, specifically from October through March. The number of smokejumper aircraft utilized
each month raged from 8 to 13 during the “fire seasons” and 2 to 7 during the “off season”. On
average, 11 smokejumper aircraft were utilized during each month of the “fire seasons” while an
average of 5 smokejumper aircraft were utilized during each month of the “off season”. Each
smokejumper aircraft flew for an average of approximately 6 hours per month during the “off season”
and 26 hours per month during the “fire seasons”.
Figure 38 - Total Smokejumper Aircraft Flight Hours per Month
700
600
Flight Hours
500
400
300
200
100
0
J 05 F 05 M 05 A 05 M 05 J 05 J 05 A 05 S 05 O 05 N 05 D 05 J 06 F 06 M 06 A 06 M 06 J 06 J 06 A 06 S 06
# Acft
4
6
6
8
9
12
12 12
13
7
4
2
4
6
6
7
10
12
12
12 11
Utilized
Month-Year
Total Flight Hrs
8.5.
Average SMKJ Aircraft Hours
Unable to Fill (UTF) Orders
In FY 2005 and FY 2006, 30 orders for smokejumper resources were requested but not filled. As
shown in Table 39 - UTF Orders in the Smokejumper Mission Area, approximately 53 percent of these
orders were not filled due to lack of resources available to meet the needs (Cancelled UTF).
Sufficient data is not available to determine if the remaining 47 percent of orders were cancelled due
to lack of resources or other reasons. Almost all of the unfilled orders were during the months of May
through August of each year.
Table 39 - UTF Orders in the Smokejumper Mission Area
FY 05
FY 06
Total
Cancelled
6
8
14
Cancelled UTF
1
15
16
USFS FW Pilot Workforce Analysis - 34
8.6.
Staffing
As stated in Paragraph 8.2, it is estimated that the “off season” for the smokejumper mission area
runs from approximately October 1 through March 31 of each year and the “fire season” runs from
approximately April 1 through September 31.
The current “fire season” staffing level for the smokejumper mission area is 18.14 FTE positions and
1.56 CME positions. This staffing level allows for 7-day coverage for smokejumper aircraft during the
“fire season”.
During the “off season”, the minimum staffing required to perform the necessary pilot duties of the
smokejumper mission area is 6.0 FTE. This “off season” staffing level will allow the FS to utilize at
least one of the government-owned aircraft located at each of the three “off season” locations
(Missoula, MT; Ogden, UT; and Redmond, OR) discussed in Paragraph 8.4. To achieve maximum
utilization of pilots and aircraft, it would be necessary to maintain at least two pilot positions at each of
these three locations.
Note that the staffing levels discussed above include only pilots needed to staff currently owned and
operated government smokejumper aircraft and do not include contractor-owned and operated
smokejumper aircraft with pilots. If the entire smokejumper mission area was owned and operated by
the government, an additional four aircraft would be required and an additional 6 to 12 pilots would be
needed in the summer months to staff these aircraft depending on the aircraft chosen to replace the
contracted resources.
Table 40 - Pilot Staffing for Smokejumper Mission Area illustrates the current and minimum required
pilot staffing levels for the smokejumper mission area for the designated “fire season” and “off
season”.
Table 40 - Pilot Staffing for Smokejumper Mission Area
Estimated Current Staffing
“Off Season”†
FTE
CME
12.41
0.14
“Fire Season”‡
FTE
CME
18.14
1.56
Table 41 - Estimated "Off Season" Flight Hours per Pilot illustrates how utilizing the minimum required
staffing level in the “off season” would effect the total flight hours per pilot per month during that period
of time. With the current staffing level of 12.41 FTE, each pilot flies approximately 6.8 hours per
month during the “off season”, which runs from October through March for the smokejumper mission
area.
Table 41 - Estimated "Off Season" Flight Hours per Pilot
Estimated “Off Season” Flight Hours per Pilot
Current Staffing Level
Minimum Required Staffing Level
6.8 hours
14.0 hours
USFS FW Pilot Workforce Analysis - 35
Smokejumper pilots are located in various FS Regions, as shown in Figure 42 - "Off Season"
Smokejumper FTE by Region, which illustrates the distribution of the “off season” FTE for the
Smokejumper mission area. Any changes to current staffing levels must account for this regional
distribution of pilots. Supporting documentation for the distribution shown in Figure 42 - "Off Season"
Smokejumper FTE by Region provided at Appendix E – Supporting Documentation FTE by Mission
Area.
Figure 42 - "Off Season" Smokejumper FTE by Region
Smokejumper Off Season FTE by Region
WO, 0.26
R-1, 3.04
R-6, 3.21
R-5, 1.64
R-4, 4.25
USFS FW Pilot Workforce Analysis - 36
9. Infrared
9.1.
Background
The pilots and aircraft in the FS infrared mission area utilize infrared (IR) technology to detect, map,
and monitor wildland fires. This infrared technology is used to provide necessary intelligence
including the specific location of new fires, fire intensity, and perimeter location to incident
management teams and other mangers in a timely manner.
The infrared mission area is one of the smallest of the core areas included in this analysis with two
aircraft and less than five pilots. In 2004, the Washington Office reassigned supervisory
responsibilities of IR aircraft and pilots to the Intermountain Region Office. In 2006 the aircraft and
pilots under the supervision of the Intermountain Region were moved to Ogden, UT in order to reduce
overall cost (maintenance and facilities) and to address supervisory shortfalls identified in the mission
area. It should be noted that the infrared technicians are currently supervised by the Washington
Office West and are stationed and operate out of the National Interagency Fire Center in Boise, Idaho.
It should be noted that the infrared technicians and scanner equipment utilized in infrared aircraft are
funded and supervised by the Washington Office West.
9.2.
Seasons
Based upon aircraft usage per month over the 21-month analysis period, the “off season” and “fire
season” for the infrared mission area have been determined as shown below. Approximately 80
percent of the total hours flown in the Infrared mission area occurred during the designated “fire
season”. It should be noted that of the mission areas evaluated in this analysis, the infrared mission
area has the shortest “fire season”.
“Off Season”
“Fire Season”
9.3.
October 1 through May 31
June 1 through September 31
Personnel
The FS infrared mission area consisted of 4.59 FTE positions during the analysis period. No contract
pilots were utilized in the mission area during the analysis period. As shown in Table 43 - Infrared
Pilot Personnel Costs the annual personnel costs for the infrared mission area averaged
approximately $618,000, totaling approximately $1.08 million over the 21-month analysis period.
Additionally, travel costs totaled approximately $142,000 and training costs totaled approximately
$247,000 over the entire analysis period. The total travel and training costs equate to approximately
36 percent of the total personnel cost over the analysis period.
Table 43 - Infrared Pilot Personnel Costs
Average FTE/CME
Annual Personnel Costs (12-month)
Personnel Costs over Analysis Period (21months)
Total Travel Costs (21-months)
Total Training Costs (21-months)
Government
Pilots (FTE)
4.59
$617,868
Contract
Pilots
(CME)
0.00
$0
Total
4.59
$617,868
$1,081,270
$141,788
$246,845
$0
$0
$0
$1,081,270
$141,788
$246,845
USFS FW Pilot Workforce Analysis - 37
The costs and staffing listed above are for aircraft operation only and do not include the cost of the
Infrared Technicians that operate the scanning equipment in-flight. To calculate the total cost to run
the entire mission area, personnel, training, and travel costs for the technicians and costs to maintain
the IR equipment would need to be added.
The personnel figures shown above do not include pay for one individual in 2005, where the individual
was detailed as a pilot but their salary was paid through the Bureau of Land Management (BLM).
During the 2005 “fire season”, this individual worked full time as a pilot in the Infrared mission area
from June 21 to Sept 7 and flew a total of 145.9 hours during this period. The workload during this
time period represents an additional 0.22 FTE annually.
9.4.
Current Contracts
No contract pilots were utilized in the infrared mission area during the analysis period; however,
during the 2007 “fire season” the infrared mission area solicited two 180-day contracts for infrared
pilots. Five qualified personnel responded to this solicitation and two pilots were contracted at a cost
of $450/day and $462/day for the contract period. Under this contract, pilots were paid for all days
covered during the contract period, regardless of whether the pilot worked on those days or not. By
contrast, the daily cost of government pilots for the same time period was approximately $585/day
(GS-13/2, fully qualified). The government cost includes the annual infrared pilot training costs, which
ranges from approximately $13,271 to $16,303 per pilot. While contractors are currently required to
pay for this particular training separately, there are ongoing discussions as to whether this expense
would be picked up in the future by the government. If this occurs, there is minimal difference in cost
between a contract pilot and a permanent seasonal government pilot.
9.5.
Aircraft
The infrared mission area utilized two government-owned aircraft during the analysis period. These
aircraft flew over 1,500 hours and cost approximately $2.1 million, as shown in Table 44 - Infrared
Aircraft Summary. Both aircraft are currently operated out of Ogden, UT.
Table 44 - Infrared Aircraft Summary
Reg. #
N144Z
N149Z
Type of
Aircraft
C500
BE200
Total
Flight
Hours
757.10
813.60
1,570.70
Total Cost
$1,236,709.30
$859,237.20
2,095,946.50
Primary Base
Location
Ogden, UT
Ogden, UT
USFS FW Pilot Workforce Analysis - 38
Figure 45 - Total Infrared Aircraft Flight Hours per Month displays the total and average hours flown
by infrared aircraft per month over the 21-month analysis period.
Figure 45 - Total Infrared Aircraft Flight Hours per Month
300
Flight Hours
250
200
150
100
50
0
J 05 F 05 M 05 A 05 M 05 J 05 J 05 A 05 S 05 O 05 N 05 D 05 J 06 F 06 M 06 A 06 M 06 J 06 J 06 A 06 S 06
Month-Year
Total Flight Hrs
Average Infrared Aircraft Hours
The infrared aircraft were utilized for an average of approximately 12 hours per aircraft per month
during the “off season” and 78 hours per aircraft per month during the “fire season”. The hours flown
during the “off season” were mainly for administrative and training flights.
9.6.
Unable to Fill (UTF) Orders
In FY 2005 and FY 2006, over 600 orders for infrared resources were requested but not filled. As
shown in Table 46 - UTF Orders in the Infrared Mission Area nearly 82 percent of these orders were
not filled due to lack of resources available to meet the needs. Sufficient data is not available to
determine if the remaining orders were cancelled due to lack of resources or other reasons. Nearly all
of the unfilled orders were during the months of June through September of each year.
Table 46 - UTF Orders in the Infrared Mission Area
FY 05
FY 06
Total
Cancelled
17
95
112
Cancelled UTF
18
478
496
USFS FW Pilot Workforce Analysis - 39
9.7.
Staffing
The current infrared pilot staffing level of 5.74 FTE positions in the “fire season” is adequate, as it
allows for maximum aircraft utilization and covers the high workload during the “fire season”.
Table 47 - Pilot Staffing for Infrared illustrates the current pilot staffing levels for the infrared mission
area for the designated “fire season” and “off season”.
Table 47 - Pilot Staffing for Infrared Mission Area
Estimated Current Staffing
“Off Season”†
FTE
CME
3.94
0.00
“Fire Season”‡
FTE
CME
5.74
0.00
Table 48 - Estimated "Off Season" Flight Hours per Pilot illustrates how utilizing the minimum required
staffing level in the “off season”.
Table 48 - Estimated "Off Season" Flight Hours per Pilot
Estimated “Off Season” Flight Hours per Pilot
Current Staffing Level
Optimal Staffing Level
12.5 hours
24.6 hours
The pilots in this mission area are located in various FS Regions, as shown in Figure 49 - "Off
Season" Infrared FTE by Region which illustrates the distribution of the “off season” FTE for the
infrared mission area. As previously stated, all current IR pilots are based out of Ogden, UT.
Figure 49 - "Off Season" Infrared FTE by Region
Infrared Off Season FTE by Region
WO, 0.32
R-6, 0.07
R-4, 3.54
USFS FW Pilot Workforce Analysis - 40
10.
Seaplane
10.1.
Background
The seaplane mission area is unique to the government, as it is required to fulfill both commercial and
federal aviation needs within Boundary Waters Canoe Area Wilderness that is closed to private and
commercial aviation operations, per Executive Order 10092. This Executive Order closed the
airspace from the surface up to 4000 ft and prohibited landings except by federal aircraft.
The pilots and aircraft in the seaplane mission area are highly versatile and are used for a wide
variety of fire and non-fire support. The mission area is stationed and dedicated to the Superior
National Forest in Region 9 and provides local support for other cooperators. The fire support
provided by this mission area includes, but is not limited to, fire detection, reconnaissance, initial
attack with water and foam suppressant, initial attack crew haul, logistical re-supply, and prescribed
fire support. The non-fire support includes, but is not limited to, law enforcement, photography, forest
health, fish stocking, search and rescue, and administrative and cargo transport.
10.2.
Seasons
Based upon aircraft usage per month over the 21-month analysis period, the “off season” and “fire
season” for the seaplane mission area have been determined as shown below. Approximately 91% of
the total hours flown by aircraft in this mission area occurred during the designated “fire season”.
“Off Season”
“Fire Season”
10.3.
November 1 through March 31
April 1 through October 31
Personnel
The seaplane mission area consists of approximately 2.92 FTE positions and 0.60 CME positions.
Each of the FTE and CME positions included in this analysis are fully dedicated to the seaplane
mission area and do not perform duties in other mission areas. As shown in Table 50 - Seaplane Pilot
Personnel Costs the annual personnel costs for these positions averaged approximately $412,000,
totaling approximately $721,000 over the entire analysis period. Additionally, travel costs totaled
approximately $25,619 and training costs totaled approximately $19,000 over the analysis period.
Table 50 - Seaplane Pilot Personnel Costs
Average FTE/CME
Annual Personnel Costs (12-month)
Personnel Costs over Analysis Period (21months)
Total Travel Costs (21-months)
Total Training Costs (21-months)
Government
Pilots (FTE)
2.92
$ 360,083
Contract
Pilots
(CME)
0.60
$ 51,933
Total
3.52
$ 412,016
$ 630,145
$25,473
$ 14,209
$ 90,883
$ 146
$ 4,736
$ 721,028
$ 25,619
$ 18,945
USFS FW Pilot Workforce Analysis - 41
10.4.
Aircraft
Three government-owned aircraft were utilized in the seaplane mission area during the analysis
period, flying over 2,600 hours at a cost of approximately $710,000. Note that these three aircraft
were built between 1957 and 1959. This type of aircraft (DHC Beaver) has not been in production
since 1968, with a total of 1,700 aircraft manufactured. This leads to uncertainty as to how long the
Forest Service will be able to purchase replacement parts and no replacement request has been
initiated by the forest for newer aircraft. No contract aircraft were utilized in the mission area during
the analysis period.
Table 51 - Seaplane Mission Area Aircraft Summary
Type of
Aircraft
Reg. #
N191Z
N192Z
N197Z
Total
Flight
Hours
948.30
805.50
878.30
2,632.10
Built
1956
1959
1957
DHC Beaver
DHC Beaver
DHC Beaver
Primary Base
Location
Total Cost
$251,441.40
$221,739.00
$236,881.40
$710,061.80
Ely, MN
Ely, MN
Ely, MN
Figure 52 - Total Seaplane Aircraft Flight Hours per Month shows that the three seaplane aircraft were
utilized very little during the “off season”, averaging approximately 10 hours per aircraft per month.
Conversely, during the “fire season” the average flight hours per aircraft was approximately 61 hours
per month, over six times the average usage in the “off season”. It should be noted that during the
peak month in the seaplane mission area (July 2006) the seaplane staffing neared maximum
capacity.
Figure 52 - Total Seaplane Aircraft Flight Hours per Month
500
450
400
Flight Hours
350
300
250
200
150
100
50
0
J 05 F 05 M 05 A 05 M 05 J 05 J 05 A 05 S 05 O 05 N 05 D 05 J 06 F 06 M 06 A 06 M 06 J 06 J 06 A 06 S 06
# Acft 3
Utilized 3
2
3
2
3
3
3
3
3
3
3
3
2
3
3
Month-Year
Total Flight Hrs
Average Seaplane Aircraft Hours
USFS FW Pilot Workforce Analysis - 42
1
3
3
3
3
10.5.
Staffing
The minimum required staffing model for the seaplane mission area consists of 4.0 FTE positions
during the “fire season” and 2.0 FTE positions during the “off season”. Note that while the number of
recommended FTE in the “fire season” increases from the current 2.99 FTE, there is a corresponding
decrease in the number of CME from 0.69 to 0.00. During the “off season” the number of FTE
decreases by 0.65 FTE, with no change in the number of CME since no contractors were utilized in
the seaplane mission area during the “off season” during the analysis period. All pilots utilized in this
mission area are located in Region 9.
Due to funding in 2007, the contract seaplane pilot was eliminated and the mission area was limited to
3 full time government pilots. This resulted in one of the three aircraft being unavailable three days a
week, or a 14.3% reduction in overall capacity due to mandatory days off. Smaller aircraft (C-206 and
C-172) were contracted on a Call-When-Needed basis to provide additional coverage. These contract
aircraft flew a total of 87.55 hours at a cost of approximately $66,000. These smaller contract aircraft
have roughly half the capacity of the government-owned aircraft and limited radio capacity, so
operation of the aircraft is limited to Recon and Detection, as well as very limited personnel transport.
Table 53 - Pilot Staffing for Seaplane illustrates the current and minimum required pilot staffing levels
for the seaplane mission area for the designated “fire season” and “off season”.
Table 53 - Pilot Staffing for Seaplane Mission Area
“Off Season”†
FTE
CME
Estimated Current Staffing
2.65
0.00
“Fire Season”‡
FTE
CME
2.99
0.69
Minimum Required Staffing
2.00 0.00
4.00
† Estimated FTE/CME from Nov 1, 2005 through Mar 31, 2006
‡ Estimated FTE/CME from Apr 1, 2005 through Oct 31, 2005
0.00
Table 54 - Estimated "Off Season" Flight Hours per Pilot illustrates that utilizing the minimum required
staffing.
Table 54 - Estimated "Off Season" Flight Hours per Pilot
Estimated “Off Season” Flight Hours per Pilot
Current Staffing Level
Minimum Required Staffing Level
10.1 hours
15.1 hours
USFS FW Pilot Workforce Analysis - 43
11.
Other Resource Uses
11.1.
Background
Pilots and aircraft in the “Other Resource Uses” mission area are utilized for a variety of Resource
Management activities including sketch mapping, resource, photography, air attack and personnel
transport.
11.2.
Seasons
The “off season” and “on season” for this mission area, based on the total aircraft usage per month,
have been determined as shown below. Note that there is no designated “fire season” for this mission
area since the main focus is largely on non-fire missions. On average, approximately 93 percent of
the flight hours for aircraft in this mission area occurred during designated “on season”.
“Off Season”
“On Season”
11.3.
November 1 through March 31
April 1 through October 31
Personnel
Over the analysis period, 5.18 FTE positions and 0.12 CME positions dedicated a portion of their time
to this mission area. As shown in Table 55 - Other Resource Uses Pilot Personnel Costs, the
average annual personnel costs for these positions totaled approximately $701,600, which totals
approximately $1.23 million over the 21-month analysis period. Additionally, travel costs totaled
nearly $159,000 and training costs totaled approximately $115,000 over the analysis period.
Table 55 - Other Resource Uses Pilot Personnel Costs
Average FTE/CME
Annual Personnel Costs (12-month)
Personnel Costs over Analysis Period (21months)
Total Travel Costs (21-months)
Total Training Costs (21-months)
Government
(FTE)
5.18
$685,857
Contract
(CME)
0.12
$15,746
Total
5.30
$701,603
$1,200,250
$154,858
$106,040
$27,555
$4,019
$9,149
$1,227,805
$158,877
$115,189
USFS FW Pilot Workforce Analysis - 44
11.4.
Aircraft
Seven aircraft were utilized during the analysis period for other resource use missions, including six
government-owned and one contract aircraft. These aircraft flew for approximately 1,900 hours at a
total cost of approximately $1.5 million, as shown in Table 56 - Other Resource Uses Aircraft
Summary.
Table 56 - Other Resource Uses Aircraft Summary
Government
Reg. #
N111Z
N126Z
N127Z
N136Z
N147Z
N171Z
Type of Aircraft
C206
C206/207 Turbine
BE100
C206
AC500
AC500
Total
Flight
Hours
430.50
686.80
370.70
0.00
247.10
11.00
1,746.10
Total Cost
$191,497.50
$216,207.20
$325,759.00
$36,292.00
$203,941.40
$48,548.00
1,022,245.10
Cost per hour
(Total cost/Total
Hours)
444.83
314.80
878.77
N/A
825.24
N/A
Primary Base
Location
Missoula, MT
Broomfield, CO
Broomfield, CO
Albuquerque, NM
Ogden, UT
Redmond, OR
Contract
Reg. #
N200HX
Type of Aircraft
B200
Total
Flight
Hours
188.40
188.40
Total Cost
$469,307.77
469,307.77
24910.02
Primary Base
Location
Boise, ID
The single largest cost of the aircraft in the “other” mission area was the leased aircraft N200HX,
which was originally leased as a leadplane aircraft. As a result of the decision to no longer use this
model aircraft as a leadplane platform and the remaining time on the lease, the aircraft was
transferred to the Washington Office West as an “other “ aircraft, predominantly for administrative
transportation for the remainder of the lease and has not been renewed.
Two aircraft in this mission area exhibit a high total cost with little or no hours flown (N136Z and
N171Z). Both of these aircraft were undergoing major maintenance and flew either very little or not at
all; thus, no useful inference can be made about the cost per hour for these aircraft.
11.5.
Staffing
The current level of government staffing for this mission area is adequate during the designated “on
season”.
Table 57 - Pilot Staffing for Other Resource Uses Mission Area summarizes the current and
minimum required staffing levels for the designated “on season” and “off season” for the other
resource uses mission area.
Table 57 - Pilot Staffing for Other Resource Uses Mission Area
Estimated Current Staffing
“Off Season”†
FTE
CME
5.18
0.02
USFS FW Pilot Workforce Analysis - 45
“On Season”‡
FTE
CME
5.76
0.11
The pilots in this mission area are located in various FS Regions, as shown in Figure 58 - "Off
Season" Other Resource Support FTE which illustrates the distribution of the “off season” FTE for the
other resource support mission area.
Figure 58 - "Off Season" Other Resource Support FTE
Other Off Season FTE by Region
WO, 0.51
R-1, 1.01
R-10, 0.87
R-5, 0.15
R-4, 0.73
R-2, 1.91
USFS FW Pilot Workforce Analysis - 46
12.
Summary
The section provides a summary of the Workforce Analysis resulting from the evaluation of the
requirements, workload, cost, and utilization of the pilots in the FS Fixed Wing mission area.
12.1.
Staffing
Appendix E – Supporting Documentation FTE by Mission Area summarizes staffing levels for each
mission area, as discussed in the previous sections of this report.
12.2.
Training
Training costs accounted for approximately 15 percent of the total personnel costs in the Fixed Wing
Mission area over the 21-month analysis period, totaling over $2.2 million. As previously stated
aviation training is currently provided in a segmented manner, leading to increased costs associated
with transportation, work time and per diem.
12.3. Leadplane Aircraft
Contract leadplanes are sometimes retained by regions during periods of low utilization, such
as during “off season” months. When determining to retain contract leadplane aircraft during
“off season” months, it is important to weigh the utilization of the aircraft against the costs of
maintaining possession. Table 59 - Contract Leadplane Aircraft Data by Month illustrates monthly
flight data for contract leadplane aircraft including flight hours and number of aircraft utilized.
Table 59 - Contract Leadplane Aircraft Data by Month
Month-Year
J 05
F 05
M 05
A 05
M 05
J 05
J 05
A 05
S 05
O 05
N 05
D 05
J 06
F 06
M 06
A 06
M 06
J 06
J 06
A 06
S 06
# of Contract
LP A/C
Utilized
1
2
5
5
6
6
8
10
7
7
5
5
3
5
5
6
8
8
9
9
9
Total Contract
LP Flight Hrs
18.9
75.6
49
145.6
217.8
250.8
474.6
547.4
297
131.3
47.1
25.3
77.7
97.2
83
140.8
293.3
480.6
666.6
700.6
326.4
5146.6
USFS FW Pilot Workforce Analysis - 47
Average
Contract LP
Flight Hours
18.9
37.8
9.8
29.1
36.3
35.8
59.3
54.7
37.1
14.6
7.9
4.2
19.4
19.4
13.8
20.1
36.7
60.1
74.1
77.8
36.3
12.4.
Management
12.5.
Leadplane Mission Area
As stated in Paragraph 7, while there is some national coordination of leadplane assignments and
distribution during “fire seasons”, regions currently operate autonomously with one to three leadplanes
each. Additionally, while there is interregional cooperation between the pilots to work out days off and
filling details, there is no definitive command structure in place. Much of the ordering for these
resources comes as a result of prior negotiation between the pilots themselves and not as a function
of a national response strategy. This may lead to an imbalance of asset utilization or less efficient
management of fatigue, scheduling, and maintenance.
12.6.
Infrared Mission Area
As stated in Paragraph 9, infrared technicians and scanning equipment are currently funded and
supervised by the Washington Office West and are stationed and operate out of the National
Interagency Fire Center in Boise, Idaho. The pilots and aircraft that are support this mission are
located in Ogden Utah and supervised by the Intermountain Regional Office. This split configuration
of mission resources may be inefficient.
12.7.
Alternative Personnel Scheduling Options
The Fixed Wing mission area currently utilizes primarily a 12/2 schedule, as it allows greater flexibility
than other scheduling options. However, this option comes at a significant increase in cost due to
unnecessary hours of overtime being scheduled for pilots.
It is anticipated that several alternative work schedules exist that may benefit the FS in terms of more
effective scheduling and cost effectiveness. Examples include compressed work schedules such as a
four day work week (known as 4-10’s) or a 5-4/9 compressed plan, where pilots work eight nine hour
days and one eight hour day over a pay period.
Data analysis from the Workforce Analysis indicated that during the two “fire seasons” covered by the
analysis period, each pilot worked an average of 9.18 hours per day. For purposes of this calculation,
the nominal “fire season” was considered April through September. The “fire season” workload
generally peaks during the core months of July through September. Over the analysis period, the
average hours worked per pilot per day during these months increased to approximately 9.63 hours.
12.8.
Utilization and Productivity of Pilots in “Off Season”
Data analysis indicates levels of flight time decreases during the “Off Season” which may be attributed
to:
• Flying is occurring but not being logged. This scenario is unlikely, as total hours reported by the
pilots correlate to the low or no aircraft usage use reports.
• Other work which does not include flight duties is being performed that is not quantifiable.
• There is a lack of flight work for the pilots and aircraft within the Forest Service and / or other
agencies during this period.
12.9.
Other Findings
In addition to those discussed in Paragraph 12, the Workforce Analysis identified other issues that
lead to inefficiencies within the fixed wing mission area. These issues relate to data collection and
reporting, inconsistencies in handbooks and guides, inconsistent cost data, fuel payment, and pilot
scheduling.
USFS FW Pilot Workforce Analysis - 48
12.10. Record of Individual Flying Time
Collecting and interpreting information for use by managers is hampered by inconsistencies, delays,
and data storage locations. For example, there is a lack of consistency across regions and mission
areas regarding the way flight time is recorded by pilots on the required form. These issues prohibit
national managers from accurately determining pilot workload and utilization, identifying potential
shortfalls, and making time sensitive adjustments to the mission area across regions.
12.11. Handbooks and Guides
Inconsistencies currently exist in the Interagency Smokejumper Pilots Operations Guide (ISPOG), the
Forest Service Handbook (5709.16), and the Smokejumper Contract. These inconsistencies relate to
items such as flight time requirements, qualifications, check rides, terminologies, and position
classification and often lead to confusion as to which standard takes precedence. Several
inconsistencies identified during this analysis include:
•
•
•
•
•
•
•
•
•
The ISPOG requires a minimum of 500 hours of Pilot-In-Command (PIC) time in Category and
Class, which is higher than the requirement of the Forest Service Handbook or the Smokejumper
Contract.
The ISPOG requires a minimum of 25 hours in make and model within 5 years. This differs from
the Forest Service Handbook (5709.16 12.11d), where this requirement only applies to aircraft
with a Maximum Gross take off weight over 12,500 lbs.
The ISPOG 9.1.2 requires 100 hours as PIC in turbine powered aircraft. The ISPOG 9.2.2 states
the minimum as 100 hours as PIC or Second-in-Command (SIC).
The ISPOG requires 100 hours of “Heavy” multi-engine time as PIC or SIC, which differs from
Department of Interior (DOI) requirement of 250 hours of “Heavy” PIC time.
The ISPOG contains a requirement for Smokejumper Instructor Pilots to have designation by the
National Fixed Wing Standardization Officer and National Office Designation, which appears to be
duplication.
The ISPOG contains a requirement for Smokejumper Check Airman to have designation by the
National Fixed Wing Standardization Officer and National Office Designation, which appears to be
duplication.
The ISPOG requires a Biannual Standardization Workshop and check ride, and an ISPOG
Standardization check ride, which appears to be duplication.
The usage of the term “Heavy” when referring to aircraft varies between handbooks and manuals.
According to the Federal Aviation Administration (FAA) and the International Civil Aviation
Organization (ICAO), the definition of “Heavy” is an aircraft with a Maximum Gross Takeoff Weight
(MGTW) over 255,000. The aircraft the FS currently owns would not meet the standard for
“large”, which is MGTW over 41,000 lbs.
The Office of Personnel Management (OPM) does not allow the GS-2181 position at a GS-7
grade level (numerous approved position descriptions exist in the Forest Service at this level is
contrary to this Direction). See: http://www.opm.gov/fedclass/gs2181.pdf and as attached.
12.12. Pilot Staffing and Scheduling
Pilot schedules are currently set by Supervisory Pilots. This may be an issue (under agency and
OPM regulations) where the supervisor establishes the schedule and performs on it. This situation
could potentially appear as a conflict of interest in that the supervisor is scheduling their own overtime
hours thus benefiting from the position.
USFS FW Pilot Workforce Analysis - 49
12.13. Aircraft Data
During data collections for the workforce analysis, the Team found that cost and use information for
several aircraft were not being reported. This issue affects FS managers and staff who rely on this
data for annual reports, safety evaluations, and data collection for Congressional reports. For
example, the following two aircraft were identified as not included in the WCF System: N106FS, a
DHC2 Beaver operating in R-10 by Law Enforcement and N70Z, a PA31 Navajo operated by the
Pacific Southwest Research Station in Southern California. In addition, the use of several contract
aircraft was not reported in AMIS. Since upward reporting to FAIRS was done from the AMIS
database, this reflects $1.5 million not reported in FAIRS for 2005/2006. The Program Managers of
these aircraft have been alerted to this problem.
12.14. Paying for Fuel in Contract Leadplanes with Government Air Cards
During the analysis period some regions used a government air card to fuel their exclusive use
contract leadplanes. The Albuquerque Service Center (ASC) at the time of the analysis was
attempting to streamline the payment of the government air cards by having the Defense Finance
Accounting Service (IPAC) bill the National Finance Center (NFC) directly for fuel. In order for an
IPAC bill to work, all fuel charges on the government air card need to be charged against a single
management code (normally 906602 - Jet Fuel). This creates a problem as funds are taken out of the
WCF account to pay for fuel in contracted aircraft. The unit operating the aircraft is in effect
subsidizing the cost of every flight at approximately $305 per flight hour and the true cost charged to
the fire (or using unit) is not accurately represented. Without excellent recordkeeping by the pilot and
a very large accounting adjustment by ASC at the end of the year, true cost accounting cannot occur.
This causes fuel being used in the contract aircraft to be charged against the government aircraft’s
Flight Rate. In addition, as money is being withdrawn from the WCF account to pay for fuel, rates for
the government aircraft will rise to keep the account solvent. This also results in the fires that use the
contract leadplanes to be under charged for services and the fires that use government leadplanes to
be overcharged.
12.15. Payroll Irregularities
Office of Personnel Management (OPM), Interagency Fire Business Management (IBM), and Federal
Aviation Administration regulations have conflicting direction which result in confusion and
irregularities in reported payroll hours. Supervisors who approve these timesheets (based on the
numerous errors found on pilot timesheets of over and under payments when reviewed for this
analysis) do not appear to thoroughly understand these varying regulations when approving employee
payroll.
This issue is complex; under Title 5, United States Code, Chapter 61, Subchapter II – Flexible and
Compressed Work Schedules there are provisions and the general framework scheduling employee
workweeks. In addition to the USC Title 5 regulations, our FSM 6100 direction, the Interagency
Incident Business Handbook Manual policy; the Federal Aviation Administration sets forth regulations
governing work schedules for these employees.
Additional regulations exist for pilots’ safety in the Forest Service Handbook 5709.16 Flight
Operations Handbook Chapter 10 – Administration 15.12 Exhibit 01 which addresses the Federal
Aviation Administration’s FAR Part 135 flight and duty limitations “7. During any fourteen (14)
consecutive days, pilots shall be off duty for two (2) full calendar days. Days off duty need not be
consecutive.” There is also a general misunderstanding of the personnel regulations (reflected in the
timesheets reviewed) when a scheduled day work day or day off can be changed by written direction
from the pilot’s supervisor.
USFS FW Pilot Workforce Analysis - 50
Examples:
Seven of the pilots in the analysis period were compensated for 80 hours or more of “Other Paid
Absence” (Time code 66) over and above the regularly scheduled holidays. The highest number of
hours of TC66 received by one employee was 272 hours (34 days), 152 hours or 19 days more than
the regularly scheduled holidays. Conversely, it appears that 17 pilots did not claim the entire amount
of holiday pay they were entitled to claim.
The highest total hour charged of codes 01, 62, 14, 21, claimed and approved in a single pay period
during the analysis period was 278.00 hours that included one unpaid day off.
Time code 66 hours are often charged when a pilot is being transitioned to the summer 7 day
schedule or, in the case of lead plane pilots, adjust their schedule to match the airtankers’ days off.
This allows them to account for all scheduled workdays while still meeting the duty assignment day off
requirements while in paid status but not performing work.
Example: A pilot is in week 2 of regular M-F work schedule. Pilot is requested to fill and assignment
starting the first Sunday of the following pay period for a 12 day rotation. OPM says he or she must
account for hours in current pay period, IBM requires 2 days off after 14, and FS policy states Pilots
must be off two days within the previous 14 days. For the maximum utilization of the pilot, the pilot
would need to be off the two days preceding the beginning of the assignment. Since the assignment
starts on Sunday, the pilot would need to be “Off Duty” on Friday and Saturday, however if the pilot
takes Friday off he/she has not met the OPM requirement of 40 hours per week. To meet both
requirements it is necessary to “Excuse” the individual from work but be compensated (paid for the
day while off duty which may in some cases be at the overtime rate). In this example, the Friday
preceding the assignment this individual takes the day off and charges their time to TC66 or to
premium pay.
2nd Week, 1st Pay Period
S
M T W T F
off 8
8
8
8
8
S
off
2nd Pay Period, on New Schedule (Sun – Thur)
S M T W T F S S M T W
8
8
8
8
8
ot ot 8
8
8
8
USFS FW Pilot Workforce Analysis - 51
T
8
F
off
S
off
12.16. Smokejumper Aircraft
Data analysis indicated several cases of inefficient management of both government-owned and
contracted smokejumper aircraft. During one period, a smokejumper aircraft (N376AS) located in
Redding, CA was contracted at a cost of $527,000 in 2005, flying 50.50 hours in the four months it
was utilized. When compared to other aircraft contracted during the same period, this level of flight
hours is very low. Table 60 - Smokejumper Aircraft Hours by Base illustrates the flight hours for
smokejumper aircraft operating out of four primary smokejumper bases. In addition, the table
illustrates the amount of time the aircraft assigned to each base were flown on the same date at the
same time. Note that a total of three government-owned aircraft (N141Z, N142Z, and N143Z) were
assigned to the base in McCall, ID during the analysis period, but were utilized on the same date at
the same time for only 39 days. For 16 of the 39 days when the aircraft were flown on the same date,
one aircraft was detailed to Silver City, NM. In addition, the flight time during 5 of the 39 days
consisted of non-fire events, such as training, transportation of deceased employees, or other
scheduled events. During the remaining 18 days, analysis showed that all three aircraft flew on the
same date, at the same time, and for fire related missions for only 12.6 hours. At all other times, the
three aircraft were assigned to McCall but there was at least one aircraft on the ground. This
indicates a potential inefficient placement of smokejumper aircraft.
Table 60 - Smokejumper Aircraft Hours by Base
Number of Jumpers assigned to base.
Number of SMKJ Aircraft at Base
Number of times all aircraft at base
flew the same day
Total hours flown
Avg. hour on days with flights
(hrs/plane)
Avg. hour on days with flights
(hrs/plane)
(“Fire Season” 5/1-9/30)
Single Largest Day
Total Hours flown
Avg. hour on days with flights
(hrs/plane)
Avg. hour on days with flights
(hrs/plane)
(“Fire Season” 5/1-9/30)
Single Largest Day
Missoula, MT
85
2
64
Smokejumper Base
McCall, ID
Redding, CA
70
40
3
2*
39
60
Redmond, OR
35
2
90
1/1/05-9/30/05
273.1
521.8
153.4
404.4
2.44 (1.22)
3.22 (1.07)
2.47 (1.23)
2.95 (1.47)
2.69 (1.34)
3.38 (1.13)
2.54 (1.27)
3.22 (1.61)
10.3 - (8/7/05) 13.5 - (7/28/05)
10/1/05-9/30/06
383.5
803.7
11.9 - (6/22/05)
9.0 - (8/14/05)
302
453.7
2.88 (1.44)
3.81 (1.27)
3.12 (1.56)
3.45 (1.72)
3.12 (1.56)
4.05 (1.35)
3.61 (1.80)
3.94 (1.97)
10.3 - (12/1/05)
15.3 - (8/9/06)
13.9 - (6/28/06)
12.5 - (8/22/06)
USFS FW Pilot Workforce Analysis - 52
Appendix A – Percentage of Pilot Time in Mission Area
GOVERNMENT PILOTS
Percentage of Flight Days Dedicated to Mission Area
Pilot ID
Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
R-9 PL
R-8 RG
R-2 RS
Leadplane
25%
41%
77%
100%
Smokejumper
100%
100%
36%
Seaplane
Infrared
63%
75%
58%
59%
23%
Other
Resource
Uses
1%
100%
100%
42%
0%
100%
100%
55%
100%
78%
100%
45%
100%
100%
100%
22%
100%
100%
100%
91%
9%
100%
100%
100%
65%
78%
100%
12%
23%
100%
100%
100%
16%
100%
7%
100%
100%
100%
100%
50%
50%
100%
100%
100%
100%
Appendix – Page 1
GOVERNMENT PILOTS
Percentage of Flight Days Dedicated to Mission Area
Pilot ID
Code
R-1 RH
R-5 RH
R-5 RC
R-4 RM
R-6 RV
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Leadplane
54%
65%
Smokejumper
100%
45%
34%
Seaplane
Infrared
Other
Resource
Uses
1%
1%
100%
82%
24%
18%
76%
100%
18%
41%
37%
63%
100%
100%
100%
41%
100%
48%
37%
16%
100%
100%
100%
CONTRACTOR PILOTS
Pilot
C - EH
C - JT
C - CB
Leadplane
Smokejumper
82%
100%
Seaplane
100%
Appendix – Page 2
Infrared
Other
18%
Appendix B – FTE/CME Over 21-month Analysis Period
Average FTE per Mission Area over 21-months (45 Pay
Periods)
Pilot ID
Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
R-9 PL
Total
Pay
Periods
Worked
19
45
45
45
45
27
45
45
45
45
45
45
45
19
45
45
45
45
45
39
31
45
45
22
20
45
45
45
18
39
45
45
7
26
4
40
26
30
45
45
FTE
Positions
(over 21months)
0.46
0.79
1.01
0.29
0.67
0.52
0.93
0.99
0.98
0.98
1.02
0.98
0.91
0.38
0.98
1.03
0.80
0.92
1.01
0.77
0.33
0.89
0.93
0.49
0.42
1.04
0.94
1.01
0.30
0.84
0.94
1.00
0.02
0.59
0.03
0.84
0.54
0.61
0.94
0.93
Leadplane
0.00
0.00
0.00
0.00
0.00
0.13
0.00
0.40
0.75
0.98
0.00
0.98
0.00
0.21
0.00
0.00
0.00
0.92
0.79
0.00
0.33
0.00
0.84
0.00
0.00
0.00
0.00
0.66
0.00
0.00
0.00
0.78
0.00
0.59
0.00
0.00
0.00
0.00
0.94
0.00
Smokejumper
0.46
0.79
0.36
0.00
0.00
0.39
0.54
0.58
0.23
0.00
0.00
0.00
0.91
0.17
0.98
1.03
0.80
0.00
0.22
0.77
0.00
0.00
0.09
0.00
0.00
1.04
0.00
0.24
0.30
0.84
0.94
0.15
0.02
0.00
0.03
0.00
0.00
0.31
0.00
0.00
Appendix – Page 3
Seaplane
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1.02
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.93
Infrared
0.00
0.00
0.64
0.00
0.00
0.00
0.39
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.89
0.00
0.49
0.42
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.54
0.31
0.00
0.00
Other
Resource
Uses
0.00
0.00
0.01
0.29
0.67
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.94
0.12
0.00
0.00
0.00
0.07
0.00
0.00
0.00
0.84
0.00
0.00
0.00
0.00
Average FTE per Mission Area over 21-months (45 Pay
Periods)
Pilot ID
Code
R-8 RG
R-2 RS
R-1 RH
R-5 RH
R-5 RC
R-4 RM
R-6 RV
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Total
Pay
Periods
Worked
45
36
45
45
37
11
45
45
45
45
30
45
45
45
45
45
45
37
13
FTE
Positions
(over 21months)
1.00
0.83
0.99
0.92
0.74
0.23
1.00
1.01
0.98
0.99
0.40
1.01
0.95
1.04
0.98
0.93
0.99
0.56
0.28
45.84
Leadplane
1.00
0.00
0.00
0.50
0.48
0.00
0.82
0.24
0.00
0.00
0.25
1.01
0.95
1.04
0.00
0.44
0.00
0.56
0.00
16.57
Smokejumper
0.00
0.00
0.99
0.42
0.25
0.00
0.18
0.77
0.98
0.18
0.00
0.00
0.00
0.00
0.00
0.34
0.00
0.00
0.28
16.58
Seaplane
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.98
0.00
0.00
0.00
0.00
2.92
Infrared
0.00
0.00
0.00
0.00
0.00
0.23
0.00
0.00
0.00
0.40
0.15
0.00
0.00
0.00
0.00
0.14
0.00
0.00
0.00
4.59
Other
Resource
Uses
0.00
0.83
0.00
0.01
0.00
0.00
0.00
0.00
0.00
0.40
0.00
0.00
0.00
0.00
0.00
0.00
0.99
0.00
0.00
5.18
CME per Mission Area over 21-months (45 Pay Periods)
Pilot
C - EH
C- CB
C- JT
Total
Pay
Periods
Worked
Average
CME (over
21months)
0.68
0.60
0.29
1.58
Leadplane
Smokejumper
0.56
Seaplane
Infrared
Other
0.12
0.60
0.00
0.29
0.85
0.60
0.00
0.12
Pilots Excluded from Analysis
Pilot
Region
R-10 TD
R-10
R-10 BB
R-10
PSW
RS RL
PSW RS
Reason for Exclusion
Individual flies N106FS as part of his duties as LEI and information about the
aircraft use was not in AMIS or available from ASC as part of the WCF
Program.
Most flying occurred in aircraft not owned or leased by the Forest Service as
pilot inspections and would occur regardless. Other hours were flown in
N106FS. Information on this aircraft was not available.
It has not been determined if this pilot is the only person that flies the PSW RS
Navajo or if he/she is a contract or Government employee.
Appendix – Page 4
Appendix C – Pilot Hours and Rates
Pilot ID
Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
R-9 PL
R-8 RG
R-2 RS
R-1 RH
R-5 RH
R-5 RC
R-4 RM
R-6 RV
Base Hourly
Rate
$29.85
$31.84
$37.86
$37.86
$41.94
$33.83
$36.68
$36.81
$32.83
$33.83
$36.81
$30.84
$30.84
$33.83
$32.83
$37.86
$32.83
$35.82
$36.68
$31.84
$42.72
$39.04
$41.41
$29.85
$36.68
$32.83
$37.86
$40.22
$33.83
$35.82
$34.82
$32.83
$31.84
$29.86
$36.81
$32.83
$43.77
$26.76
$32.83
$34.82
$35.82
$32.75
$37.86
$34.82
$40.22
$37.80
$32.83
Total Payroll
Hours
2,027.25
4,207.25
4,500.75
1,201.95
2,683.35
2,461.00
4,327.00
4,481.00
4,770.00
4,505.50
4,138.25
4,407.00
4,316.50
1,537.00
4,125.50
4,071.50
4,229.50
4,397.25
4,882.50
3,652.50
2,544.00
4,275.50
4,442.00
2,041.75
1,869.00
4,388.00
3,672.00
4,296.00
1,481.67
3,810.75
4,232.00
4,421.25
563.00
2,673.00
288.00
3,296.00
2,279.00
2,824.50
4,523.50
4,079.50
4,940.50
3,200.25
4,202.00
4,683.50
3,372.00
1,214.75
4,362.50
Total Hours
Physically
Worked*
1,940.00
3,208.50
4,257.25
3,678.50
3,612.00
1,983.50
3,734.50
4,179.50
4,321.00
4,007.50
3,889.75
3,912.50
3,730.00
1,287.00
3,677.50
3,829.25
3,332.50
3,761.00
4,545.50
2,991.50
1,270.50
3,569.00
4,043.50
1,848.00
1,581.25
4,089.50
3,199.50
3,971.50
1,565.25
3,470.25
3,730.50
4,012.25
83.00
2,509.00
91.00
2,758.00
1,986.50
2,386.50
3,900.75
3,682.00
4,590.50
3,025.75
3,730.00
4,090.50
2,928.00
1,104.75
4,050.25
Appendix – Page 5
Total Base
Hours for
FTE Calcs
1426.50
2464.50
3126.50
899.25
2094.76
1612.00
2883.75
3071.50
3036.00
3041.75
3164.00
3050.50
2836.00
1175.00
3038.75
3213.25
2483.25
2864.00
3145.50
2392.25
1017.00
2781.00
2881.50
1509.00
1298.75
3245.00
2909.50
3137.00
918.91
2604.00
2920.00
3097.50
72.00
1841.00
91.00
2601.75
1675.50
1910.75
2914.25
2879.00
3096.50
2594.50
3073.50
2867.00
2308.00
701.50
3108.00
Total
Flight
Hours
228.20
300.80
674.80
57.40
180.80
172.50
474.20
380.40
459.20
592.50
716.00
509.20
258.10
59.00
387.90
427.80
303.80
606.90
751.20
310.20
117.90
518.70
788.80
276.00
193.60
401.50
120.10
529.40
156.20
393.90
444.90
646.50
0.00
289.80
0.00
101.70
201.30
236.90
559.10
703.10
596.70
685.10
339.00
524.60
246.00
585.40
694.30
Pilot
Utilization
(Flight Hrs
/ Hrs Phys
Worked)
12%
9%
16%
5%
7%
9%
13%
9%
11%
15%
18%
13%
7%
5%
11%
11%
9%
16%
17%
10%
9%
15%
20%
15%
12%
10%
4%
13%
12%
11%
12%
16%
0%
12%
0%
4%
10%
10%
14%
19%
13%
23%
9%
13%
8%
53%
17%
Pilot ID
Code
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Total
Base Hourly
Rate
$39.04
$33.83
$37.86
$31.84
$37.86
$49.00
$37.86
$37.80
$33.83
$40.15
$38.80
$29.85
Total Payroll
Hours
4,397.00
4,343.00
3,912.65
2,670.75
4,945.50
5,219.00
4,761.50
4,184.50
4,140.00
3,848.25
3,194.50
1,415.50
209,930.62
Total Hours
Physically
Worked*
4,044.50
3,858.50
3,586.65
1,497.50
4,476.00
3,917.00
4,460.50
3,757.00
3,598.00
3,541.75
2,217.75
1,271.50
187,372.90
Appendix – Page 6
Total Base
Hours for
FTE Calcs
3153.50
3033.50
3068.90
1238.50
3124.00
2956.00
3233.00
3036.25
2885.00
3071.50
1738.75
864.00
142,475.32
Total
Flight
Hours
355.10
308.40
293.10
159.40
677.00
437.10
666.40
764.00
407.90
366.10
38.70
128.60
22,803.20
Pilot
Utilization
(Flight Hrs
/ Hrs Phys
Worked)
9%
8%
8%
11%
15%
11%
15%
20%
11%
10%
2%
10%
Appendix D – Other Pay Hours by Pilot
Average Other Pay Hours by Pilot
Contractor Pilots
Pilot
C - EH
C- CB
C - JT
Base Hourly
Rate
$83.00
$56.00
$45.00
Total Payroll
Hours
2121.5
1870.75
905.4
4897.65
Total Hours
Physically
Worked*
2121.5
1870.75
905.4
4897.65
Total Base
Hours for
CME Calcs
2121.5
1870.75
905.4
4897.65
Total Flight
Hours
226.4
518
48.5
792.9
* "Total Hours Physically Worked" includes charges to the following Transaction Codes:
1 - Regular Time - Base Rate
4 - Base Pay with Sunday Differential
5 - Base Pay with Sunday and Night Differential
11 - Base Pay with Night Differential
21 - Over 40/80 Overtime Pay
1121 - Overtime Pay (Fire)
29 - Credit Hours Earned
31 - Premium (Base) Pay for Holiday Worked
32 - Compensatory Time Earned in Lieu of Overtime at the Premium Rate
7832 - Travel Compensatory time earned.
FR - Free Time
^ R-4 LJ was on military duty for the majority of the evaluation period.
+
R-4 MH retired in March 2005.
Appendix – Page 7
Pilot
Utilization
(Flight Hrs /
Hrs Phys
Worked)
11%
28%
5%
Appendix E – Supporting Documentation FTE by Mission Area
"Off Season" Leadplane FTE
November 1, 2005 - March 31, 2006
Pilot ID
Code
R-6 CI
R-4 DJ
R-5 DS
R-1 DS
R-6 DB
R-4
GAM
R-6 GH
R-2 IP
R-6 JT
R-5 JL
R-1 KM
R-5 LF
R-1
PDM
R-8 RG
R-5 RH
R-5 RC
R-6 RV
R-6 RB
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-5 WG
R-8 WM
Region
Grade
FTE
R-6
R-4
R-5
R-1
R-6
R-4
GS-12
GS-12
GS-12
GS-12
GS-12
GS-12
0.07
0.43
0.83
0.78
0.88
0.88
R-6
R-2
R-6
R-5
R-1
R-5
R-1
GS-13
GS-13
GS-13
GS-12
GS-12
GS-12
GS-12
0.65
0.11
0.62
0.68
0.66
0.43
0.82
R-8
R-5
R-5
R-6
R-6
R-4
R-4
R-2
R-3
R-5
R-8
GS-12
GS-12
GS-13
GS-13
GS-13
GS-12
GS-13
GS-13
GS-13
GS-12
GS-12
0.90
0.77
0.51
0.77
0.46
0.58
0.87
0.81
0.94
0.63
0.62
15.70
"Off Season" Smokejumper FTE
October '05
Pilot ID
Code
Region
Grade
FTE
R-4 AK
R-4
GS-12
0.00
R-4 BD
R-4
GS-12
0.81
R-4 CW
R-4
GS-13
0.28
R-6 CI
R-6
GS-12
0.51
R-4 DJ
R-4
GS-13
0.37
R-5 DJ
R-5
GS-12
1.02
R-5 DS
R-5
GS-12
0.46
R-6 DK
R-6
GS-12
0.92
R-6 ES
R-6
GS-13
0.89
R-4 ET
R-4
GS-13
0.80
R-4 GM
R-4
GS-12
0.00
R-6 GH
R-6
GS-13
0.16
R-6 HH
R-6
GS-12
0.24
R-4 JE
R-4
GS-12
1.00
R-4 JRS R-4
GS-12
0.96
R-1 JS
R-1
GS-12
1.03
R-1 KM
R-1
GS-12
0.00
R-1 LJ
R-1
GS-12
0.00
R-5 MH
R-5
GS-12
0.00
R-1 RH
R-1
GS-13
0.73
R-5 RH
R-5
GS-12
0.75
R-5 RC
R-5
GS-13
0.50
R-1 RB
R-1
GS-12
0.84
R-5 WG
R-5
GS-12
0.32
R-4 WS
R-4
GS-12
0.00
Total FTE's
12.57
"Off Season" Smokejumper FTE
Nov '05 - Mar '05
First
Name
Region
Grade
FTE
R-4 AK
R-4
GS-12
0.59
R-4 BD
R-4
GS-12
0.40
R-4 CW
R-4
GS-13
0.04
R-6 CI
R-6
GS-12
0.07
R-4 DJ
R-4
GS-13
0.08
R-5 DJ
R-5
GS-12
0.34
R-5 DS
R-5
GS-12
0.11
R-6 DK
R-6
GS-12
0.88
R-6 ES
R-6
GS-13
0.89
R-4 ET
R-4
GS-13
1.01
R-5 GM
R-4
GS-12
0.58
R-6 GH
R-6
GS-13
0.25
R-6 HH
R-6
GS-12
0.30
R-6 JT
R-6
GS-13
0.14
R-4 JE
R-4
GS-12
0.93
R-5 JL
R-5
GS-12
0.12
R-5 JB
R-5
GS-12
0.29
R-4 JS
R-4
GS-12
0.49
R-1 JS
R-1
GS-12
0.97
R-1 KM
R-1
GS-12
0.30
R-1 LJ
R-1
GS-12
0.10
R-5 MH
R-5
GS-12
0.00
R-6 MD
R-6
GS-09
0.20
R-1 RH
R-1
GS-13
0.92
R-5 RH
R-5
GS-12
0.05
R-5 RC
R-5
GS-13
0.27
R-6 RV
R-6
GS-13
0.12
R-6 RB
R-6
GS-13
0.46
R-1 RB
R-1
GS-12
0.84
WO SC
WO
GS-13
0.32
R-4 SN
R-4
GS-12
0.15
R-5 WG
R-5
GS-12
0.19
R-4 WS
R-4
GS-12
0.00
Total FTE's
12.37
"Off Season" Infrared FTE
October '05
Last
Name
Region
Grade
R-4 CW
R-4
GS-13
R-4 DJ
R-4
GS-13
R-4 JLS
R-4
GS-13
R-4 JA
R-4
GS-12
R-4 JC
R-4
GS-13
R-4 MC
R-4
GS-13
R-6 MD
R-6
GS-09
R-4 RM
R-4
GS-13
WO SC
WO
GS-13
Total FTE's
Nov - Mar '05
Last
Name
Region
Grade
R-4 CW
R-4
GS-13
R-4 DJ
R-4
GS-13
R-4 JLS
R-4
GS-13
R-4 JA
R-4
GS-12
R-4 JC
R-4
GS-13
R-4 MC
R-4
GS-13
R-4 RM
R-4
GS-13
WO SC
WO
GS-13
Total FTE's
Appendix – Page 8
FTE
0.83
0.65
1.03
0.81
0.11
1.03
0.59
0.00
0.18
5.22
FTE
0.91
0.72
0.75
0.01
0.04
0.25
0.00
0.32
3.00
"Off Season" Infrared FTE
Apr-May
Last
Name
Grade
Region
R-4 CW
GS-13
R-4
R-4 DJ
GS-13
R-4
R-4 JLS
GS-13
R-4
R-4 RM
GS-13
R-4
WO SC
GS-13
WO
R-4 SN
GS-12
R-4
R-4 WG
GS-12
R-4
Total FTE's
FTE
0.99
0.97
0.93
0.40
0.42
1.02
0.93
5.66
"Off Season" Seaplane FTE
November 1, 2005 - March 31, 2006
Last
Name
Region
Grade
FTE
R-9 DL
R-9
GS-12
0.97
R-9 PL
R-9
GS-12
0.80
R-9 WE
R-9
GS-12
0.88
Total FTE's
2.65
"Off Season" Other Resource
Support FTE
Off Season (Nov. 1, 2005 - Mar. 31,
2006)
Last
Name
Region
Grade
FTE
R-4 CW
R-4
GS-13
0.05
WO CT
WO
GS-13
0.26
R-4 CM
R-4
GS-14
0.67
R-5 JF
R-2
GS-12
0.00
R-5 JL
R-5
GS-12
0.12
R-10 JL
R-10
GS-13
0.87
R-5 JB
R-5
GS-12
0.04
R-1 KM
R-1
GS-12
0.03
R-1 MK
R-1
GS-12
0.98
R-2 RS
R-2
GS-12
1.01
WO SC
WO
GS-13
0.25
R-2 WS
R-2
GS-12
0.90
Total FTE's
5.18
Appendix F – Pilot Travel Costs by Mission Area
Pilot ID Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
R-9 PL
R-8 RG
R-2 RS
R-1 RH
R-5 RH
Lead Travel
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$4,887.85
$15,945.47
$26,807.17
$0.00
$25,886.24
$0.00
$2,654.18
$0.00
$0.00
$0.00
$21,452.48
$42,144.86
$0.00
$12,400.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$19,048.92
$0.00
$0.00
$0.00
$24,274.93
$0.00
$15,345.32
$0.00
$0.00
$0.00
$0.00
$34,604.14
$0.00
$55,418.47
$0.00
$0.00
$12,524.56
GOVERNMENT PILOTS
Travel Costs per Pilot by Mission Area
Seaplane
Travel
SMKJ Travel
IR Travel
$15,897.67
$0.00
$0.00
$29,320.20
$0.00
$0.00
$9,305.44
$0.00
$38,663.24
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$17,108.79
$0.00
$14,375.58
$7,115.07
$0.00
$0.00
$4,843.93
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$9,144.63
$0.00
$0.00
$0.00
$0.00
$24,303.97
$0.00
$0.00
$2,189.21
$0.00
$0.00
$12,071.43
$0.00
$0.00
$32,295.75
$0.00
$0.00
$38,225.61
$0.00
$0.00
$0.00
$0.00
$0.00
$12,025.91
$0.00
$0.00
$12,355.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$20,424.38
$0.00
$0.00
$0.00
$0.00
$0.00
$9,021.42
$0.00
$0.00
$5,198.71
$22,919.06
$0.00
$0.00
$0.00
$0.00
$0.00
$6,847.08
$0.00
$0.00
$4,458.97
$0.00
$0.00
$27,789.71
$0.00
$0.00
$17,091.11
$0.00
$0.00
$4,836.27
$0.00
$0.00
$2,100.95
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$8,725.19
$5,366.66
$0.00
$4,273.10
$0.00
$0.00
$0.00
$0.00
$8,224.26
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$12,872.02
$0.00
$0.00
$10,475.94
$0.00
$0.00
Appendix – Page 9
Other Travel
$0.00
$0.00
$838.69
$15,485.37
$19,402.10
$0.00
$0.00
$36.12
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$58,965.43
$3,365.02
$0.00
$0.00
$0.00
$2,090.51
$0.00
$0.00
$0.00
$4,690.67
$0.00
$0.00
$0.00
$0.00
$0.00
$18,342.89
$0.00
$279.36
Total
$15,897.67
$29,320.20
$48,807.36
$15,485.37
$19,402.10
$0.00
$31,484.37
$12,039.03
$20,789.40
$26,807.17
$9,144.63
$25,886.24
$24,303.97
$4,843.39
$12,071.43
$32,295.75
$38,225.61
$21,452.48
$54,170.77
$12,355.00
$12,400.00
$20,424.38
$0.00
$9,021.42
$5,198.71
$22,919.06
$58,965.43
$29,261.02
$4,458.97
$27,789.71
$17,091.11
$31,201.71
$2,100.95
$15,345.32
$0.00
$4,690.67
$8,725.19
$9,639.76
$34,604.14
$8,224.26
$55,418.47
$18,342.89
$12,872.02
$23,279.86
Pilot ID Code
R-5 RC
R-4 RM
R-6 RV
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Pilot Name
C - EH
C - CP
C- JT
Lead Travel
$10,126.75
$0.00
$25,310.64
$5,603.59
$0.00
$0.00
$544.62
$33,783.93
$31,970.00
$20,630.12
$0.00
$7,672.05
$0.00
$21,669.70
$0.00
$470,705.99
GOVERNMENT PILOTS
Travel Costs per Pilot by Mission Area
Seaplane
Travel
SMKJ Travel
IR Travel
$5,288.24
$0.00
$0.00
$0.00
$0.00
$11,204.97
$5,631.46
$0.00
$0.00
$17,842.41
$0.00
$0.00
$29,801.23
$0.00
$0.00
$5,375.55
$0.00
$11,861.26
$0.00
$0.00
$9,603.37
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$8,103.64
$0.00
$5,955.03
$0.00
$8,436.67
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$15,568.76
$0.00
$0.00
$417,278.42
$25,472.53
$141,787.89
Other Travel
$93.05
$0.00
$0.00
$0.00
$0.00
$11,978.12
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$19,290.30
$0.00
$0.00
$154,857.62
Total
$15,508.04
$11,204.97
$30,942.10
$23,446.00
$29,801.23
$29,214.93
$10,147.99
$33,783.93
$31,970.00
$20,630.12
$8,103.64
$22,063.75
$19,290.30
$21,669.70
$15,568.76
$1,210,102.44
Lead Travel
$0.00
$0.00
$0.00
$0.00
CONTRACTOR PILOTS
Travel Costs by Mission
Seaplane
SMKJ Travel
Travel
IR Travel
$21,255.06
$0.00
$0.00
$0.00
$145.80
$0.00
$14,724.63
$0.00
$0.00
$35,979.69
$145.80
$0.00
Other Travel
$4,019.47
$0.00
$0.00
$4,019.47
Total
$25,274.53
$145.80
$14,724.63
$40,144.96
Appendix – Page 10
Appendix G – Pilot Training Costs by Mission Area
Pilot ID
Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
Lead Training
$0.00
$0.00
$0.00
$0.00
$0.00
$12,554.49
$0.00
$20,636.12
$38,984.98
$27,111.88
$0.00
$27,111.88
$0.00
$27,853.68
$0.00
$0.00
$0.00
$27,111.88
$39,544.09
$0.00
$27,111.88
$0.00
$46,100.88
$0.00
$0.00
$0.00
$0.00
$33,088.95
$0.00
$0.00
$0.00
$39,544.09
$0.00
$27,111.88
$0.00
$0.00
$0.00
$0.00
$27,111.88
GOVERNMENT PILOTS
Proportioned Training Costs
SMKJ
Seaplane
Training
Training
IR Training
$50,827.88
$0.00
$0.00
$50,827.88
$0.00
$0.00
$18,060.84
$0.00
$32,100.63
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$38,273.39
$0.00
$0.00
$29,367.22
$0.00
$21,460.66
$30,039.27
$0.00
$0.00
$11,842.89
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$4,736.38
$0.00
$0.00
$0.00
$0.00
$50,827.88
$0.00
$0.00
$22,974.20
$0.00
$0.00
$50,827.88
$0.00
$0.00
$50,827.88
$0.00
$0.00
$50,827.88
$0.00
$0.00
$0.00
$0.00
$0.00
$11,283.79
$0.00
$0.00
$50,827.88
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$25,877.25
$4,726.99
$0.00
$0.00
$0.00
$0.00
$25,877.25
$0.00
$0.00
$25,877.25
$50,827.88
$0.00
$0.00
$0.00
$0.00
$0.00
$11,893.72
$0.00
$0.00
$41,424.72
$0.00
$0.00
$50,827.88
$0.00
$0.00
$50,827.88
$0.00
$0.00
$7,878.32
$0.00
$0.00
$50,827.88
$0.00
$0.00
$0.00
$0.00
$0.00
$50,827.88
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$25,877.25
$25,413.94
$0.00
$25,413.94
$0.00
$0.00
$0.00
Appendix – Page 11
Other
Training
$0.00
$0.00
$666.41
$3,559.50
$7,949.55
$0.00
$0.00
$152.48
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$11,865.00
$5,845.21
$0.00
$0.00
$0.00
$3,405.47
$0.00
$0.00
$0.00
$11,865.00
$0.00
$0.00
$0.00
Total
$50,827.88
$50,827.88
$50,827.88
$3,559.50
$7,949.55
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$4,736.38
$27,111.88
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$50,827.88
$50,827.88
$27,111.88
$25,877.25
$50,827.88
$25,877.25
$25,877.25
$50,827.88
$11,865.00
$50,827.88
$41,424.72
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$50,827.88
$11,865.00
$25,877.25
$50,827.88
$27,111.88
Pilot ID
Code
R-9 PL
R-8 RG
R-2 RS
R-1 RH
R-5 RH
R-5 RC
R-4 RM
R-6 RV
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Pilot
C - EH
C - CP
C - JT
Lead Training
$0.00
$11,865.00
$0.00
$0.00
$27,345.40
$33,190.60
$0.00
$41,577.20
$12,147.86
$0.00
$0.00
$17,170.85
$27,111.88
$27,111.88
$27,111.88
$0.00
$24,160.18
$0.00
$27,111.88
$0.00
$696,883.11
GOVERNMENT PILOTS
Proportioned Training Costs
SMKJ
Seaplane
Training
Training
IR Training
$0.00
$4,736.38
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$50,827.88
$0.00
$0.00
$22,872.54
$0.00
$0.00
$17,332.31
$0.00
$0.00
$0.00
$0.00
$25,877.25
$9,250.67
$0.00
$0.00
$38,680.01
$0.00
$0.00
$50,827.88
$0.00
$0.00
$9,352.33
$0.00
$20,636.12
$0.00
$0.00
$9,941.02
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$4,736.38
$0.00
$18,761.13
$0.00
$7,906.56
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$50,827.88
$0.00
$0.00
$1,131,846.42
$14,209.13 $246,845.17
Other
Training
$0.00
$0.00
$27,111.88
$0.00
$609.93
$304.97
$0.00
$0.00
$0.00
$0.00
$20,839.43
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$11,865.00
$0.00
$0.00
$106,039.82
Total
$4,736.38
$11,865.00
$27,111.88
$50,827.88
$50,827.88
$50,827.88
$25,877.25
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$27,111.88
$27,111.88
$27,111.88
$4,736.38
$50,827.88
$11,865.00
$27,111.88
$50,827.88
$2,195,823.64
Lead Training
$0.00
$0.00
$0.00
$0.00
CONTRACTOR PILOTS
Proportioned Training Costs
SMKJ
Seaplane
Training
Training
IR Training
$41,678.86
$0.00
$0.00
$0.00
$4,736.38
$0.00
$50,827.88
$0.00
$0.00
$92,506.73
$4,736.38
$0.00
Other
Training
$9,149.02
$0.00
$0.00
$9,149.02
Total
$50,827.88
$4,736.38
$50,827.88
$106,392.13
Appendix – Page 12
Appendix H – Pilot Training Requirements and Costs
Appendix – Page 13
Appendix H1 - Leadplane Pilot Training Requirements and Costs
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
FAR Requirements
1
Night Currency
FAR 61.57
(3 TOL's in90 day period) FAR 135.247
5709.16 21.4 (5)
In aircraft or Class D Simulator
All Pilots
Within 90 Days
2
Day Currency
(3 TOL's in 90 day period)
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
All Typed Pilots
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of
Waiver Training
SFAR 50-2
IAT Training
Only required of
1 Year
those who enter the
area
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
All Pilots
5709.16 21.4 (1)
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
7
IFR Proficiency Check
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
6-mths
8
Line Check
FAR 135.299
5709.16 21.4.(3)
Can meet requirement in Simulator or Aircraft
12-mths
9
AutoPilot Check
FAR 135.297 (G)
5709.16 21.4 (6)
Can meet requirement in Simulator or Aircraft
12 mts
All pilots operating in 6-mths
IFR Conditions
Ground School A/C type
FAR 135 subpart H
5709.16 21.51
At simulator training
All Pilot in each
aircraft they fly
12 mths
FAR 61.23
First Class Over 12,500 or require a Type Rating
Pilots operating
under ATP Cert.
6 mths
Minimum for all
Pilots operating
under Commercial
Certificate
All Pilots
12 mths
12
13
Initial Operating
Experience
FAA Approved Training Class to accept Hazmat (taken as IAT Course)
N/A in Leadpane roll since
platforms don't require Type
Noti Necessary for LP aircraft. If
other missions flown in Type
rated aircraft then necessary.
0 2 hrs
On computer
12-mths
Medical Certificate
FAR 135.333 (a & b)
Rarely needed in the summer,
1.2 hrs total of flight time during
the rest of the year, Usually done
in conjunction with other training
and missions. 1.2 @ 800
0 Accomplished in conjunctiton with
other training, admin or fire
flights.
1 year
10
Hazardous Materials
Training
0
2 Years
11
Second Class
$960 1.2 hrs FT
12 mths
$960
1.2 hrs FT Usually IFR Proficiency Check,
Line Check, and Auto Pilot Check
accompished in same flight
$60-85 w/o EKG
$105-$145 w/EKG
This is the cost of each physical.
EKG required at 35 years old and
over 40 annually.
$60-85 w/o EKG
$105-$145 w/EKG
0 1.0 hrs
On Computer
FAR 135.333 (c.)
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
FAR 135. 244
ISPOG 8.1.1
Single Engine
10 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Pilots not accepting 12 mths
hazmat.
Initial Training in the
aircraft
Multiengine Recip
15 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Initial Training in the
aircraft
Multiengine Turboprop
20 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Initial Training in the $8000-$16000
aircraft
Turbojet Aircraft
25 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Initial Training in the
aircraft
Appendix H1 - Page H1
IOE can be done in conjunction
with Admin but not LP Mission.
10-20 hrs FT 10-20 hrs of Flight time.
Lean to 10 hrs
Appendix H1 - Leadplane Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
OPM Requirements
1
Minimum Flight time
Requirements
Minimum Hiring Requirements
OPM Qualification
Standards for GS-2181
GS-11 and
above
GS-9
(1)
Total Flight Time
1200
1500
Pilot-in-command
250
250
50
75
100
100
100
500
(2)
(3)
Night Flying
For position flying both Helicopters and FW, at least 1/4
must be in either category
(4)
Flight Time, Last 12 months
The following Flight
Requirements apply only
(5) Multi-Engine Airplane
Minimum Hiring Requirments
When position requires operation of aircraft >12500 GTOW at least 50%
of flight hours must have been in such aircraft. Up to 250 hours aquired in
helicopters > 12,500 may be substituted
(6) Heavy Helicopter
0
(7) Actual Instrument Conditions
500
5
10
Instrument
50
75
(8) Instructor time
0
500
2
Medical Requirements
Current First of Second Class Medical Certificate according with FAA
Regulations
1
90 Day Currency
5709.16 21.4(7)
(5 hr PIC) Category /Class
before Passenger or
Mission
In Aircraft
2
100 hrs./ in 12 months
5709.16 21.41(1)
3
Crew Resource
National Fixed Wing
Standardiazation WKSP
Pilot Inspector Workshop
6
7
Up to 250 hours flying time aquired in Heavy Multi-engine airplanes may
be substituted
If the purpose of the position is to provide instruction in instrument
flight techniques, one-half of the flight time must have involved
instrument instruction in either airplanes or helicopters.
Fire season not an issure. In winter usually done in
conjunction with other training or administratife flights (If
you have a plane)
Forest Service Regulations
4
5
8
Within 90 Days
0
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot All Pilots
in Category and Class of aircraft to be flown.
12 mts
0
5709.16 21.6
5709.16 21.35 (1)
Attend a WO approved Training
Attend a WO developed Training
All Pilots
All pilots
36 mts
24 mts
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
Ground Training -Check
Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
Flight Training- Check
Pilots
Emergency Procedures
Training
5709.16 25.2
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
5709.16 21.4 (9)
Simcoms
Flight Safety
9
CFI Renewal
5709.16 21.46 (1.a)
FAR 61.19
10
Hazardous Materials
Training
5709.16 34.31
11
Minimum Flight time
Requirements
All Pilots
All PIC's
OPM does not acknowledge a GS-7 level
Pilot Position. Does this need to be
removed from the FSH
Simuflight
Waiver
On Line
Check Ride
Seminar
0
3280
4750
$100
$200 2 days
References 5709.16
12.11 (a)
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (d)
5709.16
12.11 (e)
GS-7
GS-9
GS-11 and
GS-12
GS-13
Total Time
500
1200
1500
1500
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50
100
500
200
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
75
75
100
100
10
250
10
250
25
25
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
PIC Category - Preceding 12 months
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
PIC in type within the last 5 years with an unrestricted type rating
in the applicable aircraft.
50
100
100
Appendix H1 - Page H2
5
Training to become a Check Pilot
Training to become a Check Pilot
12 mts
All FW Check Pilots 2 Years
All Pilots
IAT or FAA Approved Training Class to accept Hazmat
Grade Level
Heavy Multi engine PIC
12,500 GTOW and Over
0 3 days
2760 5 days/
flt hrs.
0 2 days
Usually accomplished with
mission.
36 mts
Less stringant than FAR for
Part 135 operations
It is not clear if we can hire below the GS-12
level in the mission due to the degree of hazard
refered to in 5709.16 12.23(a)
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
Also fufills Instrument check,
equipment check
Appendix H1 - Leadplane Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
4 days
Lead Plane Refresher
5 hrs @ 800/hr
Mission Requirement
Special Mission Flight
Requirement
5709.16 21.4 (8)
Three Flight hours mission practice each category and Class
All Mission Pilots
Annually
$2,400
Checkride by a Leadplane Check Pilot
All Mission Pilots
Annually
$1,600
New Pilots
Initial training
$200
16 Tuition only
New Pilots
Initial training
$150
16 Tuition only
New Pilots
Initial training
$260
32 Tuition only
1
Recurrent Mission Check 5709.16 21.4 (8)
ILOG Chap.2 (III D 2)
2
I-200 Basic ICS
3
S-270
ILOG Chap 2 III D 2 (B 1 Regional Fire Training
S-370 Aviation Operation b)
S-290 Intermediate Fire
ILOG Ch2 III (B 1 c)
Regional Fire Training
Behavior
4
ILOG Chap 2 III D 2 (B 1 Local Fire Training
a)
5
Initial Lead Plane Training ILOG CH2 III (B 1 e)
New Pilots
Initial training
$4,000 5 days/
flt hrs.
6
Aerial Retardant
ILOG CH2 III (B1 f 2)
Attend class at National Advanced Fire and Resource Institute
Application and Use (Fire
Chemical Application and
Use)
Wildland Fire Suppression ILOG Chap 2 III B 1 g (1) Experience evaluated, Candidates with little or no experience may be recommended to take additional training.
Experience
New Pilots
Initial training
0 5 days
New Pilots
Initial training
$285 4 days
8
Low Level & Mountain
Flying Experience
ILOG Chap 2 III B 1 g (2) Experience evaluated, Candidates with little or no experience may be recommended to take additional training.
New Pilots
Initial training
9
Fire Suppression Tactics
ILOG Chap 2 III (B 1 g 3) Experience evaluated, Candidates with little or no experience may be recommended to take additional training.
New Pilots
Initial training
10
Helicopter Operations
ILOG Chap 2 III (B 2 a)
Observe or Participate in activity (This is completed during the 10 hrs of Phase I time in Air Attack or Right seat time in
Observation in Leadplane)
New Pilots
Initial training
11
Ground Fire Operation
ILOG Chap 2 III (B 2 b)
Observe or Participate in activity
New Pilots
Initial training
12
Air Tanker Base Operation ILOG Chap 2 III (B 2 c)
Observe or Participate in activity
New Pilots
Initial training
13
Dispatch Center
Operations
Observe or Participate in activity
New Pilots
Initial training
14
Phase I
7
ILOG Chap 2 III (B 2 d)
Attend Initial Leadplane Pilot Training Course
Observing/Assisting ATGS ILOG Chap 2 III (B 3 e 1) 10 hours In flight on ATGS mission (Met if previously Carded Air Attack Pilots)
Leadplane Tactical Flight
Training
Phase check
15
ILOG Chap 2 III (B 3 e 2) 5 hours in Aircraft
5 5 hrs @ $800/hr
0
Phase 1 Pilots
Initial training
0
No additional cost incurred as
the aircraft would be going on
the fire with or without the
trainee
Phase 2 Pilots
Initial training
0
No additional cost incurred as
the aircraft would be going on
the fire with or without the
trainee
Four recent trainees
avg. flights 5.5, avg hrs 9.8 hrs
ILOG Chap 2 III (B 3 e 3) Oral and Flight Check
Phase II
Observer on Actual Fire
Mission (Right Seat)
ILOG Chap 2 III (B 3 f 1) Minimum of 10 hours
Flights as observer in a
mix of airtankers
ILOG Chap 2 III (B 3 f 2) As reqired by instructor
Leadplane missions on
Actual Fires (Left Seat)
ILOG Chap 2 III (B 3 f 3) Minimum of 15 missions
Phase Check
ILOG Chap 2 III (B 3 f 4) Oral and Flight Check
Four recent trainees
avg. flights 21.5, avg hrs 55.7 hrs
Appendix H1 - Page H3
Appendix H1 - Leadplane Pilot Training Requirements and Costs (continued)
Item
16
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Missions required
ILOG Chap 2 III (B 3 g 1) Minimum 10 Missions (Left Seat)
Mission in other
regions/states
ILOG Chap 2 III (B 3 g 2) If not accomplished in Phase II
Additional Flights in
Airtankers
ILOG Chap 2 III (B 3 g 3) As reqired by instructor
Phase 3 Pilots
Initial training
0
No additional cost incurred as
the aircraft would be going on
the fire with or without the
trainee
Four recent trainees
avg. flights 15.8 , avg hrs 35.9 hrs
Phase Check
ILOG Chap 2 III (B 3 g 4) Oral and Flight Check
17
Final Evaluation
ILOG Chap 2 III (B 3 g 5) Flight Check (normal over several different fires) with a Leadplane Check Pilot
Initial Pilot
Initial training
completing Training
0
18
Post Qualification
Progress Evaluation
ILOG Chap 2 III (C 3)
No notice Checkride by Leadplane Check Pilot
In First year after
Initial Qualification
In First year after
Initial Qualification
0
19
Standardization Evaluation ILOG Chap 2 III (D 3)
Mission Check
No notice Checkride by Leadplane Check Pilot
All LP Pilots
Random
20
MAFFS Training
ILOG Chap 2 IV (B)
Attend MAFF Training
21
MAFFS Checkride
ILOG Chap 2 IV (C 1)
Pass Checkflight by a Check Pilot
22
Currency
ILOG Chap 2 III (D 1)
30 missions in the past 3 years or and actual leadplane mission over a fire with a check pilot
23
Lead Plane Instructor
24
Remarks
Phase III
All LP Pilots
Every 4 Years
Final and Post Qualification
Evaluations are done on a Fire.
0
$8,000 - 12,000
Accomplished during Lead Plane
Refresher
10-15 hrs of
FT
Usually attended more frequently based on the number of
available LP Pilots and the number ot MAFFS personnel
that need to be trained.
Accomplished during MAFFS Training
All LP Pilots
On going
Initial Qualificationas
a LP Instructor
Initial Qualificationas
a LP Instructor
Initial Qualificationas
a LP Instructor
Bi-Annually
ILOG Chap 2 V (A 1)
Minimum 2 seasons experience after qualification
As Nominated
ILOG Chap 2 V (A 2)
Mulit Region Experience as Qualified Leadplane Pilot
As Nominated
ILOG Chap 2 V C
Oral and Flight Check
As Nominated
ILOG Chap 2 V (E 3)
Biannual Pass L/P Oral and Flight Check
As Nominated
0
0
On going on fires each year no
additional training cost
On fire, during Refresher, or
MAFFS Training
Lead Plane Check Pilot
ILOG Chap 2 VI (A 1)
5 years Leadplane experience
Prerequisite
ILOG Chap 2 VI (A 2)
3 years as an active Leadplane Instructor
Prerequisite
ILOG Chap 2 VI (A 3)
Posses Appropriate FAA Flight Instructor Certificate
ILOG Chap 2 VI C
Pass Leadplane Check Pilot Standardization Ride with a current Leadplane Check Pilot
As Nominated
ILOG Chap 2 VI D
Attend Bi-Annual Leadplane Check Pilot Cadre Meeting
As Nominated
ILOG Chap 2 VI (E 1)
ILOG Chap 2 VI (E 2)
ILOG Chap 2 VI (E 3)
Prerequisite
Initial Qualificationas
a LP Check Pilot
Bi-Annually
0
Maintain Leadplane Currency
On going
0
Maintain MAFFS Currency
On going
Maintain Leadplane Instructor Currency
On going
Contract Pilots flying FS A/C
AD Pilots
Contract Plane / Pilot
Appendix H1 - Page H4
Accomplished at Refresher or
MAFFS Training
Accomplished on Fires or at
MAFFS Training
Appendix H2 - Smokejumper Pilot Training Requirements and Costs
Item
Reference #
How Requirement is Met
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
Cost / Pilot
Hours
Remarks
FAR Requirements
In aircraft or Class D Simulator
2
Day Currency (3 TOL's in 90 day period)
FAR 61.57
FAR 135.247
5709.16 21.4 (5)
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
All Typed Pilots
1 year
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
Only required of
1 Year
those who enter the
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
All Pilots
5709.16 21.4 (1)
ISPOG 8.1.1
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
ISPOG 8.1.1
Can meet requirement in Simulator or Aircraft
6-mths
FAR 135.299
5709.16 21.4.(3)
ISPOG 8.1.1
FAR 135.297 (G)
5709.16 21.4 (6)
ISPOG 8.1.1
Can meet requirement in Simulator or Aircraft
12-mths
Can meet requirement in Simulator or Aircraft
12 mts
FAR 135 Subpart H
5709.16 21.51
ISPOG 8.1.1
Simulator training
1
7
Night Currency (3 TOL's in90 day period)
IFR Proficiency Check
8
Line Check
9
AutoPilot Check
10
Ground School A/C type
11
Medical Certificate
FAR 61.23
All Pilots
(Flight Safety - Otter & Sherpa)
Hazardous Materials Training
13
Type Rating Requirements
14
Initial Operating Experience
$1,674.00 1.4 hrs/yr FT
0
0 Satisfied by above
$5,023 4.2 hrs/yr
Satisfied by above
0 2 hrs FT
$1,122 1.3-1.4 hrs in
Otter
12-mths
All pilots operating in 6-mths
IFR Conditions
All Pilot in each
aircraft they fly
12 mths
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
Sherpa Ground
school only ($966)
See Emergency
Procedures training
below
0 4 days 3
Self-Study CD ROM
0
First Class Over 12,500 or require a Type Rating
in DC-3T or Sherpa
2 Years
Agency Ground School (DC-3)
Second Class
12
Within 90 Days
Pilots operating
under ATP Cert.
6 mths
Minimum for all
Pilots operating
under Commercial
Certificate
All Pilots
12 mths
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
$60-85 w/o EKG
$105-$145 w/EKG
FAR 135.333 (a & b)
FAA Approved Training Class to accept Hazmat
FAR 135.333 (c.)
Multiengine Recip
Pilots not accepting
hazmat.
12 mths
FAR 61.315 5709.16
20.32
Training in Aircraft and Type Ride by an FAA Designated Examiner for that aircraft
Initial Type Training
FAR 61.315 5709.16
20.32
Training in Approved Simulator Facility and Type Ride in the Simulator by an FAA approved Designated Examiner
All PIC for Aircraft
Requirering Typ
Rating
FAR 135. 244
ISPOG 8.1.1
Single Engine - 10 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
12 mths
DC-
$60-85 w/o EKG
$105-$145 w/EKG
0 2hrs
on-line
0
Agency DE or done in
conjunction with
simulator or other agency
Training
0
Initial Qualification in
the aircraft only
Multiengine Recip - 15 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and
landing
Multiengine Turboprop - 20 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and
landing
Turbojet Aircraft- 25 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H5
0
0
See Mission
Requirements Make and
Model
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
OPM Requirements
1
Minimum Flight time Requirements
OPM Qualification
Standards for GS2181
Minimum Hiring Requirements
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
(5) Multi-Engine Airplane
100
500
(6) Heavy Helicopter
0
500
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
(1)
(2)
(3)
(4)
The following Flight Requirements apply only
when the position requires the particular
specialty
2
Medical Requirements
Current First or Second Class Medical Certificate according with FAA Regulations
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H6
For position flying both Helicopters and FW, at
least 1/4 must be in either category
When position requires operation of aircraft >12500 GTOW at least 50% of flight
hours must have been in such aircraft. Up to 250 hours aquired in helicopters >
12,500 may be substituted
Minimum Hiring Requirements
Up to 250 hours flying time aquired in Heavy Multi-engine
airplanes may be substituted
If the purpose of the position is to provide instruction in instrument flight
techniques, one-half of the flight time must have involved instrument
instruction in either airplanes or helicopters.
Minimum Hiring Requirements
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
Forest Service Regulations
1
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
In Aircraft
All Pilots
Within 90 Days
2
100 hrs./ in 12 months
5709.16 21.41(1)
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot
in Category and Class of aircraft to be flown.
All Pilots
12 mts
$6,177 6 hrs/ pilot/yr
0
3
Crew Resource Management
5709.16 21.6
ISPOG 9.7.3
Attend a WO approved Training
All Pilots
36 mts
0 2 days
4
National Fixed Wing Standardiazation
Workshop NFWSWS
5709.16 21.35 (1)
Attend a WO developed Training
All pilots
24 mts
$3,452 4 days
hrs FT
5
Pilot Inspector Workshop
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
0 2 days
7
Emergency Procedures Training
5709.16 21.4 (9)
Simcoms
All PIC's
12 mts
Flight Safety
1/2 in DC-3, 1/2 in Otter
0 Obtained in conjunction
with mission flights
4 in Twin Otter
Also fufills Instrument
check, equipement
check
$3100 - Otter
($8200 initial)
$6130 - Sherpa
(12,950 - Initial)
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to be
removed from the FSH
Simuflight
Waiver
9
Hazardous Materials Training
10
Minimum Flight time Requirements
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
All Pilots
References 5709.16
12.11 (a)
Grade Level
5709.16
12.11 (b)
5709.16
12.11 (c)
GS-13
1500
1500
Total Time
500
1200
GS-11 and
above
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50 *
100 *
500*
200
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
75
75
PIC Category - Preceding 12 months
12
GS-12
GS-9
PIC Instrument - Actual/Simulated
11
5709.16
12.11 (e)
GS-7
PIC Instrument - in flight
Heavy Multi engine PIC 12,500 GTOW and
Over
5709.16
12.11 (d)
100
100
PIC Category - Preceding 60 days
50
100
100
10
10
Mulit engine Pilot in Command
250
250
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
25
25
36 mts
0
0
Less stringant than FAR for
Part 135 operations
It is not clear if we can hire below the GS-12
level in the mission due to the degree of hazard
refered to in 5709.16 12.23(a)
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
At GS-7,9,11 just Multi
Engine time not Category
/Class
Aircraft Commander Evaluation
Evaluation Flight 1 ISPOG 9.2.2 (3)
Board Member evaluates candidates General Level of Proficiency
$2,392 2 hrs FT
Evaluation Flight 2
This evaluation consists of several flights of Simulated or Actual IFR conditions, Aerial Firefighting Mission, and backcountry
flight operations
$2,392 2 hrs FT
Evaluation Flight 3
Aircraft commander Checkride
$2,392 2 hrs FT
Backcountry Airstrip Qualification
Backcountry Airstrip Currency
ISPOG 6.5 (1)
Sign off on pilot cards prior operating on backcountry airstrips. There is no standard as to how this qualification occurs in ISPOG
or 5709. (http://www.fs.fed.us/fire/aviation/av_library/AAD2000.pdf)
Initial Qualification
Must have landed at the airstrip in the last 12 months.
Annually
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H7
$12,082 14 hrs
$3,884 4.5 hrs ft
Different Board Member
will conduct each flight
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
Mission Requirements
5709.16 21.4 (8)
Three Flight hours mission practice each category and Class
Phase 1 - Ground Basic Smokejumper
Mission Flight Procedures
ISPOG 8.2.2
Ground Training with a Smokejumper Instructor Pilot and a Spotter
Phase 1 - Basic Smokejumper Mission
Flight Procedures
ISPOG 8.2.3
1
Special Mission Flight Requirement
2
Initial Mission Qualification Training
All Pilots Qualified
for the mission
Last Pilot thru program -
Phase 2 - Ground--Advanced Smokejumper ISPOG 8.2.4
Operations
Flight with a Smokejumper Instructor Pilot and a Spotter
Ground Training with a Smokejumper Instructor Pilot and a Spotter
Phase1 - 5.4 hrs FT
6 flight
Phase2 - .9 hrs FT
1 flight
Phase 2 - Flight advances Smokjumper
Mission Flight Procedures
ISPOG 8.2.5
Flight with a Smokejumper Instructor Pilot and a Spotter
Phase 3 - Ground - Smokejumper Mission
Topics
ISPOG 8.2.6
Ground Training with a Smokejumper Instructor Pilot and a Spotter
Phase 3 - Flight - Prep for Checkride and
live cargo Drops
ISPOG 8.2.7
Flight with a Smokejumper Instructor Pilot and a Spotter
Mission Checkride
ISPOG 8.2.8
Checkride with a Smokejumper Inspector Pilot
3
Pilot in Command in Category and Class
(Agency Pilots)
ISPOG 9.1.2
Minimum 500 hours
4
PIC Hours Requirments for Make and
Model
ISPOG 9.1.2
This is higher than then the requirements of 5709.16 12.11d or the
Smokjumper contract
Minimum of 25 hrs in Make and Model or Type within 5 years
Differs from 5709.16 12.11d.2 says only over 12,500
5
PIC Hours Requirments for Make and
Model
ISPOG 9.1.2
10 hours in Make and Model in the preceding 12 months
6
PIC Turbine time
ISPOG 9.1.2
100 hours in turbine aircraft
Phase3 - 8.3 hrs FT
6 flights
Checkride 1.3 hrs FT
1 flight
Heavy Multi Engine Time
ISPOG 9.2.2 (2)
100 Heavy Multi Engine Time PIC or SIC (Over 12, 500 GTOW)
8
Pilot Qualification Card
ISPOG 9.1.2
With proper agency Sign off
1
ISPOG 9.3.1 (1)
Meet FAR 135.245 and FAR 121 Appendixes F
2
ISPOG 9.3.1 (2)
Pilot Card with SIC sign off
3
ISPOG 9.3.1 (3)
For Initial, 5 Mission Training Flights
4
ISPOG 9.3.1 (4)
For Recurrent, 1 Refresher Flight with Paracargo
Differs from OAS which requires 250
hours heavy PIC Time
DOI is once ever 26 months for agency pilots and 14
months for Vendor Pilots
0
Done in conjunction with
Refresher
Additional hours are OJT
on fires or Refresher
training.
All new
Initial Training
Smokejumper Pilots
All new
Initial Training
Smokejumper Pilots
$2,589 3 hrs Otter
All new
Initial Training
Smokejumper Pilots
All new
Initial Training
Smokejumper Pilots
$863 1 hrs Otter
All new
Initial Training
Smokejumper Pilots
All new
Initial Training
Smokejumper Pilots
Initial Qualification
All new
Smokejumper Pilots Checkride
h
h
l
t
d
All Agency
Qualification
Smokejumper pilots
All Agency
5 yrs
Smokejumper pilots
0
$863 1hr Otter
May be on Fire
$20,590 ~10hrs Otter
~10hrs DC-3
All Agency
Smokejumper pilots
0
All Agency
Smokejumper pilots
0
All Smokejumper
pilots
0
Initial Training,
Remainder on other
flights.
0
This differs from 5709.16 12.11d which required requires 100
hrs in category, not make and model.
Under 9.2.2 starts 100hrs as PIC or SIC
7
Annually
Accumulated on fires and
other missions and
training.
12 months (see
remarks)
Second in Command Qulaifications
5741 4.8 hrs
$1,196 1 hr
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H8
0
Last DC-3 SIC 4.8 hrs 6
flights
Rest of hours in
conjunction with
Refresher
0 Done with Otter Currency
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
How Requirement is Met
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
Cost / Pilot
Hours
Remarks
Smokejumper Instructor Pilot
1
Smokejumper Pilot Experience
ISPOG 8.1.1
Two years as an Active Smokejumper Pilot
Minimum of 50 Mission
2
Mission Requirment
ISPOG 8.1.1
3
Multi-Regional Experience
ISPOG 8.1.1
4
Make and Model experience
ISPOG 8.1.1
ISPOG 9.4
Minimum of 100 hours in Make and Model
5
Instructor Ratings
ISPOG 8.1.1
ISPOG 9.4
CFI
FS Instructor Pilots
FS Instructor Pilots
Prerequisite
FS Instructor Pilots
Prerequisite
FS Instructor Pilots
Prerequisite
Pilots that don't
already have the
ratings
CFII
MEI
8
CFI Renewal
5709.16 21.46 (1.a)
FAR 61.19
Prerequisite
Initial
$5,995
Cost for all three
combined.
Initial
Initial
All FW Check Pilots 2 Years
On Line
100
1.2hrs
Check Ride
$200 2 days
Seminar
6
Standardization Checkride
ISPOG 8.1.1
ISPOG 9.4
Evaluation Flight with the Flight Standards Pilot
7
Designation
ISPOG 8.1.1
ISPOG 9.4
Designation by the National Fixed Wing Standardization Officer.
8
National Office Designation
ISPOG 8.1.1
9
Bi-annual Qualifications Review
ISPOG 8.1.1
1
Qualified in Aircraft
ISPOG 8.1.1
FS Check Airman
Prerequisite
2
Current and Mission Qualified
ISPOG 8.1.1 ISPOG
9.7.2
FS Check Airman
Prerequisite
3
3 years as a Qualified Smokejumper pilot
ISPOG 8.1.1
9.5
FS Check Airman
Prerequisite
4
Instructor Qualified for 2 years
ISPOG 8.1.1
FS Check Airman
Prerequisite
FS Instructor Pilots
Is this the same as
Designation by the
National Fixed Wing
FS Instructor Pilots
Smokejumper Check Airmain Pilot
ISPOG
5
Active Smokejumper Pilot Instructor 1 year
ISPOG 8.1.1
FS Check Airman
Prerequisite
6
100 missions
ISPOG 8.1.1
ISPOG 9.5
FS Check Airman
Prerequisite
7
Ground Training -Check Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
8
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
9
Standardization Checkride
ISPOG 8.1.1
10
Desiignation by the National Fixedwing
Standardization Officer
ISPOG 8.1.1
11
National Office Designation
ISPOG 8.1.1
9.5
ISPOG
12
Bi-Annual Standardization workshop and
Check Ride
ISPOG 8.1.1
9.5
ISPOG
13
Bi-annual Standardization Check Ride
ISPOG 8.1.1
Adequate number as
required in
5709.16 21.46
0
0
Done During Refresher
0
Done During Refresher
Is this redundant from
above?
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H9
0
Done During Refresher
0
Is this redundant from
above?
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
How Requirement is Met
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
Cost / Pilot
Hours
Remarks
Contract Pilot Flying FS Aircraft
Contract AG-84M8-C-06-0001
1
FAA ATP Certificate Multi Engine Land
Contract C-3
Must already have.
Prior Qualification
2
Class I Medical Certificate
Contract C-3
Must already have.
Prior Qualification
3
Commercial Pilot Certificate Single Engine
Land
Contract C-3
Must already have.
Prior Qualification
4
Instructor Ratings
Contract C-3
Must already have.
Prior Qualification
CFI Contract C-3
Must already have.
Prior Qualification
CFII Contract C-3
Must already have.
Prior Qualification
MEI Contract C-3
Must already have.
Prior Qualification
Must already have.
Prior Qualification
5
Type Rating in DC-3TP
Contract C-3
6
Annual Refresher or Performance
Checkrides
Contract C-3 as
defined in 5709.16
7
Equipment, Manuals, PPE, Tuitions,
Contract C-3
$5,023 4.2 hrs
All Government Provided.
AG-03R6-C-06-9001
1
FAA Commercial Instrument Single and
Multi Engine Land Certificate
Contract C-3
2
FAA ATP Certificate with a Type Rating for Contract C-3
DC-3TP or Sherpa
3
4
Class I or II Medical Cetificate as required
for airplanes and missions flown under this
contract.
Attend Refresher Training
Contract C-3
May be Required
5
Performance Checkride
Contract C-3
May be Required
6
Per Diem
Contract C-3
Contract C-3
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H10
Part of PPE
Appendix H2 - Smokejumper Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
AD Pilots
Contract Plane / Pilot
RFP 49-06-01
PIC Requirements
1
Experience /currency requirements
B.6.2
Total Time
1500
Pilot in Command Time
1200
Category and class to be flown
200
Cross Country
500
Operations Typical Terrain
200
Night
100
Instrument - in flight
All
Prior Qualification
50
75
Instrument - Actual/Simulated
100
Category - Preceding 12 months
Category - Preceding 60 days
10
Hrs in Make and Model
25
5
hrs in Make and Model last 30 days
hrs in Class preceeding 60 days
10
hrs in the preceeding 12 months
100
2
Pilots shall be certified under FAR part 135
or 121
B.1.2
3
Mission Qualification for Contractor PIC
Contract B.6.2, Page Previously possessed a smokejumper and paracargo Pilot-in-Command card and a Checkride with a Smokejumper Inspector
30
Pilot
All new Contractor
Qualification
Smokejumper PIC's
Contract B.6.2, Page If not previously carded, 10 hours of specilized training of which 5 hours must be in an aircraft, or in lieu of B.6.2 sucessfully
30
complete the USFS Smokejumper Pilot Training Guide Program and a Checkride with a Smokejumper Inspector Pilot
Initial Qualification
All new Contract
Smokejumper Pilots Checkride
not previously
Carded
Appendix H2 - Smokejumper Pilot Training Requirements and Costs - Page H11
10 hrs, 5 of
which are in
Aircraft
Remarks
Appendix H3 - Infrared Pilot Training Requirements and Costs
Item
Reference #
How Requirement is Met
Number of Pilots
Required to Attend
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
Hours
Remarks
FAR Requirements
1
Night Currency (3 TOL's in90 day period)
All Pilots
Within 90 Days
2
FAR 61.57
FAR 135.247
5709.16 21.4 (5)
In aircraft or Class D Simulator
Day Currency (3 TOL's in 90 day period)
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
All Typed Pilots
1 year
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
Only required of those 1 Year
who enter the area
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
All Pilots
5709.16 21.4 (1)
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
7
IFR Proficiency Check
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
6-mths
12-mths
8
Line Check
FAR 135.299
5709.16 21.4.(3)
Can meet requirement in Simulator or Aircraft
12-mths
AutoPilot Check
FAR 135.297 (G)
5709.16 21.4 (6)
Can meet requirement in Simulator or Aircraft
Ground School A/C type
FAR 135 subpart H
5709.16 21.51
Citation accomplished in Simulator, BE200 computer based
All Pilot in each
aircraft they fly
11
Medical Certificate
FAR 61.23
First Class Over 12,500 or require a Type Rating
Pilots operating under 6 mths
ATP Cert.
13
Initial Operating Experience
Done in Simulator, but
must have 3
TO/Landings prior to
Simulator Training
Accomplished with IFR
Check, Line check
Not Applicable in IR
Mission
$1,107
1.5 hrs. ft
Accomplished in King Air
at 6 mths
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
12 mts
12 mths
Minimum for all Pilots 12 mths
operating under
Commercial
Certificate
All Pilots
12 mths
Second Class
Hazardous Materials Training
$690 .7 hrs FT/yr
All pilots operating in 6-mths
IFR Conditions
9
Not issue most of yr. .7
per pilot/yr Citation
Met with above
2 Years
10
12
$690 .7 hrs FT/yr
FAR 135.333 (a & b)
FAA Approved Training Class to accept Hazmat
FAR 135.333 (c.)
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
FAR 135. 244
ISPOG 8.1.1
Single Engine - 10 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
Pilots not accepting
hazmat.
12 mths
0 20 hrs initial
10 hrs
recurrent
This is the cost of each
physical. EKG required at
35 years old and over 40
annually.
$60-85 w/o EKG
$105-$145 w/EKG
$60-85 w/o EKG
$105-$145 w/EKG
0 2 hrs
On line IAT
N/A N/A
Multiengine Recip
Multiengine Turboprop - 20 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and
landing
Only new pilots
Initial training
0
10-20 hrs
Turbojet Aircraft- 25 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
Only new pilots
Initial training
0
13-25 hrs
Appendix H3 - Infrared Pilot Training Requirements and Cost - Page H12
Accomplished in other
training and mission
flying with IOE Captain
Appendix H3 - Infrared Pilot Training Requirements and Costs (continued)
Item
Reference #
Number of Pilots
Required to Attend
How Requirement is Met
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
Hours
Remarks
OPM Requirements
1
Minimum Flight time Requirements
OPM Qualification Standards for GS-2181
Minimum Hiring Requirments
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
100
500
(1)
(2)
(3)
For position flying both Helicopters and FW, at least
1/4 must be in either category
(4)
The following Flight Requirements apply only when the position
requires the particular specialty
(5) Multi-Engine Airplane
Minimum Hiring Requirments
When position requires operation of aircraft >12500 GTOW at
least 50% of flight hours must have been in such aircraft. Up to
250 hours aquired in helicopters > 12,500 may be substituted
2
Medical Requirements
(6) Heavy Helicopter
0
500
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H3 - Infrared Pilot Training Requirements and Cost - Page H13
Up to 250 hours flying time aquired in Heavy Multiengine airplanes may be substituted
If the purpose of the position is to provide instruction in
instrument flight techniques, one-half of the flight time must
have involved instrument instruction in either airplanes or
helicopters.
All
6mths Class I
12 mts Class II
Covered Above
Appendix H3 - Infrared Pilot Training Requirements and Costs (continued)
Item
Reference #
Number of Pilots
Required to Attend
How Requirement is Met
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
Hours
Remarks
Forest Service Regulations
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
In Aircraft
Within 90 Days
0
2
100 hrs./ in 12 months
5709.16 21.41(1)
3
Crew Resource Management
5709.16 21.6
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot in All Pilots
Category and Class of aircraft to be flown.
12 mts
0
Attend a WO approved Training
All Pilots
36 mts
4
National Fixed Wing Standardiazation
WKSP
5709.16 21.35 (1)
Attend a WO developed Training
All pilots
24 mts
5
Pilot Inspector Workshop
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
6
Ground Training -Check Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
7
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
8
Emergency Procedures Training
5709.16 21.4 (9)
Simcoms
All PIC's
1
All Pilots
Usually covered year
round by mission/admin
flights
Mission Flying
2 days
$3,321 4.5 hrs FT
??
??
??
12 mts
$2665 (B200)
$4488 (C500)
$5380 (C500)
$4730 (B200)
Flight Safety
Simuflight
Citation Initial Type
$14,600
N/A N/A
Waiver
9
CFI Renewal
5709.16 21.46 (1.a)
FAR 61.19
On Line
All FW Check Pilots
2 Years
All Pilots
36 mts
$200 2 days
Seminar
Hazardous Materials Training
11
Minimum Flight time Requirements
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
References 5709.16
12.11 (a)
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (d)
5709.16
12.11 (e)
GS-7
GS-9
GS-11
GS-12
GS-13
Total Time
500
1200
1500
1500
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50 *
100 *
500*
200
200
Grade Level
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
PIC Category - Preceding 12 months
Heavy Multi engine PIC 12,500 GTOW and
Over
$100
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to be
removed from the FSH
Check Ride
10
Also fufills Instrument
check, equipement check
50
100
100
75
75
100
100
PIC Category - Preceding 60 days
10
10
Mulit engine Pilot in Command
250
250
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
25
25
Appendix H3 - Infrared Pilot Training Requirements and Cost - Page H14
Less stringant than FAR for Part
135 operations
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
At GS-7,9,11 just Multi
Engine time not Category
/Class
Appendix H3 - Infrared Pilot Training Requirements and Costs (continued)
Item
Reference #
How Requirement is Met
Number of Pilots
Required to Attend
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
Hours
Remarks
Mission Requirements
IR OPS Guide Chap 2
p.42
ATP
Requirement
2
IR OPS Guide Chap 2
p.42
500 hrs PIC in Category and Class
Requirement
3
IR OPS Guide Chap 2
p.42
100 hrs PIC in Turbine Aircraft
Requirement
5709.16 28 (1) a
25 hours in Type Aircraft
New Infrared Pilots
Initial training
5709.16 28 (1) b
10 hours in the Specific Infrared Aircraft to be Flown
New Infrared Pilots
Initial training
0
10 Done in conjunction with
other infrared missions.
5709.16 28 (1) c
10 hours as co pilot on infrared Mission
New Infrared Pilots
Initial training
0
10
5709.16 28 (1) d
5 infrared Missions or 3 actual fire missions as copilot
New Infrared Pilots
Initial training
0
10
5709.16 21.4 (8)
Three Flight hours mission practice each category and Class
Annual
0
1
4
Additional PIC Qualifications
PIC Experience Requirements for Infrared
Detection Pilot Qualification
Does a PIC in the Be200 need an
additional 5 hours IOE to fly as a
PIC on Infrared Flight.
25 Generally covered by
IOE requirements
5
Special Mission Flight Requirement
6
Infrared Systems
IR OPS Guide Chap 3
(1)
OJT
Innitial Training
0
7
Mission Planning
IR OPS Guide Chap 3
(2)
OJT
Innitial Training
0
8
Infrared Flight Profiles
IR OPS Guide Chap 3
(3)
OJT
Innitial Training
0
9
Low Level Imagery Drops
IR OPS Guide Chap 3
(4)
10
RVSM
14 CFR 91.180 & 91
Appendix G Sec. 3 ©
11
ICAO
1
Instructor Ratings
Done in conjunction with
instrument calibration
Innitial Training
all citation pilots
on line
24 mts
$200
$1800 Initial 4 days
Flight Safety
Instructor Pilots
ISPOG 8.1.1
ISPOG 9.4
$5,995
CFI
CFII
MEI
Contract Pilots
AD Pilots
Contract Plane / Pilot
Appendix H3 - Infrared Pilot Training Requirements and Cost - Page H15
Cost for all three
combined. I they don't
already have the ratings.
Appendix H4 - Air Attack Pilot Training Requirements and Costs
Item
Reference #
How Requirement is Met
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
Cost / Pilot
Hours
Remarks
FAR Requirements
1
Night Currency (3 TOL's in90 day period)
2
Day Currency (3 TOL's in 90 day period)
In aircraft or Class D Simulator
FAR 61.57
FAR 135.247
5709.16 21.4 (5) In Category and Class (Three night TOL's fill this requirment)
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
1 Year
Only required of
those who enter the
area
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
All Pilots
7
IFR Proficiency Check
All Pilots
Within 90 Days
All Pilots
Within 90 Days
All Typed Pilots
1 year
2 Years
12-mths
5709.16 21.4 (1) Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
Can meet requirement in Simulator or Aircraft
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
FAR 135.299
5709.16 21.4.(3)
6-mths
12 mts
8
Line Check
9
AutoPilot Check
FAR 135.297 (G) Can meet requirement in Simulator or Aircraft
5709.16 21.4 (6)
10
Ground School A/C type
FAR 135 subpart
H 5709.16 21.51
11
Medical Certificate
FAR 61.23
12
Hazardous Materials Training
FAR 135.333 (a
& b)
Initial Operating Experience
FAR 135. 244
ISPOG 8.1.1
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
12-mths
All Pilots in each
aircraft they fly
12 mths
Pilots operating
under ATP Cert.
6 mths
Second Class
Minimum for all
Pilots operating
under Commercial
Certificate
12 mths
FAA Approved Training Class to accept Hazmat
All Pilots
12 mths
Pilots not accepting
hazmat.
12 mths
First Class Over 12,500 or require a Type Rating
FAR 135.333 (c.) Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
13
All pilots operating in 6-mths
IFR Conditions
Single Engine - 10 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
Multiengine Recip
Multiengine Turboprop - 20 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and
landing
Turbojet Aircraft- 25 hrs Flight time may be reduced up to 1/2 by additional takoffs and landings at 1 hour / takeoff and landing
Appendix H4 - Air Attack Pilot Training Requirements and Cost - Page H16
$60-85 w/o EKG
$105-$145 w/EKG
$60-85 w/o EKG
$105-$145 w/EKG
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
Appendix H4 - Air Attack Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
OPM Requirements
1
Minimum Flight time Requirements
N/A
OPM
Qualification
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
100
100
100
500
0
500
(1)
(2)
(3)
(4)
Flight Time, Last 12 months
The following Flight Requirements apply only when the position
requires the particular specialty
(5) Multi-Engine Airplane
(6) Heavy Helicopter
For position flying both Helicopters and FW, at
least 1/4 must be in either category
N/A
When position requires operation of aircraft >12500
GTOW at least 50% of flight hours must have been in
such aircraft. Up to 250 hours aquired in helicopters >
12,500 may be substituted
Up to 250 hours flying time aquired in Heavy Multiengine airplanes may be substituted
5
10
Instrument
50
75
(8) Instructor time
0
500
(7) Actual Instrument Conditions
2
Medical Requirements
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H4 - Air Attack Pilot Training Requirements and Cost - Page H17
If the purpose of the position is to provide instruction in
instrument flight techniques, one-half of the flight time must
have involved instrument instruction in either airplanes or
helicopters.
Hours
Remarks
Appendix H4 - Air Attack Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
Forest Service Regulations
In Aircraft
1
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
All Pilots
Within 90 Days
2
100 hrs./ in 12 months
5709.16 21.41(1) In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot
in Category and Class of aircraft to be flown.
All Pilots
12 mts
3
Crew Resource Management
5709.16 21.6
Attend a WO approved Training
All Pilots
36 mts
4
National Fixed Wing Standardiazation
WKSP
5709.16 21.35
(1)
Attend a WO developed Training
All pilots
24 mts
5
Pilot Inspector Workshop
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
6
Ground Training -Check Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
7
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
8
Emergency Procedures Training
5709.16 21.4 (9) Simcoms
Training to become a
Check Pilot
Training to become a
Check Pilot
All PIC's
12 mts
Flight Safety
Also fufills Instrument
check, equipement
check
Simuflight
Waiver
9
CFI Renewal
All FW Check Pilots 2 Years
5709.16 21.46
(1.a)
FAR
61.19
On Line
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
OPM does not acknowledge a GS-7 level
Pilot Position. Does this need to be
removed from the FSH
Check Ride
Seminar
10
Hazardous Materials Training
11
Minimum Flight time Requirements
All Pilots
References 5709.16
12.11 (a)
Grade Level
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (d)
5709.16
12.11 (e)
GS-12
GS-13
GS-7
GS-9
Total Time
500
1200
GS-11 and
above
1500
1500
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50 *
100 *
500*
200
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
75
75
100
100
PIC Category - Preceding 60 days
10
10
Mulit engine Pilot in Command
250
250
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
25
25
PIC Category - Preceding 12 months
Heavy Multi engine PIC 12,500 GTOW and
Over
50
100
100
Appendix H4 - Air Attack Pilot Training Requirements and Cost - Page H18
36 mts
Less stringant than FAR for Part
135 operations
It is not clear if we can hire below the GS-12
level in the mission due to the degree of hazard
refered to in 5709.16 12.23(a)
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
At GS-7,9,11 just Multi
Engine time not Category
/Class
Appendix H4 - Air Attack Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots
annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Mission Requirements
Special Mission Flight Requirement
Three Flight hours mission practice each category and Class
5709.16 21.4 (8)
Contract Pilots
AD Pilots
Contract Plane/Pilot
1
Air Attack Contract R6-04-032
Minimum Flight Time Requirements
C-9 (1)
and
J-8 D 3
Total Time
1500
PIC Total Time
1200
Category + Class
1200
100
Last 12 mts
Last 60 days Make and Class
10
Make and Model
25
10
Make and Model last 12 mts
Cross Country
500
Typical Terrain
200
Night
100
75
Instrument
50
Hood
250
Multi engine > 12500
2
3
4
5
6
7
8
9
Flight Evaluation
Remote/Mountain Strip endorcement
Class I or Class II FAA Medical
Commercial Instrument Certificate
When Required ATP and Class I Medical
Pilot must be on Operators 135 certificate
135 Certificate of Competency
Must have pilots LOG Books
Contract Minimum Requirements
25
Type past 5 years
C-9 (b) 3 and J-8 D 6
C-9 (b) 4
C-9 (b) 5 (a)
J-8 D 1
J-8 D 1
J-8 D 2
J-8 D 4
J-8 D 7
Air Attack Contract RFP-R5-06-20-001
Contract C.4.2.A Pilot shall be rated and remain IFR Current
1
Contract Minimum Requirements
Pilot Experience
Contract C.4.2.A Total Time - 1500 hrs
1500
Pilot in Command Time - 1200 hrs
1200
Category and class to be flown - 200 hrs
200
Cross Country - 500 hrs
500
Operation in typical terrain - 200 hrs
200
Night - 100 hrs
100
Instrument - in flight - 50 hrs
50
Instrument - Actual/Simulated - 75 hrs
75
Category - Preceding 12 months - 100 hrs
100
Category - Preceding 60 days - 10 hrs
10
In Make and Model to be flown - 25 hrs
25
Make and Model preceeding 12 months - 10 hrs
10
2
Current letter of Competency as PIC for
each aircraft to be flown
Contract C.4.2.B
3
Pilot Proficiency
Government may require checkride if pilot has not flown on contract for 15 days. (up to 30 min every 15 days at governments
Contract C.5.2.5 expense.)
4
Exchanged/replaced pilots
When Pilots are Exchanged or replaced, Training and Familiarization costs including required flight time up to 3 hours are
accomplished at the contractors expense
Appendix H4 - Air Attack Pilot Training Requirements and Cost - Page H19
Contract Minimum Requirements
Hours
Remarks
Appendix H5 - Point to Point Pilot Training Requirements and Costs
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
FAR requirements
1
Night Currency (3 TOL's in90 day period)
In aircraft or Class D Simulator
All Pilots
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
PIC Proficiency Check
FAR 61.57
FAR 135.247
5709.16 21.4
(5)
FAR 61.58
2
Day Currency (3 TOL's in 90 day period)
3
Only for Typed Aircraft
All Typed Pilots
1 year
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
IFR Proficiency Check
5709.16 21.4
(1)
FAR 61.57 (d)
FAR 135.297
5709.16 21.4
FAR 135.299
5709.16
FAR 135.297
(G)
FAR 135
subpart H
5709.16 21.51
FAR 61.23
Can meet requirement in Simulator or Aircraft
7
8
Line Check
9
AutoPilot Check
10
Ground School A/C type
11
Medical Certificate
12
Hazardous Materials Training
13
Initial Operating Experience
1
Minimum Flight time Requirements
Within 90 Days
2 Years
Only required of
1 Year
those who enter the
All Pilots
12-mths
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
All pilots operating in 6-mths
IFR Conditions
6-mths
Can meet requirement in Simulator or Aircraft
12-mths
Can meet requirement in Simulator or Aircraft
12 mts
All Pilot in each
aircraft they fly
12 mths
First Class Over 12,500 or require a Type Rating
Pilots operating
under ATP Cert.
6 mths
Second Class
Minimum for all
Pilots operating
under Commercial
All Pilots
12 mths
FAR 135.333 (a FAA Approved Training Class to accept Hazmat
& b)
FAR 135.333
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
(c.)
Single Engine
10 hrs
FAR 135.
Flight time may be reduced up to 1/2 by
244ISPOG
additional takoffs and landings at 1 hour /
8.1.1
takeoff and landing
Multiengine Recip
15 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Multiengine Turboprop
20 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Turbojet Aircraft- landing
25 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
$60-85 w/o EKG
$105-$145 w/EKG
$60-85 w/o EKG
$105-$145 w/EKG
12 mths
Pilots not accepting 12 mths
hazmat.
OPM Requirements
OPM
Qualification
Minimum Hiring Requirements
GS-9
GS-11 and above
Total Flight Time
1200
1500
(1)
(2)
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
100
500
(3)
(4)
For position flying both Helicopters and FW, at least
1/4 must be in either category
The following Flight Requirements apply
only when the position requires the
(5) Multi-Engine Airplane
Minimum Hiring Requirements
When position requires operation of aircraft >12500 GTOW at
least 50% of flight hours must have been in such aircraft. Up to
250 hours aquired in helicopters > 12,500 may be substituted
2
Medical Requirements
(6) Heavy Helicopter
0
500
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H5 - Point to Point Pilot Training Requirements and Cost - Page H20
Up to 250 hours flying time aquired in Heavy Multi-engine
airplanes may be substituted
If the purpose of the position is to provide instruction in
instrument flight techniques, one-half of the flight time must
have involved instrument instruction in either airplanes or
helicopters.
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
Appendix H5 - Point to Point Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
Hours
Remarks
Forest Service Regulations
1
2
3
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
100 hrs./ in 12 months
5709.16
21.41(1)
Crew Resource Management
5709.16 21.6
In Aircraft
All Pilots
Within 90 Days
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot All Pilots
in Category and Class of aircraft to be flown.
Attend a WO approved Training
All Pilots
12 mts
24 mts
36 mts
5709.16 21.35
(1)
5709.16 21.46
5709.16 25.1
Attend a WO developed Training
All pilots
5
6
National Fixed Wing Standardiazation
WKSP
Pilot Inspector Workshop
Ground Training -Check Pilots
Attend a WO developed Training
Training From National Fixed Wing Standardization Officer
7
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
All Check Pilots
24 mts
Adequate number as
required in
5709.16 21.46
8
Emergency Procedures Training
5709.16 21.4
(9)
Simcoms
All PIC's
4
12 mts
Flight Safety
Training to become a
Check Pilot
Training to become a
Check Pilot
Also fufills Instrument
check, equipement
check
Simuflight
Waiver
9
CFI Renewal
5709.16 21.46
(1.a)
FAR 61.19
On Line
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
All FW Check Pilots 2 Years
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to be
removed from the FSH
Check Ride
Seminar
10
Hazardous Materials Training
11
Minimum Flight time Requirements
All Pilots
References 5709.16
12.11 (a)
Grade Level
Total Time
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (e)
GS-7
GS-9
GS-11 and
GS-12
GS-13
500
1200
1500
1500
1500
1200
Pilot in Command Time
200
250
500
1200
PIC Category and class to be flown
50 *
100 *
500*
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
PIC Category - Preceding 12 months
50
100
100
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
Heavy Multi engine PIC 12,500 GTOW and
Over
5709.16
12.11 (d)
PIC in type within the last 5 years with an unrestricted type rating
in the applicable aircraft.
36 mts
Less stringant than FAR for
Part 135 operations
At GS-7,9,11 just Multi
Engine time not
Category /Class
200
50
75
75
100
100
10
250
10
250
25
25
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
Mission Requirements
Special Mission Flight Requirement
Three Flight hours mission practice each category and Class
5709.16 21.4
(8)
Contract Pilots
AD Pilots
Contract Plane / Pilot
R6 CWN Fixed Wing Rental Agreement
1
Pilot in Command shall hold a current FAA
Commercial ro higher pilot certificate with
Contract
C.12.a.
Pilot Flight Experience
Total Time
1500
Pilot in Command Time
1200
Category and class to be flown
200
Cross Country
500
Operations in Typical Terrain
200
Night
100
Instrument - in flight
50
Instrument - Actual/Simulated
75
Category - Preceding 12 months
Contract
C.12.a. (1)
Contract
C.12.a. (1)
Contract
C.12.a. (1)
Contract C.12.a
(1) /2
2
100
Category - Preceding 60 days
10
Make and Model to be flown
25
Make and Class preceding 60 days
10
instrument time to be approved for instrument flight.
100
My require up to two hours of flight time for each pilot as deemed necessary by the Contracting Officer.
3
Pilot Check Rides
1
Agency Flight Evaluation Check
Commercial or ATP Certificate
w/appropriate ratings
R8 Airplane CWN
2
Contract C-8
At the discression of the Government
Contract C-8
3
Valid Class I or II Medical Certificate
Contract C-8
4
Contract C-8
5
Airman Competency/proficiency Check
Complete Airplane Pilot Qualifications and
Approval Record
6
7
Complete Aviation Briefing Certificate
Pilot Flight Experience
Contract C-8
Contract C-8
Contract C-8
PIC time flown on flights originating or terminating at
airports with normal summertime density altitudes of at
least 7000' and/or PIC time flown on pipeline powerling
patrol, game counting, etc
Total Time
1500
Pilot in Command Time
1200
Category and class to be flown
200
Cross Country
500
Operations in Typical Terrain
200
Night
100
Instrument - in flight
50
Instrument - Actual/Simulated
75
Category - Preceding 12 months
100
25
Make and Model to be flown
10
Make and Model preceding 60 days
250
PIC experience Multi-Engine Over 12,500
PIC in Type (within the past 5 years unrestricted type Rating in the applicable airplanes to be flown)
25
Appendix H5 - Point to Point Pilot Training Requirements and Cost - Page H21
yp
are not subject to check
ride
Appendix H6 - Resource Pilot Training Requirements and Costs
Item
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
etc)
Required to Attend
How Requirement is Met
Reference #
Cost / Pilot
Hours
Remarks
FAR Requirements
1
Night Currency (3 TOL's in90 day period)
2
Day Currency (3 TOL's in 90 day period)
In aircraft or Class D Simulator
FAR 61.57
FAR 135.247
5709.16 21.4 (5) In Category and Class (Three night TOL's fill this requirment)
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
4
Bi-annual Flight Review
FAR 61.56
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
IAT Training
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
All Pilots
Within 90 Days
All Pilots
Within 90 Days
All Typed Pilots
1 year
2 Years
Only required of
1 Year
those who enter the
All Pilots
12-mths
5709.16 21.4 (1) Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
7
IFR Proficiency Check
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft
FAR 135.297
5709.16 21.4 (2)
All pilots operating in 6-mths
IFR Conditions
6-mths
8
Line Check
Can meet requirement in Simulator or Aircraft
FAR 135.299
5709.16 21.4.(3)
12-mths
9
AutoPilot Check
FAR 135.297 (G) Can meet requirement in Simulator or Aircraft
5709.16 21.4 (6)
12 mts
10
Ground School A/C type
FAR 135 subpart
H
5709.16 21.51
11
Medical Certificate
FAR 61.23
First Class Over 12,500 or require a Type Rating
Second Class
12
Hazardous Materials Training
FAR 135.333 (a FAA Approved Training Class to accept Hazmat
& b)
13
Initial Operating Experience
FAR 135. 244
ISPOG 8.1.1
FAR 135.333 (c.) Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
Single Engine
10 hrs
Multiengine Recip
15 hrs
Multiengine Turboprop
20 hrs
Turbojet Aircraft
25 hrs
All Pilot in each
aircraft they fly
12 mths
Pilots operating
under ATP Cert.
6 mths
Minimum for all
Pilots operating
under Commercial
Certificate
12 mths
All Pilots
12 mths
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
$60-85 w/o EKG
$105-$145 w/EKG
$60-85 w/o EKG
$105-$145 w/EKG
Pilots not accepting 12 mths
hazmat.
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
OPM Requirements
1
Minimum Flight time Requirements
OPM
Qualification
N/A
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
100
500
(1)
(2)
(3)
(4)
For position flying both Helicopters and FW, at least
1/4 must be in either category
The following Flight Requirements apply
only when the position requires the
(5) Multi-Engine Airplane
N/A
When position requires operation of aircraft >12500 GTOW
at least 50% of flight hours must have been in such aircraft.
Up to 250 hours aquired in helicopters > 12,500 may be
substituted
2
Medical Requirements
(6) Heavy Helicopter
0
500
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H6 - Resource Pilot Training Requirements and Cost - Page H22
Up to 250 hours flying time aquired in Heavy Multi
engine airplanes may be substituted
If the purpose of the position is to provide instruction in instrument
flight techniques, one-half of the flight time must have involved
instrument instruction in either airplanes or helicopters.
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
Appendix H6 - Resource Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
etc)
Required to Attend
How Requirement is Met
Cost / Pilot
Hours
Remarks
Forest Service Regulations
1
2
3
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7) In Aircraft
All Pilots
before Passanger or Mission
100 hrs./ in 12 months
5709.16 21.41(1) In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot All Pilots
in Category and Class of aircraft to be flown.
Crew Resource Management
5709.16 21.6
All Pilots
Attend a WO approved Training
5
National Fixed Wing Standardiazation
WKSP
Pilot Inspector Workshop
5709.16 21.35
(1)
5709.16 21.46
6
Emergency Procedures Training
5709.16 21.4 (9) Simcoms
4
Within 90 Days
12 mts
36 mts
Attend a WO developed Training
All pilots
24 mts
Attend a WO developed Training
All Check Pilots
24 mts
All PIC's
12 mts
Also fufills Instrument
check, equipement
check
Flight Safety
Simuflight
Waiver
7
CFI Renewal
5709.16 21.46
(1.a)
FAR 61.19
On Line
All FW Check Pilots 2 Years
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to
be removed from the FSH
Check Ride
Seminar
8
Hazardous Materials Training
9
Minimum Flight time Requirements
5709.16 34.31
All Pilots
IAT or FAA Approved Training Class to accept Hazmat
References 5709.16
12.11 (a)
Grade Level
Total Time
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (e)
GS-7
GS-9
GS-11 and
GS-12
GS-13
500
1200
1500
1500
1500
1200
Pilot in Command Time
200
250
500
1200
PIC Category and class to be flown
50 *
100 *
500*
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
75
100
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
10
250
10
250
25
25
10
Ground Training -Check Pilots
5709.16 25.1
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
Training From National Fixed Wing Standardization Officer
11
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
1
Special Mission Flight Requirement
5709.16 21.4 (8)
100
100
Less stringant than FAR
for Part 135 operations
At GS-7,9,11 just Multi
Engine time not
Category /Class
50
100
50
36 mts
200
75
PIC Category - Preceding 12 months
Heavy Multi engine PIC 12,500 GTOW and
Over
5709.16
12.11 (d)
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
Adequate number as
required in
5709.16 21.46
Training to become a
Check Pilot
Training to become a
Check Pilot
Mission Requirements
Three Flight hours mission practice each category and Class
Contract Pilots
AD Pilots
Contract Plane / Pilot
1
2
R6-03-003
Pilot and aircraft under this contract must be
listed on the Contractors Part 135
Operations Specification
Pilot shall posses Pilot Qualification Card
issued by USDA/USDI Inspector Pilot
5
FAA Commercial or ATP with current
Instrument Rating
Current Statement of Competency (FAA
Form 8410-3)
Pilot shall hold FAA Class I or Class II
Medical Certificate as appropriate to the
rating held and aircraft utilized.
6
7
Read and Sign Breifing Sheet
Minimum Pilot Experience
3
4
Contract
C-5 (a)
Contract
C-7 a. 1
Contract
C-7 a. 2
Contract
C-7 a. 3
Contract
C-7 a. 4
Contract
C-7 a. 5
8
Minimum Instrument Experience
Contract
C-7 a. 6
Contract
C-7 a. 6 /3
9
Special Use Flight Check
Contract
E-2 (d)
Total Time
Pilot in Command Time
Category and class to be flown
Cross Country
Typical Terrain
Night
Instrument - in flight
Instrument - Actual/Simulated
Category - Preceding 12 months
Category - Preceding 60 days
1500
1200
200
500
100
50
75
100
10
100
100 hours to be approved for IRF Flights.
Pilots may be given special use evaluation flight by a pilot inspector at the time of inspection or at other
times deemed necessary by the Forest Service
Appendix H6 - Resource Pilot Training Requirements and Cost - Page H23
N/A
Typical Terrain : Pilot in
Command time flown on
flights originating or
terminating at airports
with normal summertime
density altitudes of at
least 7000' and/or Pilot in
command time flown on
low level (at or below
1000' AGL) lights such
as pipeline/ powerline
patrol, game counting,
etc.
Appendix H7 - Recon Pilot Training Requirements and Costs
Item
Reference #
How Requirement is Met
Number of Pilots
Required to Attend
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Within 90 Days
Cost / Pilot
Hours
Remarks
FAR Requirements
1
Night Currency (3 TOL's in90 day period)
All Pilots
Day Currency (3 TOL's in 90 day period)
FAR 61.57
FAR 135.247
5709.16 21.4 (5)
In aircraft or Class D Simulator
2
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
All Typed Pilots
1 year
4
Bi-annual Flight Review
FAR 61.56
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
IAT Training
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
5709.16 21.4 (1)
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
7
IFR Proficiency Check
8
Line Check
FAR 135.299
5709.16 21.4.(3)
Can meet requirement in Simulator or Aircraft
Can meet requirement in Simulator or Aircraft
9
AutoPilot Check
FAR 135.297 (G)
5709.16 21.4 (6)
10
Ground School A/C type
FAR 135 subpart H
5709.16 21.51
11
Medical Certificate
FAR 61.23
12
13
Hazardous Materials Training
Initial Operating Experience
2 Years
Only required of
those who enter the
All Pilots
1 Year
12-mths
All pilots operating in 6-mths
IFR Conditions
6-mths
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
12-mths
12 mts
First Class Over 12,500 or require a Type Rating
All Pilot in each
aircraft they fly
12 mths
Pilots operating
under ATP Cert.
6 mths
$60-85 w/o EKG
$105-$145 w/EKG
Second Class
Minimum for all Pilots 12 mths
operating under
Commercial
Certificate
FAR 135.333 (a &
b)
FAA Approved Training Class to accept Hazmat
All Pilots
12 mths
FAR 135.333 (c.)
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
Pilots not accepting
hazmat.
12 mths
FAR 135. 244
ISPOG 8.1.1
Single Engine
10 hrs
Multiengine Recip
15 hrs
Multiengine Turboprop
20 hrs
Turbojet Aircraft
25 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Appendix H7 - Recon Pilot Training Requirements and Cost - Page H24
$60-85 w/o EKG
$105-$145 w/EKG
This is the cost of each
physical. EKG required at
35 years old and over 40
annually.
Appendix H7 - Recon Pilot Training Requirements and Costs (continued)
Item
Reference #
Number of Pilots
Required to Attend
How Requirement is Met
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
OPM Requirements
1
Minimum Flight time Requirements
OPM Qualification
Standards for GS2181
N/A
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
100
500
(1)
(2)
(3)
(4)
For position flying both Helicopters and FW, at least
1/4 must be in either category
The following Flight Requirements apply only
when the position requires the particular
(5) Multi-Engine Airplane
N/A
When position requires operation of aircraft >12500 GTOW at least 50%
of flight hours must have been in such aircraft. Up to 250 hours aquired
in helicopters > 12,500 may be substituted
(6) Heavy Helicopter
0
500
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
Up to 250 hours flying time aquired in Heavy Multiengine airplanes may be substituted
If the purpose of the position is to provide instruction in instrument
flight techniques, one-half of the flight time must have involved
instrument instruction in either airplanes or helicopters.
2
Medical Requirements
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H7 - Recon Pilot Training Requirements and Cost - Page H25
Hours
Remarks
Appendix H7 - Recon Pilot Training Requirements and Costs (continued)
Item
Reference #
How Requirement is Met
Number of Pilots
Required to Attend
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
All Pilots
Within 90 Days
Cost / Pilot
Hours
Remarks
Forest Service Regulations
2
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
100 hrs./ in 12 months
5709.16 21.41(1)
3
Crew Resource Management
4
5
National Fixed Wing Standardiazation
WKSP
Pilot Inspector Workshop
6
Ground Training -Check Pilots
7
Flight Training- Check Pilots
5709.16 25.2
8
Emergency Procedures Training
5709.16 21.4 (9)
1
In Aircraft
12 mts
5709.16 21.6
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot in All Pilots
Category and Class of aircraft to be flown.
All Pilots
Attend a WO approved Training
5709.16 21.35 (1)
Attend a WO developed Training
All pilots
24 mts
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
5709.16 25.1
Training From National Fixed Wing Standardization Officer
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
Simcoms
All PIC's
36 mts
12 mts
Training to become a
Check Pilot
Training to become a
Check Pilot
Also fufills Instrument
check, equipement check
Flight Safety
Simuflight
Waiver
9
CFI Renewal
5709.16 21.46 (1.a) On Line
FAR 61.19
Check Ride
All FW Check Pilots 2 Years
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to
be removed from the FSH
Seminar
10
Hazardous Materials Training
11
Minimum Flight time Requirements
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
All Pilots
References 5709.16
12.11 (a)
Grade Level
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (e)
GS-7
GS-9
GS-13
500
1200
GS-11 and
b
1500
GS-12
Total Time
1500
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50
100
500
200
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
75
75
100
100
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
10
250
10
250
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
25
25
PIC Category - Preceding 12 months
Heavy Multi engine PIC 12,500 GTOW and
Over
5709.16
12.11 (d)
50
100
Appendix H7 - Recon Pilot Training Requirements and Cost - Page H26
100
36 mts
Less stringant than FAR for Part
135 operations
At GS-7,9,11 just Multi
Engine time not Category
/Class
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
Appendix H7 - Recon Pilot Training Requirements and Costs (continued)
Item
Reference #
Number of Pilots
Required to Attend
How Requirement is Met
Frequency of
Attendance (Initial,
annual, bi-annual,
etc)
Cost / Pilot
Mission Requirements
Special Mission Flight Requirement
5709.16 21.4 (8)
Three Flight hours mission practice each category and Class
Contract Pilots
AD Pilots
Contract Plane / Pilot
1
2
3
4
5
Contract AG-04GG-S-06-9002
Possess Class I or Class II FAA Medical
Certificate
Contractor shall keep and maintain a safety
program
Pilot must possess FAA pilot certificate
Pilot must have 135 Airman
Competency/Proficiency check
Minimum Flight time Requirements
Contract C.11.E
Contract C-16.D
Initial Pilot Evlauation
7
Substitution or Replacement of Pilots,
aircraft and equipment
Contract C-20.B
Total Time
Pilot in Command Time
Category and class to be flown
Cross Country
Operaton in Mountainous Terrain
Night
Instrument - in flight
Instrument - Actual/Simulated
Category - Preceding 12 months
Preceding 60 days - 10 make & class
Make and Model to be flown
Each PIC may require up to 2hr flight time at the contractors expense in Make and Class to be flown.
Contract C-14.C
Flight time provided at contractors expense. Up to 3 hrs flight for familiarizing of relief pilot.
8
Hazmat Training
Hazmat Training
Mountain Remote Strip Evaluation Checkride
and signoff for Cat 4 airstrips
Contract C-11 C.
Knowledge and ability to program FM Radios
and GPS System
Contract C.11.D
10
1500
1200
200
500
200
100
50
75
100
10
25
N/A
Mountainous terrain is flight at 2500' AGL
and below in terrain identified as
mountainous or in 14 CFR 95.11 and
depicted in the AIM Figure 5-6-2
Contract C-10
A.16.b
Contract C-10
A.16.d
9
11
Contractor provided
Contract C-19. A 6. FAA Commercial or higher multi engine pilot certificate with Instrument rating
b. (2)
Contract C-19.A.6
(4)
Contract C-11 A.
6
6 mth/annually
depending on class
medical
Evaluation flight by a FS Inspector Pilots
Annually
Contractor provided training
on going
Appendix H7 - Recon Pilot Training Requirements and Cost - Page H27
Hours
Remarks
Appendix H8 - Beaver Pilot Training Requirements and Costs
Item
Reference #
Frequency of
Attendance (Initial,
Cost / Pilot
Number of Pilots annual, bi-annual, (Training only, no
Required to Attend
etc)
Travel)
How Requirement is Met
Hours
Remarks
FAR Requirements
1
Night Currency (3 TOL's in90 day period)
2
Day Currency (3 TOL's in 90 day period)
FAR 61.57
FAR 135.247
5709.16 21.4 (5)
In aircraft or Class D Simulator
All Pilots
Within 90 Days
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
All Typed Pilots
1 year
3
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
5709.16 21.4 (1)
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
6-mths
12-mths
7
IFR Proficiency Check
8
Line Check
FAR 135.299
5709.16 21.4.(3)
Can meet requirement in Simulator or Aircraft
FAR 135.297 (G)
5709.16 21.4 (6)
FAR 135 subpart H
5709.16 21.51
FAR 61.23
Can meet requirement in Simulator or Aircraft
9
AutoPilot Check
10
Ground School A/C type
11
Medical Certificate
14
Hazardous Materials Training
Initial Operating Experience
All Pilots
done in conjunction with
other checks
12-mths
N/A for Seaplane
Operations
Done in conjunction with
Floats/wheels transition
checks
0
0
All pilots operating in 6-mths
IFR Conditions
N/A for Seaplane
Operations
Done in conjunction with
Floats/wheels transition
checks
$0
12 mts
First Class Over 12,500 or require a Type Rating
FAR 135.333 (a & b)
FAA Approved Training Class to accept Hazmat
FAR 135.333 (c.)
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
FAR 135. 244 ISPOG Single Engine
8.1.1
0
1 Year
Only required of
those who enter the
area
Second Class
12
2 Years
Single Engine, FSH
Prohibits Night use
Generally fly enough
mission to meet
0
10 hrs
Multiengine Recip
15 hrs
Multiengine Turboprop
20 hrs
Turbojet Aircraft-
25 hrs
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Appendix H8 - Beaver Pilot Training Requirements and Cost - Page H28
All Pilot in each
aircraft they fly
Pilots operating
under ATP Cert.
12 mths
Minimum for all
Pilots operating
under Commercial
Certificate
All Pilots
12 mths
Pilots not accepting
hazmat.
0
Done in house
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
6 mths
$60-85 w/o EKG
$105-$145 w/EKG
12 mths
$60-85 w/o EKG
$105-$145 w/EKG
0
2 IAT Training Class on
Line or at ACE.
12 mths
New pilots with no experience in the
Beaver
$1,215
5
Appendix H8 - Beaver Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Cost / Pilot
Number of Pilots annual, bi-annual, (Training only, no
Required to Attend
etc)
Travel)
How Requirement is Met
OPM Requirements
1
Minimum Flight time Requirements
Minimum Hiring Requirements
OPM Qualification
Standards for GS-2181
(1)
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
Flight Time, Last 12 months
100
100
100
500
(2)
(3)
(4)
For position flying both Helicopters and FW, at
least 1/4 must be in either category
The following Flight Requirements apply only
when the position requires the particular
(5) Multi-Engine Airplane
When position requires operation of aircraft >12500 GTOW
at least 50% of flight hours must have been in such aircraft.
Up to 250 hours aquired in helicopters > 12,500 may be
substituted
(6) Heavy Helicopter
0
500
Up to 250 hours flying time aquired in Heavy Multi-engine
airplanes may be substituted
(7) Actual Instrument Conditions
2
Medical Requirements
5
10
Instrument
50
75
(8) Instructor time
0
500
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H8 - Beaver Pilot Training Requirements and Cost - Page H29
If the purpose of the position is to provide instruction in
instrument flight techniques, one-half of the flight time must
have involved instrument instruction in either airplanes or
helicopters.
Minimum Hiring Requirements
Hours
Remarks
Appendix H8 - Beaver Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Cost / Pilot
Number of Pilots annual, bi-annual, (Training only, no
Required to Attend
etc)
Travel)
How Requirement is Met
Hours
Remarks
Forest Service Regulations
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
100 hrs./ in 12 months
5709.16 21.41(1)
In Aircraft
3
Crew Resource Management
5709.16 21.6
Attend a WO approved Training
All Pilots
36 mts
0 3 days
4
5709.16 21.35 (1)
Attend a WO developed Training
All pilots
24 mts
0 5 days
5
National Fixed Wing Standardiazation
WKSP
Pilot Inspector Workshop
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
0 2 days
6
Ground Training -Check Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
7
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
8
Emergency Procedures Training
5709.16 21.4 (9)
Simcoms
All PIC's
1
2
All Pilots
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot All Pilots
in Category and Class of aircraft to be flown.
Within 90 Days
0
Accomplished in mission
12 mts
0
Accomplished in mission
0
Training to become a
Check Pilot
0
Training to become a
Check Pilot
12 mts
Waiver letter, attend
other professional
training in lieu of
simulator
Flight Safety
Simuflight
Waiver
9
CFI Renewal
5709.16 21.46 (1.a)
FAR 61.19
On Line
All Instructor and
Check Pilots
Check Ride
Hazardous Materials Training
11
Minimum Flight time Requirements
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
All Pilots
References 5709.16
12.11 (a)
Grade Level
5709.16
12.11 (b)
5709.16
12.11 (c)
5709.16
12.11 (d)
5709.16
12.11 (e)
GS-7
GS-9
GS-11 and
GS-12
GS-13
Total Time
500
1200
1500
1500
1500
Pilot in Command Time
200
250
500
1200
1200
PIC Category and class to be flown
50
100
500
200
200
PIC Cross Country
N/A
N/A
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
75
75
100
100
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
10
250
10
250
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
25
25
PIC Category - Preceding 12 months
Heavy Multi engine PIC 12,500 GTOW and
Over
50
100
100
Appendix H8 - Beaver Pilot Training Requirements and Cost - Page H30
100
Only CFI required (no
CFII or MEI)
$750 1 hr FT +
DEP fee
200 2 days
OPM does not acknowledge a GS-7 level
Pilot Position. Does this need to be
removed from the FSH
Seminar
10
2 Years
36 mts
0
0 See FAR Requirements
above.
Less stringant than FAR for Part
135 operations
It is not clear if we can hire below the GS-12
level in the mission due to the degree of hazard
refered to in 5709.16 12.23(a)
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
At GS-7,9,11 just Multi
Engine time not Category
/Class
Appendix H8 - Beaver Pilot Training Requirements and Costs (continued)
Item
Reference #
How Requirement is Met
Frequency of
Attendance (Initial,
Cost / Pilot
Number of Pilots annual, bi-annual, (Training only, no
Required to Attend
etc)
Travel)
Hours
Remarks
Mission Requirements
1
2
3
Additional Qualifications
BPOG II A
BPOG II A
BPOG II A
BPOG II A
VFR Single Engine Land and Single Engine Seaplane
1000 hours of Seaplane time
100 hrs of PIC Seaplane over 5,000 GTW
Tail wheel experience
BPOG II B 1 a
BPOG II B 1 b
BPOG II B 1 c
BPOG II B 1 d
No Reference
S-190 Basic Fire Behavior
I-200 Basic ICS
S-270 or S-370 Air Operations
S-336Tactics
S-290 Intermediate Fire Behavior
S-205 Urban Interface
S-220 ICS
S-378 ATGS
Organizational Training
New pilots
New Pilots
New Pilots
New Pilots
Initial Training
Initial Training
Initial Training
Initial Training
$200
$150
16
16
These are course not
addressed in the SOP
that they try to take in the
first couple of years.
Operational Ground Training
BPOG II B 2
No Reference
4
Minimum experience
Fire Detection
External Loads
Wildlife Surveys
Search and Rescue
Fish Stocking
Fire Suppression
Personnel Transport
Mapping
Medivac
Law Enforcement
Aerial Photography
Water Dropping
Seeding
Air Attack
These Ground Trainings all performed in house.
New pilots
New pilots
New pilots
New pilots
New pilots
New pilots
New pilots
New pilots
New pilots
New pilots
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
Initial Training
These Ground Trainings all performed in house.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Additional Ground
Training not covered in
the SOP.
Currency
BPOG II D
Waiver Letter
Water Drops
Annual Flight Training in lieu of Simulator Training (Training may include Floats, Tail Wheel, Skis, Brush, Backcountry, Upset
training)
BPOG II D
BPOG II D
BPOG II D
5709.16 21.4 (8)
FAR 61.31
ACE
Float Checkride
Wheel/Ski Checkride
Three hours Special Mission practice performing mission related flight manuvers
Tail wheel experience
Appendix H8 - Beaver Pilot Training Requirements and Cost - Page H31
All Pilots
5 drops in 60 days
Annually
every 3 yrs
Annually
Annually
Annually
$243 1 hr FT
$900-$2,000 2-3 days
$0
$243 1 hr FT
$243 1 hr FT
This training is in leiu of
annual simulator training
Hazmat + other training
Appendix H8 - Beaver Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Cost / Pilot
Number of Pilots annual, bi-annual, (Training only, no
Required to Attend
etc)
Travel)
How Requirement is Met
DHC2 Instructor Pilots
DHC2 Check Pilots
Bi-annual recurrent Mission Training
Contract Pilots in Agency Owned Aircraft
RFQ FS-R9-05-009
Pilot Certificate
Contract C-3
FAA Commercial Instrument or ATP Certificate with applicable type rating
Medical Certificate
Contract C-3
Class I or Class II medical as required for airplanes used and missions flown under the contract.
Pilot Experience
Contract C-3
Training
Contract C-3
Contract Minimum Requirements
1500
1200
200
500
100
50
75
100
25
1000
Total Time
Pilot in Command Time
Category and class to be flown
Cross Country
Night
Instrument - in flight
Instrument - Actual/Simulated
Fixed wing preceding 12 months
Make and Model to be flown
Float plane (at least 100 hrs over 5000 lbs GTOW)
Conventional Landing Gear (Tailwheel)
100
Refresher training, checkrides, and additional assignments may be ordered during the contract. (Currently R09 has been
requiring contract pilots to meet the same requirements that Agency Pilots meet including National Fixed Wing Stadnardization
Workshop, CRM, ACE and the annual Flight Training Requirements.)
AD Pilots
Contract Plane / Pilot
Appendix H8 - Beaver Pilot Training Requirements and Cost - Page H32
As ordered
At Government
Expense
Hours
Remarks
Appendix H9 - Other Pilot Training Requirements and Costs
Item
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
etc)
Required to Attend
How Requirement is Met
Reference #
Cost / Pilot
(Training only,
no Travel)
Hours
Remarks
FAR Requirements
In aircraft or Class D Simulator
All Pilots
Day Currency (3 TOL's in 90 day period)
FAR 61.57
FAR 135.247
5709.16 21.4 (5)
In Category and Class (Three night TOL's fill this requirment)
All Pilots
Within 90 Days
PIC Proficiency Check
FAR 61.58
Only for Typed Aircraft
All Typed Pilots
1 year
4
Bi-annual Flight Review
FAR 61.56
61.58 Checkride or CFI Renewal, or and additional rating will meet Requirmrement , FAA Wings Program, 1hr Instructon
(ground plus 1 hr Flight with Instructor)
All Pilots
2 Years
5
Grand Canyon - Cert. of Waiver Training
SFAR 50-2
IAT Training
Only required of
1 Year
those who enter the
area
6
Equipment Check
FAR 135.293
Simulator Training, FAA POI, Company Check Airman
5709.16 21.4 (1)
Simulator Training, Nat. FW Stand. Workshop, FAA inspector, Out of Region , or out of Agency Inspector Pilot
FAR 61.57 (d)
Can meet requirement in Simulator or Aircraft, or experience listed in FAR 61.57 (c) (other than Part 135/121 Operators)
FAR 135.297
5709.16 21.4 (2)
Can meet requirement in Simulator or Aircraft
6-mths
FAR 135.299
5709.16 21.4.(3)
FAR 135.297 (G)
5709.16 21.4 (6)
FAR 135 subpart H
5709.16 21.51
FAR 61.23
Can meet requirement in Simulator or Aircraft
12-mths
1
Night Currency (3 TOL's in90 day period)
2
3
7
IFR Proficiency Check
8
Line Check
9
AutoPilot Check
10
Ground School A/C type
11
Medical Certificate
All Pilots
Hazardous Materials Training
13
Initial Operating Experience
First Class Over 12,500 or require a Type Rating
FAR 135.333 (a & b)
FAA Approved Training Class to accept Hazmat
FAR 135.333 (c.)
Training to Recognize those Items classified as hazmat. (Not to accept hazmat.)
10 hrs
Multiengine Recip
15 hrs
Multiengine Turboprop
20 hrs
Turbojet Aircraft
Usually IFR Proficiency
Check, Line Check, and
Auto Pilot Check
accompished in same
flight
12 mts
Can meet requirement in Simulator or Aircraft
FAR 135. 244 ISPOG Single Engine
8.1.1
12-mths
All pilots operating in 6-mths
IFR Conditions
Second Class
12
Within 90 Days
All Pilot in each
aircraft they fly
Pilots operating
under ATP Cert.
12 mths
Minimum for all
Pilots operating
under Commercial
Certificate
All Pilots
12 mths
Pilots not accepting
hazmat.
6 mths
$60-85 w/o EKG
$105-$145 w/EKG
$60-85 w/o EKG
$105-$145 w/EKG
12 mths
12 mths
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
Flight time may be reduced up to 1/2 by
additional takoffs and landings at 1 hour /
takeoff and landing
25 hrs
OPM Requirements
1
Minimum Flight time Requirements
OPM Qualification
Standards for GS-2181
(1)
N/A
GS-9
GS-11 and above
Total Flight Time
1200
1500
Pilot-in-command
250
250
Night Flying
50
75
(2)
(3)
For position flying both Helicopters and
FW, at least 1/4 must be in either category
(4)
Flight Time, Last 12 months
100
100
100
500
The following Flight Requirements apply only
when the position requires the particular
(5) Multi-Engine Airplane
N/A
When position requires operation of aircraft >12500 GTOW at
least 50% of flight hours must have been in such aircraft. Up to
250 hours aquired in helicopters > 12,500 may be substituted
(6) Heavy Helicopter
0
500
Up to 250 hours flying time aquired in Heavy Multiengine airplanes may be substituted
(7) Actual Instrument Conditions
5
10
Instrument
50
75
(8) Instructor time
0
500
If the purpose of the position is to provide instruction in instrument
flight techniques, one-half of the flight time must have involved
instrument instruction in either airplanes or helicopters.
2
Medical Requirements
Current First of Second Class Medical Certificate according with FAA Regulations
Appendix H9 - Other Pilot Training Requirements and Cost - Page H33
This is the cost of each
physical. EKG required
at 35 years old and over
40 annually.
Appendix H9 - Other Pilot Training Requirements and Costs (continued)
Item
Reference #
Frequency of
Attendance (Initial,
Number of Pilots annual, bi-annual,
Required to Attend
etc)
How Requirement is Met
Cost / Pilot
(Training only,
no Travel)
Hours
Remarks
Forest Service Regulations
In Aircraft
2
90 Day Currency (5 hr PIC) Category /Class 5709.16 21.4(7)
before Passanger or Mission
100 hrs./ in 12 months
5709.16 21.41(1)
3
Crew Resource Management
5709.16 21.6
Attend a WO approved Training
All Pilots
36 mts
4
5709.16 21.35 (1)
Attend a WO developed Training
All pilots
24 mts
5
National Fixed Wing Standardiazation
WKSP
Pilot Inspector Workshop
5709.16 21.46
Attend a WO developed Training
All Check Pilots
24 mts
6
Ground Training -Check Pilots
5709.16 25.1
Training From National Fixed Wing Standardization Officer
7
Flight Training- Check Pilots
5709.16 25.2
Training From National Fixed Wing Standardization Officer
Adequate number as
required in
5709.16 21.46
8
Emergency Procedures Training
5709.16 21.4 (9)
Simcoms
All PIC's
1
All Pilots
Within 90 Days
In Aircraft or by undergoing recurrent training and proficiency evaluations as deemed necessary by Interagency Inspector Pilot All Pilots
in Category and Class of aircraft to be flown.
12 mts
12 mts
Flight Safety
Training to become a
Check Pilot
Training to become a
Check Pilot
Also fufills Instrument
check, equipement
check
Simuflight
Waiver
9
CFI Renewal
5709.16 21.46 (1.a)
FAR 61.19
On Line
All FW Check Pilots 2 Years
Check Ride
OPM does not acknowledge a GS-7
level Pilot Position. Does this need to be
removed from the FSH
Seminar
10
Hazardous Materials Training
11
Minimum Flight time Requirements
5709.16 34.31
IAT or FAA Approved Training Class to accept Hazmat
All Pilots
References 5709.16
12.11 (a)
Grade Level
Total Time
Pilot in Command Time
5709.16
12.11 (b)
GS-7
GS-9
500
1200
200
5709.16
12.11 (c)
5709.16
12.11 (d)
5709.16
12.11 (e)
GS-11 and
b
1500
GS-12
GS-13
1500
1500
1200
500
1200
PIC Category and class to be flown
50
100
500
200
PIC Cross Country
N/A
N/A
250
N/A
500
500
PIC Operation in Low Level mountainous terrain
N/A
N/A
N/A
200
200
PIC Night
25
100
100
100
100
50
50
PIC Instrument - in flight
PIC Instrument - Actual/Simulated
PIC Category - Preceding 12 months
50
100
PIC Category - Preceding 60 days
Mulit engine Pilot in Command
Heavy Multi engine PIC 12,500 GTOW and
Over
PIC in type within the last 5 years with an unrestricted type rating in
the applicable aircraft.
100
36 mts
Less stringant than FAR for
Part 135 operations
200
At GS-7,9,11 just Multi
Engine time not Category
/Class
50
75
75
100
100
10
250
10
250
25
25
Disconnect between 5709.16 policy and what OPM
regulations require to hire.
Mission Requirements
Contract Pilots
AD Pilots
Contract Plane / Pilot
CWN Fixed Wing Rental Agreement
1
Pilot in Command shall hold a current FAA
Commercial ro higher pilot certificate with
instrument rating
Contract C.12.a.
Pilot Flight Experience
2
3
Pilot Check Rides
Contract C.12.a. (1)
Contract C.12.a. (1)
Total Time
Pilot in Command Time
Category and class to be flown
Cross Country
Operations in Typical Terrain
Night
Instrument - in flight
Instrument - Actual/Simulated
Category - Preceding 12 months
Category - Preceding 60 days
Make and Model to be flown
1500
1200
200
500
200
100
50
75
100
10
25
Contract C.12.a. (1)
Contract C.12.a (1) /2
Make and Class preceding 60 days
100 hrs instrument time to be approved for instrument flight.
PIC time flown on flights originating or
terminating at airports with normal summertime
density altitudes of at least 7000' and/or PIC
time flown on pipeline powerling patrol, game
counting, etc
10
100
My require up to two hours of flight time for each pilot as deemed
necessary by the Contracting Officer.
Appendix H9 - Other Pilot Training Requirements and Cost - Page H34
Point to Point only pilots
are not subject to ca
check ride
Appendix H10 - Other Pilot Training Requirements and Costs
Other Trainings Required of Forest Service Employees
Aglearn
FS-1300 Perfornamce Management for Employees and
Ethics: Training Module 21 New Employee Ethics Orientation
No Fear Act Training
FS-1700 Reasonable Accommodations Training
UDSA Privacy Basics
Government Ethics
USDA Security Literacy and Basics 2006
Civil Rights: Stopping Sexual Harassment Before It Starts
Civil Rights: Handling Diversity in the Workplace
Defensive Driving
Defensive Driving Refresher
Portable Fire Extinguisher Training
Hearing Conservation and tests
Civil Rights/EEO Training
Preventing Sexual Harassment
Simple Justice Information
Justice on the Job
FSH 6709.11
Initial Assignment
FSH 6709.11
Every 3 yrs
FSH 6709.11
Annually
FSH 6709.11 21.1Annually
FSH 1709.11
As directed by Dept. of AG
FSH 1709.11
Annually
FSH 1709.11
FSH 1709.11
Ethics and Conduct
Violence in the Workplace
5 CFR Part 2635 annually
FSM 6710-4
Appendix H10 - Misc Pilot Training Requirements and Cost - Page H35
4 hrs
4 hrs
4 hrs (aglearn)
1 hr - 3 internet modules = 1
hr requirement.
Appendix H10 - Other Pilot Training Requirements and Costs (continued)
Other Trainings Required of Forest Service Employees
IAT Training for Air Crew Members
A-101 Aviation Safety
Every 3 years
A-105 Aviation Life Support Equipment
Every 3 years
A-106 Aviation Mishap Reporting
Every 3 years
Briefing/Debriefing
Every 3 years
Every 3 years
A-110 Aviation Transportation of Hazardous Materials
A-113 Crash Survival
Every 3 years
A-116 General Awareness Security Training
A-200 Annual Mishap Review
A-104 Overview of Aircraft Capabilities & Limitation
A-107 Aviation Policy and Regulations I
A-109 Aviation Radio Use
A-205 Risk Management I
A-302 Personal Responsibility and liability
A-303 Human Factors in Aviation
A-310 Overview of Crew Resource
Management
A-312 Water Ditching and Survival
Appendix H10 - Misc Pilot Training Requirements and Cost - Page H36
Appendix I – Aircraft Data
Reg. #
N191Z
N192Z
N197Z
N144Z
N149Z
N148Z
N152Z
N153Z
N155Z
N181Z
N182Z
N111Z
N126Z
N127Z
N136Z
N147Z
N171Z
N115Z
N141Z
N142Z
N143Z
N173Z
N175Z
N178Z
N179Z
Total
Aircraft
Flight
Hours
948.30
805.50
878.30
757.10
813.60
665.00
3.40
0.00
12.60
311.40
396.50
430.50
686.80
370.70
0.00
247.10
11.00
408.70
417.90
504.60
374.70
510.70
274.50
346.00
247.90
10,422.80
Total Cost
$251,441.40
$221,739.00
$236,881.40
$1,236,709.30
$859,237.20
$694,561.20
$914.60
$0.00
$3,389.40
$536,831.80
$734,173.70
$191,497.50
$216,207.20
$325,759.00
$36,292.00
$203,941.40
$48,548.00
$882,982.80
$553,186.70
$812,646.00
$521,738.10
$891,810.50
$602,055.60
$689,175.80
$564,439.30
$11,316,158.90
Mission
GOVERNMENT AIRCRAFT
S
S
S
I
I
L
L
L
L
L
L
O
O
O
O
O
O
J
J
J
J
J
J
J
J
Primary Base
Location
Ely, MN
Ely, MN
Ely, MN
Ogden, UT
Ogden, UT
Ogden, UT
FS no longer owns
FS no longer owns
FS no longer owns
Lawrenceville, GA
Lawrenceville, GA
Missoula, MT
Broomfield, CO
Broomfield, CO
Albuquerque, NM
Ogden, UT
Redmond, OR
Missoula, MT
McCall, ID
McCall, ID
McCall, ID
Redmond, OR
Redding, CA
Redmond, OR
Missoula, MT
Government Aircraft Flight Hours by Mission Area
Single/Dual
Pilot?
Single Pilot
Single Pilot
Single Pilot
2-Pilot
Normally 2-Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
Single Pilot
2-Pilot
Single Pilot
2-Pilot
Single Pilot
2-Pilot
2-Pilot
2-Pilot
2-Pilot
Appendix – Page 24
SMKJ
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
408.70
417.90
504.60
374.70
510.70
274.50
346.00
247.90
3,085.00
LP
0.00
0.00
0.00
0.00
0.00
665.00
0.00
0.00
0.00
311.40
396.50
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1,372.90
IR
0.00
0.00
0.00
757.10
813.60
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1,570.70
SEA
PLANE
948.30
805.50
878.30
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2,632.10
OTHER
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
430.50
686.80
370.70
0.00
247.10
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1,735.10
TOTAL
948.30
805.50
878.30
757.10
813.60
665.00
0.00
0.00
0.00
311.40
396.50
430.50
686.80
370.70
0.00
247.10
0.00
408.70
417.90
504.60
374.70
510.70
274.50
346.00
247.90
10,395.80
Reg. #
N200HX
N14CP
N20S
N200HX
N211CG
N22N
N28M
N29M
N57RS
N70SW
N776DC
N692M
N90AT
N98PJ
N83AR
N171GC
N109BH
N107BH
N257MC
N263MC
N266MC
N376AS
Total
Flight
Hours
188.40
660.90
566.40
149.80
338.10
484.80
932.30
312.50
402.10
167.80
224.20
Total Cost
$469,307.77
$971,110.10
$891,642.12
$321,467.23
$535,520.50
$694,581.02
$1,139,178.78
$381,308.50
$887,277.70
$491,129.00
$389,781.00
422.20
352.10
133.40
122.80
105.50
95.40
89.80
131.10
192.50
89.00
50.50
6211.6
$936,362.65
$669,220.30
$309,163.38
$454,062.78
$466,173.96
$557,993.94
$474,934.12
$527,018.16
$598,958.36
$416,049.64
$515,773.94
13,089,014.38
Mission
Contract Aircraft
O
L
L
L
L
L
L
L
L
L
L
L
L
L
J
J
J
J
J
J
J
J
Contract Aircraft Flight Hours by Mission Area
Primary Base
Location
Boise, ID
Wenatchee, WA
Missoula, MT
Missoula, MT
Albuquerque, NM
Ogden, UT
Redmond, OR
Redmond, OR
Redding, CA
Broomfield, CO
Broomfield, CO
Split:
2005 - Broomfield, CO
2006 - Missoula, MT
Lancaster, CA
Lancaster, CA
Grangeville, ID in 2006
Grangeville, ID in 2005
Winthrop, WA in 2006
Winthrop, WA in 2005
Redding, CA in 2006
West Yellowstone
Missoula, MT
Redding, CA in 2005
SMKJ
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
LP
0.00
660.90
566.40
149.80
338.10
484.80
932.30
312.50
402.10
167.80
224.20
IR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
BEAVER
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
OTHER
188.40
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
TOTAL
188.40
660.90
566.40
149.80
338.10
484.80
932.30
312.50
402.10
167.80
224.20
0.00
0.00
0.00
122.80
105.50
95.40
89.80
131.10
192.50
89.00
50.50
876.60
422.20
352.10
133.40
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
5,146.60
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
188.40
422.20
352.10
133.40
122.80
105.50
95.40
89.80
131.10
192.5
89.00
50.50
6211.60
Aircraft Excluded from Analysis
Aircraft
Region
N106FS
R-10
N70Z
PSW RS
Reason for Exclusion
This aircraft has operated for several years in Alaska by the Forest Service LEI branch. Accurate information was not
available on the usage of this aircraft thru normal sources. Aircraft is part of the law enforcement program and should be
reviewed independently of this analysis to determine its cost effectiveness and viability.
Only very limited information has been reported on this aircraft and we were unable to ascertain the total use of this aircraft.
Aircraft is part of the research program and should be reviewed independently of this analysis to determine its cost
effectiveness and viability.
Appendix – Page 25
Appendix J – Aircraft Fixed and Variable Costs
Aircraft
N115Z
N141Z
N142Z
N143Z
N173Z
N175Z
N178Z
N179Z
N148Z
N181Z
N182Z
N144Z
N149Z
N191Z
N192Z
N197Z
N111Z
N126Z
N127Z
N147Z
GOVERNMENT AIRCRAFT
FY05
USE
FY05 FOR
FY06 FOR
$17,765.00
$19,511.00 $1,110.00
$9,754.00
$13,672.00
$603.00
$20,479.00
$22,498.00
$609.00
$9,754.00
$13,762.00
$603.00
$10,381.00
$13,062.00 $1,150.00
$10,381.00
$13,062.00 $1,150.00
$10,381.00
$13,062.00 $1,150.00
$10,381.00
$13,062.00 $1,150.00
$13,577.00
$15,876.00
$462.00
$12,200.00
$13,394.00
$928.00
$17,100.00
$13,969.00 $1,006.00
$29,762.00
$32,956.00
$623.00
$20,980.00
$15,507.00
$442.00
$2,447.00
$2,681.00
$208.00
$2,447.00
$2,681.00
$208.00
$2,447.00
$2,681.00
$208.00
$5,018.00
$4,772.00
$255.00
$10,166.00
$3,565.00
$92.00
$7,662.00
$7,418.00
$350.00
$10,435.00
$3,399.00
$194.00
FY06
USE
$1,254.00
$793.00
$785.00
$793.00
$1,361.00
$1,361.00
$1,361.00
$1,361.00
$660.00
$807.00
$1,115.00
$853.00
$702.00
$208.00
$208.00
$208.00
$170.00
$143.00
$500.00
$373.00
Appendix – Page 26
CONTRACT AIRCRAFT
Aircraft
Fuel
Cost
Charges
Aircraft
N107BH
$411,022.27
$58,285.50
N109BH
$764,167.60 $206,942.50
N171GC
$718,890.12 $172,752.00
N257MC
$281,542.73
$39,924.50
N376AS
$432,400.00 $103,120.50
N83AR
$574,441.52 $120,139.50
N14CP
$992,478.78 $146,700.00
N200HX
$285,996.00
$95,312.50
N20S
$764,637.20 $122,640.50
N211CG
$439,950.00
$51,179.00
N22N
$321,400.00
$68,381.00
N28M
$807,582.50 $128,780.15
N29M
$561,829.80 $107,390.50
N57RS
$268,476.38
$40,687.00
N692M
$454,062.78
n/a
N70SW
$466,173.96
n/a
N776DC
$557,993.94
n/a
N90AT
$474,934.12
n/a
N98PJ
$527,018.16
n/a
N200HX
$515,773.94
n/a
N263MC
$598,958.36
n/a
N266MC
$416,049.63
n/a
Appendix K – Smokejumper Cost Comparison DC-3 2005
The DC-3 comparison is based on 158 day contract and 300 flight hour (which is typical on the
Government Owned DC-3’s.
Contract DC-3 (N376AS)
Days on
158
Contract
Days
Availability $5416.74
$855,845
/Day
Flight
$967.50
$290,250
Rate
/Hr
Extended Standby
Contract Oversight
Total
$1,146,095
Gov’t Owned DC-3 (N142Z)
Days
365
Available
Days
FOR
$20479 $245,748
(monthly)
/Month
Flight
$609/Hr $290,250
Rate
Salaries (including
342.009
Premiums)
Training
120,000
Total
Gov’t Owned DC-3 (N115Z)
Days
365
Available
Days
FOR
$17,765
$213,180
(monthly)
/Month
Flight
$1110
$333,000
Rate
/Hr
Salaries (including
$342,009
premiums)
Training
120,000
$890,457
Total
$1,008,189
Government owned aircraft staffed at 1.5 pilots per pilot seat.
Note that the contractor is only available for a total of 158 days of the year at a similar cost for the
government aircraft available year round.
The DHC6 comparison is based on 158 day contract and 200 flight hour (which is typical on the
Government Owned DHC6’s.
Contract DHC6
Days on
Contract
Availability
Flight Rate
Gov’t Owned DHC6 (N141Z or N143Z)
Days Available
365 Days
158 Days
$3297.03
/Day
$621.4 /Hr
FOR (monthly)
$520,935
Flight Rate
$124,280
Extended Standby
$325
/Day
$603 /Hr
Salaries (including Premiums)
Training
Contract Oversight
$120,600
171,004
$60,000
Total
Total
$118,625
$470,229
$645,215
Note that the contractor is only available for a total of 158 days of the year at a similar cost for the
government aircraft available year round.
The DHC6 comparison is based on 158 day contract and 200 flight hour (which is typical on the
Government Owned DHC6’s.
Contract DHC6
Days on Contract
158 Days
Availability
Flight Rate
$3044.40/Day
$685.58/Hr
Gov’t Owned DHC6 (N141Z or N143Z)
Days Available
365 Days
$481,015
FOR (monthly)
$137,116
Flight Rate
$456 /Day
$166,440
$793 /Hr
$158,600
Extended Standby
Salaries (including Premiums)
171,004
Contract Oversight
Training
$60,000
Total
$618,131
Appendix – Page 27
Total
$556,004
Appendix L – Total Personnel Cost per Pilot
GOVERNMENT PILOTS
Pilot ID
Code
R-4 AK
R-4 BD
R-4 CW
WO CT
R-4 CM
R-6 CI
R-4 DJ
R-5 DJ
R-5 DS
R-1 DS
R-9 DL
R-6 DB
R-6 DK
R-5 EL
R-6 ES
R-4 ET
R-4 GM
R-4 GAM
R-6 GH
R-6 HH
R-2 IP
R-4 JLS
R-6 JT
R-4 JA
R-4 JC
R-1 JE
R-10 JL
R-5 JL
R-5 JB
R-4 JRS
R-1 JS
R-1 KM
R-4 LJ
R-5 LF
R-4 MH
R-1 MK
R-4 MC
R-6 MD
R-1 PDM
R-9 PL
R-8 RG
R-2 RS
R-1 RH
R-5 RH
Salary
$84,546.24
$154,295.13
$231,314.64
$61,142.67
$176,720.48
$93,395.12
$204,543.92
$188,232.54
$193,030.35
$206,791.60
$195,962.61
$193,875.88
$179,963.82
$65,597.89
$186,567.61
$236,524.47
$160,385.67
$184,862.33
$254,393.66
$146,311.84
$76,264.99
$209,642.51
$214,654.95
$89,340.42
$90,805.74
$213,391.12
$193,268.60
$248,339.12
$54,024.72
$163,361.58
$190,088.31
$194,598.56
$3,972.35
$124,676.62
$5,008.61
$147,544.31
$118,132.37
$77,569.63
$202,400.68
$173,624.12
$218,628.25
$166,757.47
$235,925.85
$176,321.32
Travel
$15,897.67
$29,320.20
$48,807.36
$15,485.37
$19,402.10
$0.00
$31,484.37
$12,039.03
$20,789.40
$26,807.17
$9,144.63
$25,886.24
$24,303.97
$4,843.39
$12,071.43
$32,295.75
$38,225.61
$21,452.48
$54,170.77
$12,355.00
$12,400.00
$20,424.38
$0.00
$9,021.42
$5,198.71
$22,919.06
$58,965.43
$29,261.02
$4,458.97
$27,789.71
$17,091.11
$31,201.71
$2,100.95
$15,345.32
$0.00
$4,690.67
$8,725.19
$9,639.76
$34,604.14
$8,224.26
$55,418.47
$18,342.89
$12,872.02
$23,279.86
Training
$50,827.88
$50,827.88
$50,827.88
$3,559.50
$7,949.55
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$4,736.38
$27,111.88
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$50,827.88
$50,827.88
$27,111.88
$25,877.25
$50,827.88
$25,877.25
$25,877.25
$50,827.88
$11,865.00
$50,827.88
$41,424.72
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$50,827.88
$11,865.00
$25,877.25
$50,827.88
$27,111.88
$4,736.38
$11,865.00
$27,111.88
$50,827.88
$50,827.88
Appendix – Page 28
Benefits
$22,336.40
$60,093.00
$32,148.00
$8,805.85
$24,873.43
$17,309.70
$30,190.50
$57,694.50
$52,191.00
$62,100.00
$63,306.00
$45,859.50
$47,353.50
$12,180.90
$52,006.50
$65,929.50
$53,527.50
$64,746.00
$53,523.00
$14,114.10
$21.70
$50,809.50
$67,576.50
$18,557.00
$27,162.00
$56,898.00
$29,749.50
$75,861.00
$9,404.94
$38,668.50
$63,702.00
$53,464.50
$4,043.90
$22,638.20
$5,128.40
$50,576.00
$18,228.60
$31,107.00
$56,209.50
$62,190.00
$68,584.50
$23,493.60
$14,053.50
$41,265.00
Total
$147,970.57
$276,905.38
$299,837.61
$75,779.59
$168,613.29
$147,869.51
$271,078.09
$300,967.22
$285,784.42
$279,888.97
$232,092.69
$237,859.84
$262,071.57
$122,953.68
$254,816.70
$309,413.89
$286,658.07
$273,851.12
$340,729.55
$183,286.95
$135,354.54
$268,021.91
$315,547.03
$117,814.58
$130,206.87
$282,638.01
$188,850.52
$342,158.44
$105,665.79
$253,233.73
$293,926.58
$294,496.58
$69,135.61
$148,496.43
$66,557.56
$172,114.65
$161,435.35
$171,570.12
$280,403.03
$223,248.80
$241,540.77
$250,716.96
$247,267.76
$288,058.17
GOVERNMENT PILOTS
Pilot ID
Code
R-5 RC
R-4 RM
R-6 RV
R-6 RB
R-1 RB
WO SC
R-4 SN
R-4 TC
R-2 TL
R-3 TF
R-9 WE
R-4/5 WG
R-2 WS
R-8 WM
R-4 WS
Pilot
C - EH
C - CP
C - JT
Salary
$163,149.12
$41,922.20
$236,918.21
$236,767.01
$202,907.09
$209,286.89
$70,318.13
$279,153.66
$253,871.19
$273,859.94
$189,548.10
$167,096.92
$189,130.49
$101,775.06
$50,821.06
$9,653,325.76
Salary
$153,083.88
$90,882.75
$32,158.88
$276,125.50
Salary
$9,929,451.26
Travel
$15,508.04
$11,204.97
$30,942.10
$23,446.00
$29,801.23
$29,214.93
$10,147.99
$33,783.93
$31,970.00
$20,630.12
$8,103.64
$22,063.75
$19,290.30
$21,669.70
$15,568.76
$1,210,102.44
Training
$50,827.88
$25,877.25
$50,827.88
$50,827.88
$50,827.88
$50,827.88
$27,111.88
$27,111.88
$27,111.88
$27,111.88
$4,736.38
$50,827.88
$11,865.00
$27,111.88
$50,827.88
$2,195,823.64
Benefits
$62,374.60
$6,501.00
$88,816.50
$64,863.00
$62,829.00
$48,514.50
$112,917.00
$77,904.00
$80,253.00
$59,661.00
$66,006.00
$28,849.50
$29,920.50
$41,906.20
$11,329.50
$2,572,327.52
Total
$275,061.04
$89,814.51
$317,714.59
$314,153.20
$301,890.30
$285,797.46
$218,710.08
$346,324.66
$366,664.25
$301,785.70
$244,003.67
$245,989.32
$218,082.38
$218,884.92
$119,153.22
$13,670,917.74
CONTRACTOR PILOTS
Travel
Training
$25,274.53
$50,827.88
$145.80
$4,736.38
$14,724.63
$50,827.88
$40,144.96
$106,392.13
Benefits
$0.00
$0.00
$0.00
$0.00
Total
$251,055.41
$108,748.18
$102,305.51
$462,109.09
TOTAL (ALL PILOTS)
Travel
Training
Benefits
$1,250,247.40 $2,302,215.77 $2,572,327.52
Appendix – Page 29
Total
$14,133,026.83
Appendix M – Sample GS-2181-12 Pilot PD Template
USDA Forest Service
Approved Position Description
for Firefighter Retirement
Series/ Grade: GS-2181-12
Organization: RO
Official Title: Airplane Pilot
Working Title:
Approved Under FERS
For: Rigorous Coverage
By: USDA On:10-24-95
Not Approved Under CSRS
For:
By: On:
Duties: Light aircraft program manager, inspection, pilot, retardant drops
PD #: X187152
Introduction
This position is located in the Region 1 Aviation and Fire Management Staff Group. The incumbent
operates a variety of Forest Service-owned and leased fixed-wing aircraft, completing a wide scope
of flight missions. This is a basic firefighting position under the Firefighter Retirement Act.
Duties
Functions as pilot- in-command or copilot of both light and heavy multi-engine airplanes during
wildfire suppression activities. Drops smokejumpers and their firefighting equipment by parachute.
Transports suppression crews and overhead personnel throughout the United States, including
Alaska. Flies aircraft at low-level over rugged, mountainous terrain under marginal visual conditions.
Lands and takes off from marginal backcountry airstrips in remote areas. Operates aircraft under
day, night, visual, and instrument conditions.
Functions as pilot-in-command of light and heavy multi-engine and single engine airplanes,
performing administrative transport of personnel and cargo.
Operates light multi-engine airplanes to accomplish aerial photography, survey, reconnaissance,
and mapping missions supporting fire suppression or other resource management staffs.
Inspects contracted aircraft for airworthiness and pilots for pilot qualifications. Flies flight checkrides
and explains contract requirements. Designated as an inspector on specific contracts.
Performs the duties of Project Air Officer on wildfires and other projects. Inspects aircraft, pilots, and
special equipment prior to project start up. Provides technical assistance to on-the-ground
supervisors.
Instructs and coordinates a variety of aviation training programs, under classroom and operational
conditions, at the Forest, Regional, and National level.
Performs in-Service flight checkrides and evaluates training and progress of GS-9 thru GS-12
airplane pilots. Flies routine test flights and occasionally performs minor maintenance on airplanes.
Serves as a member of aviation accident/incident investigation team.
Appendix – Page 30
Factor 1 - Knowledge Required by the Position
A professional knowledge of aerodynamics and aviation principles (to operate various fixed-wing
aircraft in demanding regimes such as at low-level in rugged terrain and in adverse weather
pertaining to fire management and natural resource activities).
A professional knowledge of regulations, procedures, and policies as related to air traffic control,
pilot certification, and aircraft operation (to legally operate aircraft in United States airspace from
light to dense traffic situations).
Knowledge of aircraft systems, maintenance, and design (to perform minor routine and emergency
maintenance and to perform acceptance/non-acceptance inspections of contract aircraft).
Knowledge of Forest Service organization and procurement regulations (to perform at a functional
level when involved with units outside of the normal scope of operations).
Knowledge and ability to evaluate pilot proficiency, judgment, and capacity (to perform flight
checkrides and approve/disapprove pilots for use by Forest Service personnel).
Knowledge of firefighting tactics and operations.
Factor 2 - Supervisory Controls
The Supervisory Airplane Pilot (GS-13) assigns missions based on dispatch orders and is available
for special instructions that differ from normal procedure. (Normal missions are performed
independently, and individual Judgment must be exercised frequently due to the urgency of the
situation. Analyzes mission problems and develops solutions.)
Factor 3 - Guidelines
Guidelines include Federal Aviation Regulations; agency regulations, Manuals, Handbooks, and
directives; manufacturers' directives; industrial newsletters; and precedents. (The pilot must interpret
much of this information to determine the applicability to particular missions.)
Factor 4 - Complexity
Flight operations are conducted during day, night, visual, and instrument conditions; over federal
airways, off airways, and extended areas of Wilderness and mountainous terrain. Many flights are
conducted over areas where navigational aides are not available. Mission requirements include
operating into and out of modem airports with high-density air traffic, and into and out of marginal
backcountry airstrips. Landings and takeoffs are required at fields, considered hazardous due to
elevation, roughness, obstructions, and runway lengths. Hazardous flight conditions are
encountered regularly, including turbulence, rapid and extreme weather changes, dense smoke, and
operations at low altitudes and low airspeeds over rugged terrain.
Projects involve use of a wide variety of specialized equipment and complex systems installed in the
aircraft such as aerial cameras, specialized fuel hauling equipment, weather detection equipment,
and rollertrack assemblies. (Considers need for such equipment to complete mission and installs or
removes equipment, as necessary, before flight. Uses or supervises use of equipment in flight and
on site.)
Monitors contracts and ensures that proper procurement procedures are based on standard and
published policies. Considers situation and government needs on site, and bases decision and
action on published policies.
Factor 5 - Scope and Effect
Appendix – Page 31
The purpose of the work is to provide pilot services and expert technical assistance to field
personnel. Project decisions involve evaluation of life or death actions and dollar values to the
million-dollar-plus range. (This work has a significant impact on the agency's current aviation
program in this Region and on planning and budgeting for future programs.)
Factor 6 - Personal Contacts
Personal contacts are extensive, inside and outside the agency, and via many methods (i.e., face-toface, telephone, radio, etc.). Contacts include coworkers, maintenance personnel, dispatchers, fire
overhead and other project-related personnel. Personal contact with passengers is regular; these
passengers are occasionally high-ranking public officials such as Congressmen and Senators. This
contact is obviously of great importance to the agency. It relates directly to the image of the agency
and the Regional staff.
The ability to communicate with a wide variety of people under a variety of situations, frequently
under stressful conditions, is required to be fully effective in this position.
Factor 7 - Purpose of Contacts
The personal contacts are necessary to function as a member of a team (within the cockpit, with
aircraft controllers, other aircraft, and project personnel on-the-ground). The purpose of the contacts
also include obtaining aircraft components, maintenance services, technical assistance and advice
(from industry, other agencies, and within the Forest Service).
Maintains liaison between the Forest Service and other government agencies regarding various
matters pertaining to air operations, ensuring joint operations conform to Forest Service and other
agency requirements and directives.
Contact also includes interaction with contract operators and pilots to ensure contractual
requirements and necessary safety measures are met.
Factor 8 - Physical Demands
The work requires full scope of movement (bending, stooping, stretching, etc.). Lifting baggage and
cargo during loading and unloading is necessary.
Work is conducted in all weather environments, night, and day, with minimum support equipment.
Some missions result in a high degree of mental stress due to the preciseness required, under
unfavorable conditions and with possible catastrophic results, to complete the mission.
An annual physical examination to obtain a First Class FAA medical certificate is required.
Factor 9 - Work Environment
The risks and discomforts involved are those of air travel compounded by the necessity of flight in
dense smoke, turbulent air, over mountainous terrain, at low airspeeds and altitudes, and in high
density air traffic (both with and without radar control). Risks beyond normal are encountered while
engaged in flight checks, operations in adverse flight conditions, and into remote/isolated areas.
Protective equipment required includes fire protective clothing and gloves, high-top boots, and
helmet with visor.
Work includes extensive travel. Considerable time is spent away from home base. Duty days are
long and limited only by agency safety regulations.
Appendix – Page 32
Appendix N – Supporting Documentation for Flight Hours per Pilot
Government Aircraft
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Reg. #
N191Z
N192Z
N197Z
N144Z*
N149Z*
N148Z
N152Z
N153Z
N155Z
N181Z
N182Z
N111Z
N126Z
N127Z
N136Z
N147Z
N171Z
N115Z*
N141Z
N142Z*
N143Z
N173Z*
N175Z*
N178Z*
N179Z*
Total
Flight
Hours
948.3
805.5
878.3
757.1
813.6
665
3.4
0
0
311.4
396.5
430.5
686.8
370.7
0
247.1
0
408.7
417.9
504.6
374.7
510.7
274.5
346
247.9
10399.2
Mission
Seaplane
Seaplane
Seaplane
Infrared
Infrared
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Other
Other
Other
Other
Other
Other
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
% of
Flight
Hours in
“fire
season”
0.91
0.923
0.892
0.815
0.779
0.864
0
0
0
0.61
0.695
0.972
0.987
0.83
0
0.919
0
0.754
0.771
0.728
0.883
0.98
0.928
0.938
0.922
Contracted Aircraft
Flight
Hours in
designated
"off
season"
85.3
62.0
94.9
140.1
179.8
90.4
3.4
0.0
0.0
121.4
120.9
12.1
8.9
63.0
0.0
20.0
0.0
100.5
95.7
137.3
43.8
10.2
19.8
21.5
19.3
"Off
Season”
Flight
Hours
per Pilot
85.3
62.0
94.9
280.1
359.6
90.4
3.4
0.0
0.0
121.4
120.9
12.1
8.9
63.0
0.0
20.0
0.0
201.1
95.7
274.5
43.8
20.4
39.5
42.9
38.7
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Reg. #
N200HX
N14CP
N20S
N200HX
N211CG
N22N
N28M
N29M
N57RS
N70SW
N776DC
N692M
N90AT
N98PJ
N83AR
N171GC
N109BH
N107BH
N257MC
N376AS
N263MC
N266MC
*Indicates aircraft that require 2 pilots
Appendix – Page 33
Total
Flight
Hours
188.4
660.9
566.4
149.8
338.1
484.8
932.3
312.5
402.1
167.8
224.2
422.2
352.1
133.4
122.8
105.5
95.4
89.8
131.1
50.5
89
192.5
6211.6
Mission
Other
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Leadplane
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
Smokejumper
% of
Flight
Hours
in “fire
season”
0.886
0.947
0.958
1
0.899
1
0.97
1
0.792
0.967
1
0.863
0.877
0.819
1
1
1
1
1
1
1
1
Flight
Hours in
designated
"off
season"
21.5
35.0
23.8
0.0
34.1
0.0
28.0
0.0
83.6
5.5
0.0
57.8
43.3
24.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
"Off
Season”
Flight
Hours
per Pilot
21.5
35.0
23.8
0.0
34.1
0.0
28.0
0.0
83.6
5.5
0.0
57.8
43.3
24.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Mission
Area
Seaplane
IR
Leadplane
SMKJ
Other
Estimated “Off Season” Flight Hours per Pilot
“Off Season”
# of “Off “Off Season” Flight Hours
Current
Season” Flight Hours per Pilot per
Staffing
months
per Pilot
Month
Mission Area
Level
8
13
8
9
8
242.2
639.7
671.6
756.7
125.5
Mission Area
Leadplane
Smokejumper
Infrared
Seaplane
Other
30.3
49.2
84.0
84.1
15.7
Season Dates
“Fire Season”
Begin
End
Apr. 1
Oct. 31
Apr. 1
Sept. 30
Jun. 1
Sept. 30
Apr. 1
Oct. 31
Apr. 1
Oct. 31
Appendix – Page 34
Seaplane
IR
Leadplane
SMKJ
Other
“Off Season”
Begin
End
Nov. 1
Mar. 31
Oct. 1
Mar. 31
Oct. 1
May 31
Nov. 1
Mar. 31
Nov. 1
Mar. 31
15.14
24.61
11.99
14.01
7.84
Minimum
Required
Staffing Level
10.09
12.49
5.35
6.77
3.03
Appendix O – National Training Schedule (2005/2006/2007)
2005 Training Schedule
Dates
FROM
TO
10/3/2005
10/10/2005
10/27/2005
11/1/2005
11/28/2005
11/29/2005
11/30/2005
12/6/2005
12/9/2005
1/9/2006
1/23/2006
1/31/2006
2/6/2006
2/7/2006
2/7/2006
2/14/2006
2/14/2006
2/15/2006
2/20/2006
2/21/2006
2/28/2006
2/28/2006
3/6/2006
3/6/2006
3/6/2006
3/6/2006
3/13/2006
3/20/2006
3/20/2006
3/21/2006
3/27/2006
3/28/2006
3/28/2006
4/3/2006
4/3/2006
5/1/2006
5/23/2006
10/25/2006
10/30/2006
10/7/2005
10/14/2005
10/28/2005
11/4/2005
12/2/2005
12/9/2005
12/2/2005
12/8/2005
12/9/2005
1/13/2006
1/27/2006
2/3/2006
2/10/2006
2/8/2006
2/9/2006
2/16/2006
2/16/2006
2/15/2006
2/24/2006
2/24/2006
3/2/2006
3/2/2006
3/10/2006
3/10/2006
3/17/2006
3/29/2006
3/17/2006
3/22/2006
3/24/2006
3/22/2006
3/31/2006
3/29/2006
3/31/2006
4/7/2006
4/7/2006
5/6/2006
5/24/2006
10/26/2006
11/3/2006
Meetings and Workshops
RAO/RASM Council
HIP Workshop
Annual Leadplane Meeting
Smokejumper Base Manager Council
ACE Training Session
Maintenance Inspector Training Phase 1
R3 Refresher/Basic COR Training
Interagency Smokejumper Meeting
SASEB Meeting
Fixed Wing Standardization Course
DC3-Twin Otter (Ground) School
NAFA (National Aerial Firefighting Academy)
ACE Training Session
C23 Instructor Pilot/SOP Workshop
IHOW Workshop
National Training for SEAT Pilots
FS Maintenance Workshop
Air Tanker Program Risk Assessment
Northern Rockies Aviation Conference
R6 Leadplane Refresher
Helicopter Inspector Pilot Workshop
Interagency Inspector Workshop
ASPM Course
RAO/RASM Council
DC3 PPE Training
Seat Pilot Academy
Maintenance Inspector Training Phase 2
Pilot Inspector Workshop
ACE Training Session
Helicopter Program Risk Assessment Workshop
Flight Clinic for Mountain Flying
CRM
Aerial Survey Aviation Safety and Mgmt
Smokejumper Inspector Pilot Workshop
ACE Training Session
MAFFS Training
CRM
National Leadplane Meeting
RAO/RASM Meeting
Appendix – Page 35
Location
San Diego, CA
Redmond, OR
Boise, Idaho
Sacramento, CA
Memphis, TN
Oklahoma City, OK
Albuquerque, NM
Seattle, WA
Seattle, WA
Boise, Idaho
Missoula, MT
Tucson, AZ
Albuquerque, NM
Redmond, OR
Boise, ID
Boise, ID
Redmond, OR
Boise, ID
Billings, MT
Redmond OR
Dallas, TX
Dallas, TX
Juneau, AK
Boise, ID
Boise, ID
Safford AZ
Oklahoma City, OK
Boise, ID
Fairbanks, AK
Boise, ID
Alamogordo, NM
Missoula, MT
Spokane, WA
Redmond OR
Spokane, WA
Cheyenne, WY
Boise, ID
Boise, ID
San Diego, CA
2006/2007 Training Schedule
Dates
FROM
TO
10/15/2006
10/16/2006
10/25/2006
10/30/2006
10/30/2006
11/1/2006
11/29/2006
12/1/2006
12/18/2006
1/8/2007
1/10/2007
1/17/2007
1/22/2007
1/29/2007
2/19/2007
2/20/2007
3/1/2007
3/5/2007
3/5/2007
3/12/2007
3/27/2007
3/29/2007
4/30/2007
5/22/2007
10/20/2006
10/20/2006
10/26/2006
11/3/2006
11/3/2006
11/3/2006
11/31/2006
12/1/2006
12/21/2006
1/12/2007
1/11/2007
1/17/2007
1/26/2007
2/2/2007
2/23/2007
2/23/2007
3/3/2007
3/9/2007
3/9/2007
3/23/2007
3/28/2007
3/30/2007
5/4/2007
5/23/2007
Meetings and Workshops
HIP Rodeo 2006
NAFA Carder at (NAFRI)
National Leadplane Meeting
RAO/RASM Meeting
Maintenance Program Managers Meeting
FS Smokejumper Base Manager Council
Interagency Smokejumper Manager Meeting
SASEB Meeting
FW Stand Prework for selected Personnel
FW Standardization Workshop
Level 2, 3 COR Course
Pacific NW R6 Helicopters Vendors Meeting
NAFA Cadre at (NAFRI)
National ATBM Meeting
Northern Rockies Spring Aviation Meeting
National Leadplane Refresher
Montana State Aviation Conference
DC3TP Ground School
Aviation Expo and States Conference
DC3TP PPE Training
National Crew Resource Management Training
Fixed Wing Inspector Pilot Workshop
MAFFS Training
National Crew Resource Management Training
Appendix – Page 36
Location
Redmond, OR
Tucson, AZ
Boise, ID
San Diego, CA
Boise, ID
San Diego, CA
San Francisco, CA
San Francisco, CA
Boise, ID
Boise, ID
Minnesota
Redmond, OR
Tucson, AZ
Reno, NV
Billings, MT
Redmond, OR
Missoula, MT
Ogden, UT
Reno, NV
TBD
Redmond, OR
Redmond, OR
Albuquerque, NM
Albuquerque, NM
Appendix P - Aircraft Operation Series, GS-2181 Position Classification Standard
Table of Contents
SERIES DEFINITION..................................................................................................................................2
SERIES COVERAGE.................................................................................................................................2
EXCLUSIONS.............................................................................................................................................2
TITLES........................................................................................................................................................3
GLOSSARY OF TERMS..............................................................................................................................5
OCCUPATIONAL INFORMATION...............................................................................................................6
ANALYSIS OF CLASSIFICATION FACTORS............................................................................................9
NOTES TO USERS...................................................................................................................................14
GRADE LEVELS......................................................................................................................................15
PILOT, GS-2181-09...............................................................................................................................15
PILOT, GS-2181-11...............................................................................................................................16
FLIGHT INSTRUCTOR, GS-2181-11.....................................................................................................16
PILOT, GS-2181-12...............................................................................................................................17
MAINTENANCE TEST PILOT, GS-2181-12..........................................................................................17
FLIGHT INSTRUCTOR, GS-2181-12.....................................................................................................17
PILOT, GS-2181-13...............................................................................................................................20
FLIGHT INSTRUCTOR, GS-2181-13.....................................................................................................20
AIRSPACE SYSTEM INSPECTION PILOT, GS-2181-13.....................................................................20
FLIGHT TEST PILOT, GS-2181-13........................................................................................................20
FLIGHT TEST PILOT, GS-2181-14........................................................................................................24
TEST PILOT FLIGHT INSTRUCTOR, GS-2181-14...............................................................................24
1. SERIES DEFINITION
This series includes all positions primarily involved in: (1) piloting or copiloting of aircraft to carry out
various programs and functions of Federal agencies; (2) providing ground and flight
instruction and in-flight evaluation in the piloting of aircraft; (3) flight testing of developmental and modified
aircraft and components; (4) in-flight inspection and evaluation of air navigation facilities and the
environmental conditions affecting instrument flight procedures; and (5) performing staff work concerned
with planning, analyzing, or administering agency aviation programs, where the work requires primarily the
application of pilot knowledge and skills.
This standard supersedes the standard for the Aircraft Operation Series, GS-2181, issued in December 1967
(TS-71) and revised in May 1979 (TS-35).
2. SERIES COVERAGE
Positions covered by this series have in common the paramount requirement for the knowledge and skills
necessary to pilot one or more categories of aircraft. Such positions, in addition to their piloting skills, require
a knowledge of the agency program or function which forms the basis for the flying assignments.
Specifically, this series includes positions of:
-- "Line" or operational pilots and copilots of fixed and/or rotary wing aircraft;
-- Instructors providing ground and flight training in primary flight techniques, tactical or program
operations, or instrument flight; refresher training; or transition training to other categories of aircraft; and
positions concerned with evaluation of flight instruction programs;
Appendix – Page 37
-- Pilots responsible for the flight testing of aircraft and/ or components;
-- Pilots responsible for the in-flight inspection, evaluation, and certification of air navigation facilities, and
the instrument procedures associated with such facilities; and
-- Staff specialists in agency aviation programs, where performance of the work requires primarily the
application of pilot knowledge and skills.
3. EXCLUSIONS
1. Positions which have as their primary responsibility the performance of, or providing ground and flight
instruction in, air navigation or weapons systems specialist duties are classified in the Air Navigation Series,
GS-2183.
2. Positions of flight crew members and instructors performing duties in flight engineering, aerial refueling,
and aircraft loading, are classified in the Aircrew Technician Series, GS-2185.
3. Positions which involve primarily the maintenance or repair of aircraft or components (e.g., engine,
electrical, or hydraulic systems) and which have as their paramount requirement the application of
knowledge and skills gained through trade or craft experience are graded under the Federal Wage System.
4. Positions which primarily require the application of the principles of professional engineering and related
mathematical and physical science concepts are classified in the appropriate series in the Engineering and
Architecture Group, GS-0800
5. Positions concerned with technical work in the development, administration, and enforcement of
regulations and standards governing civil aviation safety are classified in the Aviation Safety Series, GS1825.
6. Positions concerned with the investigation and prevention of accidents and incidents involving aircraft and
with the establishment of programs and procedures to provide for the notification and reporting of aircraft
accidents are classified in the Air Safety Investigating Series, GS-1815.
7. Positions which require primarily a professional knowledge of education and training or a practical
knowledge of the principles and techniques of education and training in combination with a knowledge of the
subject, occupation, or field in which education, instruction, and training are given are classified in an
appropriate series in the Education Group, GS-1700, when they have their career relationships in the
education and training field. (Positions of instructors, course material writers, and staff instructional
specialists in which the requirement for experience and training as a pilot is primary, and which have their
career relationships in the Aircraft Operation Series, GS-2181, are classified in this series.)
8. Positions primarily involving instruction through the use of flight simulators are classified to other
occupational series as appropriate (e.g., in the Education Group, GS-1700) unless other duties performed
require the application of pilot knowledge and skills.
4. TITLES
1. For positions which primarily operate aircraft for such purposes as carrying passengers, hauling freight and
supplies, making observations, or performing patrols, the basic title is Pilot prefixed by the type of aircraft
flown as follows:
Airplane Pilot -- operates fixed wing aircraft
Helicopter Pilot -- operates rotary wing aircraft
Aircraft Pilot -- operates both fixed and rotary wing aircraft
These are also the appropriate titles for positions which encompass more than one of the following
specializations when a more specialized title is not more appropriate.
2. For positions involved in conducting the in-flight inspection and evaluation of existing and proposed air
navigation facilities, and the environmental conditions affecting instrument flight procedures, the authorized
title is Airspace System Inspection Pilot.
3. For positions primarily involved in functional flight tests of aircraft after repair or replacement of
worn or damaged components or the addition of approved modifications, the authorized title is
Maintenance Test Pilot. (See Digest 13 for guidance on distinguishing Maintenance Test from Flight
Test assignments.)
Appendix – Page 38
4. For positions primarily involved in flight testing of the handling characteristics and performance of
developmental or modified fixed and/or rotary wing aircraft to determine airworthiness, the authorized title is
Flight Test Pilot.
5. For positions which provide ground and flight instruction, including in-flight evaluations, the basic titles
are:
Airplane Flight Instructor -- instructs in fixed wing aircraft
Helicopter Flight Instructor -- instructs in rotary wing aircraft
Aircraft Flight Instructor -- instructs in both fixed and rotary wing aircraft
Airspace Systems Inspection Flight Instructor --instructs in airspace system inspection
Test Pilot Flight Instructor -- instructs in test flying
6. Positions in this series responsible for the management of aviation programs or the performance of various
staff activities related to such programs are titled in accordance with the above criteria. For example, staff
positions in a program primarily devoted to providing flight instruction would be titled according to the
instructions in 5 above.
7. Other specialized positions in the Air Reserve Technician program appropriately classified to this series
may have other titles as indicated in FPM Supplement (Internal) 930-71, Recruitment of Air Reserve
Technicians Through Competitive Examination.
8. For positions which meet the titling criteria of the General Schedule Supervisory Guide, Supervisory
should be prefixed to the appropriate position title.
5. GLOSSARY OF TERMS
For the purposes of this standard, the terms given below have the meaning stated, although precise definitions
may vary among agencies.
Air Navigation Facility -- Any facility used in, available for use, or designated for use in aid of air
navigation, including landing areas; lights; any apparatus or equipment for disseminating weather
information, for signaling, for radio directional finding, or for radio or other electrical communication; and
any other structure or mechanism having a similar purpose for guiding or controlling the landing, takeoff, or
flight of aircraft.
Aircraft -- Unless specifically modified, the term includes both helicopters and airplanes.
Airplane -- Refers only to fixed wing craft.
Area Navigation -- A method of navigation that permits aircraft operations on any desired course (e.g., other
than Federal airways) using air navigational aids or self-contained navigational capability.
Autorotation -- A helicopter flight maneuver in which the pilot uses only the airflow through the rotor system
to make a controlled descent, such as would be required in the case of engine failure.
Category of Aircraft -- The broad classification of aircraft as to either fixed wing (airplane) or rotary wing
(helicopter).
Class of Aircraft -- Refers to the classification of aircraft as to single engine or multiengine.
Copilot -- Full assistant to the pilot-in-command, assisting the latter in pre-flight checks, operating various
systems, and alternating with the pilot in flying the aircraft.
Flight Examiner -- A qualified flight instructor who has responsibility for instructing, evaluating, and
examining other instructors as well as rated pilots.
General Aviation -- That portion of civil aviation exclusive of air carriers and large commercial aircraft
operators.
Helicopter -- Refers only to rotary wing craft.
Instrument Flight -- The technique of flying aircraft through reference to instruments in the aircraft in
conjunction with signals from air navigational aids and communication with controlling agencies.
Instrument Flight Procedures -- Published enroute and terminal (departure and arrival) procedures for
instrument flight.
National Airspace System -- The network of United States airspace, air navigation facilities and equipment,
airports or landing areas, and aeronautical charts, information, and services.
Pilot in Command -- The pilot responsible for the operation and safety of an aircraft during flight.
Reserve/Reservist -- Refers to all members and/or components of the armed forces reserves -- National
Guard, Army Reserve, or Air Force Reserve.
Appendix – Page 39
Visual Flight -- The technique of flying aircraft through reference to visible terrain and topographical
features.
6. OCCUPATIONAL INFORMATION
Aviation organizations in the Federal Government support a wide variety of agency programs and missions
including:
-- Military flight training.
-- Natural resource work.
-- Law enforcement.
-- Flight testing of aircraft.
-- Airspace system inspection.
Within these broad programs, agencies use pilots to perform a variety of assignments ranging from point-topoint flying of transport cargo or passengers to flight operations requiring, in addition to pilot skills, very
specialized knowledge and skills related to a particular agency program or function.
Military Flight Training: In active military and the reserve forces, civilian pilots provide ground (academic)
and flight instruction to unit aviators to upgrade pilot skills, qualify them to fly unit assigned missions, and
ensure, through periodic evaluations and continuation training, that pilot and crew proficiency are
maintained. Training activities relate to the particular mission and aircraft assigned and include combat
tactics, weapons delivery, gunnery practice, aerial reconnaissance, search and rescue, aerial refueling, and air
drop of cargo and personnel. In addition to their training responsibilities, flight instructors in the reserve
programs perform assignments related to the operational readiness of their unit, such as performing
maintenance test flights, supervising flight operations, scheduling aviator training, and performing
administrative activities related to the flight training program.
Civilian instructor pilots employed by the active duty forces provide or monitor initial academic and flight
instruction programs for military students. They also provide student aviators advanced training in combat
tactical operations and maneuvers and flight under instrument flight rules.
Natural Resource Work: Agencies engaged in natural resource work employ pilots in such programs as fire
detention and suppression, enforcement of fish and game laws, conducting wildlife surveys and counts, aerial
application of seeds and sprays, and conducting photographic or aerial surveys. Pilots in fire control work,
for example, fly lead aircraft to direct tankers dropping fire retardant, operate helicopters equipped with
torches to set back fires, deliver smokejumpers and supplies to the fire scene, and fly sensor-equipped
airplanes to detect fires in their initial stages. In addition, some pilots in these programs evaluate the
capabilities of private contractors to perform similar assignments.
Law Enforcement: Aircraft are used in law enforcement programs for such purposes as detecting and tracking
aliens who enter this country illegally, intercepting and apprehending smugglers, and controlling the entrance
of narcotics. Individuals in those programs may serve both as a law enforcement officer and pilot. When they
are not flying, they typically perform investigative or other work related to the law enforcement program.
Flight Testing: Developmental aircraft, aircraft which are modified to the extent that flight characteristics and
performance parameters are significantly altered, and aircraft which have been repaired or had components
replaced, undergo rigorous testing and evaluation before being approved for general use. Pilots in this
program conduct flight tests to determine whether performance, maneuverability, control, stability, and other
flight characteristics meet prescribed
safety standards.
Airspace System Inspection: Pilots are involved in the inspection and airborne certification of air navigation
facilities (NAVAIDS) instrument flight procedures and/or the development and amendment of terminal and
enroute procedures in the national airspace system. In-flight inspections are for the purpose of evaluating and
certifying that existing and proposed NAVAIDs and instrument flight procedures (1) adhere to prescribed
standards and tolerances, (2) support the instrument flight procedures predicated on the NAVAID, and (3)
ensure that the instrument flight procedures are safe and practical. Instrument flight procedures are regulatory
and their development or amendment involves applying criteria to formulate, review, approve, and publish
procedures for instrument approach and departure of aircraft to and from civil and/or military airports.
Management and Staff Specialist Positions: Incumbents of these positions perform a variety of functions
related to agency aviation programs, including:
Appendix – Page 40
-- Training of agency pilots;
-- Acquisition and utilization of aviation resources;
-- Developing equipment applications, policies, procedures, and regulations governing an aviation program;
and/or
-- Managing the agency aviation program.
Nature of Aircraft Pilot Work
The aircraft involved: In carrying out the programs and assignments described above, the Federal
Government operates a wide variety of aircraft, ranging from light single- and twin-engine airplanes and
helicopters to heavy, multiengine airplanes. The equipment involved includes standard models of civilian
aircraft, aircraft specifically modified or equipped for a particular assignment, sophisticated military aircraft
(e.g., tactical fighters, tankers, and transports), and the most advanced aircraft under development.
Pilot responsibilities: Irrespective of what aircraft they fly and the purpose of the flight, all pilots have certain
responsibilities in common. These include such preflight planning duties as:
-- Securing current and forecast weather information to determine conditions along the proposed route of
flight and at the destination;
-- Planning the flight through the study of maps and charts to determine routing, intermediate stops, alternate
destination, fuel requirements, estimated flying time, and, as required, filing the aircraft flight plan;
-- Checking or verifying that the aircraft is ready for flight, including such aspects as loading and weight
distribution, maintenance or service conditions, and performing prescribed preflight checks; Ensuring that
any passengers and crew members are briefed on the nature and purpose of the flight, and the procedures to
be followed in an emergency; and
-- Obtaining the proper clearances to begin the flight.
Certain of the above tasks may be delegated to the copilot or crew members when present. However, ultimate
responsibility for their performance remains with the pilot-in-command of the aircraft.
Once airborne, the pilot's responsibilities vary according to the nature and purpose of the assignment.
Foremost, however, is the safe operation of the aircraft. This includes: adhering to flight procedures and
parameters specified in the aircraft flight manual; communicating and coordinating with controlling agencies;
monitoring performance of the aircraft and progress of the flight; and taking corrective action, including the
use of emergency procedures as required. Some assignments, such as transporting cargo or personnel, impose
few demands on the pilot outside of the actual operation of the aircraft. Other assignments require that pilots
divide their attention between flying the aircraft and other mission related tasks, or that they coordinate and
direct the actions of various crew members.
Postflight activities include maintaining logs on the operating status of the aircraft, preparing flight reports,
coordinating with maintenance personnel on service conditions, and performing postflight checks. For flight
instructor assignments, postflight activities include a critique of students' performance and progress in
training. Assignments typically include, in addition to flying, related duties which support the aviation
program or the mission of the agency. Ground duties may involve, for example, serving as the organization's
safety or maintenance specialist; participating in the developing of aircraft equipment applications; reviewing
aircraft test programs; or performing administrative tasks related to pilot training, including aircrew
scheduling, contingency and war planning, deployments, aircrew proficiency training, and aircrew
evaluation.
7. ANALYSIS OF CLASSIFICATION FACTORS
The knowledge and skills required of positions in this occupation are influenced primarily by three factors:
-- The aircraft operated;
-- Nature and purpose of assignments; and
-- Degree of hazard involved.
The following sections illustrate how each of these factors, singly and in combination, influence the level of
knowledge and skills and thus the difficulty associated with various flying assignments.
Aircraft Operated
The knowledge and skills required of pilots are influenced by the characteristics of the particular aircraft
flown in the work. Considered strictly from the standpoint of flying the aircraft, a higher level of knowledge
and skills is required to pilot a heavy multiengine transport airplane than is required to pilot a light single
Appendix – Page 41
engine airplane. In this instance, the heavier aircraft has more systems that are more complex to understand
and to operate. The heavier aircraft has capabilities, in terms of operating range and ceilings that are not
characteristic of light single engine aircraft. Generally, the heavier aircraft operates at greater speeds
requiring a higher degree of skill to maneuver and control than the lighter aircraft.
However, the various characteristics of the aircraft (e.g., weight, speed, propulsion system, or performance
capabilities) are not precisely quantifiable for use as grade level benchmarks. Moreover, a wide variety of
aircraft are involved in Federal aviation programs, and this inventory of aircraft undergoes continuous change
to meet new program or operational requirements or to take advantage of technological advances. For these
reasons, it would be virtually impossible to provide quantified aircraft complexity criteria of any validity or
lasting value.
Another problem associated with identifying a particular aircraft with a specific grade is that this factor is
influenced by the other two. Thus, flying a given aircraft may span two or more grade levels due to the
influence of the degree of hazard involved, and/or the nature and purpose of assignments. On the other hand,
the degree of hazard involved and the nature and purpose of assignments may be such that the level of
difficulty is characteristic of only one grade level, irrespective of the aircraft flown.
While the aircraft involved do not lend themselves to precise grouping with strictly defined breakpoints
between groups, broad distinctions can be made on the basis of the aircraft itself and its general performance
characteristics and capabilities. To provide a general frame of reference for the grade level concepts used in
this standard, aircraft are separated into two broad groups.
One group includes a variety of aircraft having the following characteristics:
-- Light single engine airplanes or helicopters designed to carry two to four people, including the pilot, and
used for patrol or utility work;
-- Light twin-engine turbine or piston powered airplanes (typically less than 5,625 kilograms (12,500 pounds)
gross takeoff weight);
-- Operating speeds in the slow to medium range in comparison to other aircraft (typically 250 knots or less);
-- Operating ceiling restricted (although some twin-engine aircraft may be pressurized);
-- Primarily used for visual flight operations, although some aircraft may have varying capability for
instrument flight;
-- Typically designed for short-range flight operations.
The other broad group includes aircraft with the following characteristics:
-- Heavy multiengine turbine powered airplanes (with gross takeoff weights over 5,625 kilograms (12,500
pounds) used for transporting passengers and/or cargo;
-- High-performance turbine airplanes (over 5,625 kilograms (12,500 pounds)) including military fighters and
reconnaissance airplanes;
-- Airplanes with extended range, altitude, and instrument capabilities; Heavy attack and transport helicopters
(with gross takeoff weights in excess of 5,625 kilograms (12,500 pounds)); and
-- Operating speeds significantly higher in comparison to those described above (e.g., typically in excess of
250 knots).
The material above is designed to illustrate typical characteristics of aircraft that impact the knowledge and
skills required of pilots. Individual aircraft may not fit precisely all of the characteristics described. Users are
specifically cautioned against emphasizing one characteristic of the aircraft as the basis for classifying a
position to a particular grade level, or making a mechanical linkage of a particular aircraft to a specific grade
level.
For some positions, pilots are required to operate or instruct others in the operation of both fixed and rotary
wing aircraft. The requirement to be rated in both categories, by itself, should not be used as a basis for
classifying the position to a higher grade. However, to the extent that such assignments result in a mixedgrade position, the guidance in the introductory material to the Position Classification Standards applies.
Nature and Purpose of Assignments
This factor considers the influence of the flying assignment on the level of knowledge and skills required of
the pilot. Flying imposes demands on pilots which vary according to the use of the aircraft and the particular
tasks or functions that must be accomplished during flight. Thus, the nature and purpose of the work
influences the level of the pilot skills required to complete the assignment, the level of knowledge required to
perform particular tasks or functions, or both of these elements. To illustrate the influence of the assignment,
Appendix – Page 42
a greater degree of skill is required to pilot a helicopter at night carrying passengers to remote and confined
spaces, such as a forest fire site, than is required to pilot the same helicopter during daylight hours to carry
passengers between two airports.
Assignments which consist solely of flying an airplane or helicopter from one point to another impose few, if
any, demands on the pilot beyond application of basic pilot knowledge and skills. Given the same aircraft and
a requirement to use the airplane or helicopter to conduct surveillance of suspected criminal activity (e.g.,
violation of hunting or fishing laws), the knowledge and skills required have been altered. A similar situation
exists with respect to the influence of the assignment for specializations other than pilot. For example, a
higher level of knowledge and skills is required to instruct pilots in advanced flight procedures and
maneuvers (e.g., combat or tactical flight) than is required to instruct in the basic techniques of flying.
The nature and purpose of assignments factor is discussed in the grade level material in terms of typical work
situations, treated in relation to the aircraft operated and degree of hazard involved in the assignment.
Degree of Hazard
Flying an airplane or helicopter under "optimum" conditions involves risks that are not significantly different
from those present in many other occupations. Optimum conditions exist when the aircraft is operated well
within its flight parameters (e.g., in terms of speed or loading) in favorable weather, to execute normal flight
procedures and standard maneuvers which are well within the capability of the aircraft and the pilot. Unlike
most other occupations, however, flying is particularly unforgiving when confronted by human error, or
failure of an aircraft system critical to flight.
All pilots are required to know and demonstrate skill in executing appropriate emergency procedures for the
aircraft involved. Similarly, all pilots are required to know the pertinent limitations of the aircraft, operations
that must be avoided, and the safety precautions to be observed. All agencies devote considerable attention to
flight safety and standardization programs to ensure that proven and safe flight procedures are followed. To
eliminate the possibility of mechanical failure, developmental aircraft and components undergo exhaustive
testing to demonstrate airworthiness. Similarly, all agencies adhere to strict quality control procedures
covering the maintenance and overhaul of aircraft. Nonetheless, because the elements of pilot error and
mechanical failure exist, the factor of hazard has been taken into account in the development of this standard.
In the following paragraphs, the different degrees of hazard are described in conceptual terms to provide a
general framework for understanding the more specific illustrations used in the grade level material.
Minimum Hazard: A minimum degree of hazard is characterized by generally favorable conditions for
carrying out the assignment. The aircraft is flown in a normal configuration (e.g., in terms of speed and
loading), using standard flight rules or under instrument flight conditions. Assignments involve primarily
point-to-point flying using landing areas that are fully adequate for the aircraft involved. Few, if any, other
tasks are required so that the pilot may devote essentially full attention to flying the aircraft. Also typical of
this degree are assignments involving a larger number of tasks, when the tasks do not interfere significantly
with the operation of the aircraft, e.g., the testing of communications or navigation equipment, or transporting
passengers and cargo.
Marked Hazard: Assignments characteristic of this degree regularly involve exposure to situations requiring
a significantly higher level of pilot skills when compared to the minimum degree. For example, in addition to
point-to-point flying, assignments may involve responsibility for making extended overseas flights. Also, by
way of contrast, the work may entail substantial "back country" flying with responsibility for operating in
mountainous terrain at night using landing areas that are typically unimproved and restricted in size under
less than ideal conditions. Military flight training assignments frequently involve close formation or highspeed low-altitude and high-speed intercept flying. Flight instruction assignments require greater attention to
the actions of the student while monitoring the attitude of the aircraft. Flight test assignments at this degree
involve testing of aircraft which have undergone repair or maintenance of major systems, to verify that the
original flight and handling characteristics have been restored.
Substantial Hazard: Assignments characteristic of this degree involve situations that require materially
greater skills, in comparison with lower degrees of this factor, situations that are in themselves very
hazardous, or a combination of both of these elements. A very high degree of skill is required to pilot the
aircraft because of the flight procedures, maneuvers, or environmental factors involved, e.g., maneuvering
close to mountainous terrain where visibility is restricted and air currents are unstable, or flying very precise
patterns close to the surface in highly congested terminal areas. Such assignments may be further
Appendix – Page 43
complicated by performance of a number of tasks requiring precise timing and execution. Other situations
typical of this degree may result from constant diversion or division of attention from flying the aircraft and
require immediate response on the part of the pilot to avert an incident or take corrective action.
Situations that are substantially hazardous in themselves include: using night vision goggles in high- or lowspeed flight at very low altitudes, operation of the aircraft in a manner not recommended by the flight manual
(e.g., piloting airplanes at very low speeds and altitudes or, in the case of helicopters, flying outside of the
recommended height/velocity profile), or performing assignments that require waiver of safety standards and
regulations, such as using aircraft to conduct surveillance of other aircraft.
Flight test work characteristic of this degree involves performance of a number of tests under critical
conditions of loading, speed, maneuvering, weather, close proximity to the ground, and aircraft
configuration, including engines and controls being intentionally made inoperative. Extensive knowledge and
experience is exercised to evaluate the operational procedures and mechanical and design deficiencies of new
or modified aircraft and to recommend corrective action.
Interrelationship of the Factors
In the grade level material, the three factors described above are considered in relation to one another. Each
work situation reflects the impact of the aircraft operated, the nature and purpose of assignments, and the
degree of hazard involved on the level of knowledge and skills required of the pilot. This is important, since
some work situations may be equivalent to each other in grade level even though the individual factors in one
differ from the factors in another. That is, the combination of factors in one situation may balance out to the
same total grade impact as a different combination of factors in a second situation. For example, a situation
may involve: (a) a flight with a substantial degree of hazard; for (b) the purpose of training students under
visual flight rules; in (c) light aircraft. A second situation may involve: (a) a flight with a minimum degree of
hazard; for (b) the purpose of delivering supplies under instrument flight rules; in (c) heavy aircraft. In total
impact, the second situation requires a degree of knowledge and skills which is equivalent to that required in
the first example. Thus, the illustrations at each grade level are discussed in terms of the three factors in
combination, and no one factor is to be considered as grade controlling by itself. Similarly, users are
cautioned against associating a particular aspect of these factors, such as a substantial degree of hazard, with
a specific grade level.
Other Classification Factors
While this standard focuses specifically on the three factors described above, other classification factors have
been taken into account in developing the evaluation criteria, but are not treated separately in the grade level
material. For example, a high degree of independence of action during flight is characteristic of all pilot-incommand assignments, and this is reflected in the grading criteria. Similarly, all pilots follow specifically the
guidelines and operating instructions laid out in the flight manual as well as instructions concerning the
conduct of flight operations contained in agency program directives and regulations. The existence of these
rather specific guidelines does not supplant the need for judgment on the part of pilots. Rather, it indicates
that the factor of guidelines has little value in distinguishing among grade levels for pilot positions. Other
factors such as complexity, scope and effect, and physical demands of the work, though not identified
separately, are subsumed under the aircraft operated and nature and purpose of assignment factors.
8. NOTES TO USERS
Application of Grading Criteria
The following section provides grade level criteria for typical nonsupervisory positions in grades GS-9
through GS-14. The grade level material includes a brief summary of the grade level, followed by specific
illustrations of duties and responsibilities characteristic of that grade described in terms of the three
classification factors discussed above.
Copilots
The copilot is usually a full assistant to the pilot-in-command in every sense of the term, and assists the pilot
in preflight checks, operates various systems, and alternates with the pilot in flying the aircraft. Under these
1
circumstances, the copilot position is classified one grade level below that of the pilot. When the copilot
position is less than a full assistant (e.g., when in training for the copilot position and carefully observed and
2
double-checked in every action), the grade would normally be two grade levels below that of the pilot.
Appendix – Page 44
Staff Specialists
Staff specialists in this occupation are of several types. Illustrative of these are flight instructors who develop
instructional techniques and methods, plan and implement new programs of instruction, develop methods of
instruction courses, and formulate quality control procedures and policies to assure standardization of
training and evaluation. When the knowledge and skills gained through experience and training as a pilot are
essential for performance of such work, and the positions are in the career field covered by this series, such
positions should be evaluated through comparing the knowledge and skills required in the positions to the
knowledge and skills at the various levels described in this standard.
As with all classification through cross-reference, variations between such staff positions and the operational
positions contemplated by the standard must be considered. For example, the lack of responsibility for the
actual operation of aircraft is significant with respect to consideration of the degree of hazard involved. Such
lack may be offset by other compensating factors, such as the specialized program knowledge required. In
evaluating such positions, appropriate reference should be made to classification standards for related work.
1
Grade level refers to the normal pattern in a two-grade interval occupation (i.e., GS-5-7-9-11-12-13-14-15).
2
Ibid. p. 17.
Mixed Positions
Some positions may require a combination of pilot duties and other duties requiring highly specialized
knowledge and skills such as to warrant allocation to another specialized series based on the primary purpose
of the position and/or career ladder consideration. In such cases, this standard should be used to evaluate the
pilot duties and responsibilities.
Supervisory Positions
This standard provides classification criteria for nonsupervisory positions only. Supervisory positions should
be evaluated by reference to the General Schedule Supervisory Guide.
9. GRADE LEVELS
9.1.
PILOT, GS-2181-09
Assignments characteristic of the GS-9 level involve application of the knowledge and skills required:
-- To fly light single- or twin-engine airplanes or helicopters primarily under visual flight rules with
responsibility for such operations as ferrying the aircraft or carrying freight from one point to another.
-- To fly light single- or twin-engine airplanes or helicopters under visual flight rules with responsibility for
various kinds of photographic survey work.
Assignments at this level involve planning the route of flight, securing the necessary clearance, and
navigating by reference to aeronautical charts, compass, and terrain features under visual flight conditions.
The assignments entail a minimum degree of hazard in that they typically involve:
-- Operating to and from airfields that are fully adequate for the aircraft;
-- Point-to-point flying utilizing normal flight procedures;
-- Operating primarily in the daytime under favorable weather conditions; and
-- Few, if any, demands on the pilot to perform tasks other than those connected with flying the aircraft.
Also included at this level are positions undergoing ground and flight training (e.g., as a copilot) to attain the
knowledge and skills required to perform more difficult flying assignments.
9.2.
PILOT, GS-2181-11
9.3.
FLIGHT INSTRUCTOR, GS-2181-11
Assignments characteristic of the GS-11 level involve application of the knowledge and skills required:
-- To instruct or evaluate students in the basic techniques involved in flying light single- or twin-engine
airplanes or helicopters under visual flight rules.
-- To fly light single- or twin-engine airplanes or helicopters over unfavorable terrain, e.g., mountains, forest,
or deserts with responsibility for operating from confined or isolated areas primarily under visual flight
conditions.
Appendix – Page 45
-- To fly light single- or twin-engine airplanes or helicopters along established airways with responsibility for
transporting passengers and supplies among a variety of familiar destinations.
Flight Instruction Assignments
Instruction assignments at the GS-11 level involve training or evaluating student pilots in the basic
techniques of flying one or two models of light single- or twin-engine airplanes or helicopters under visual
flight rules. The basic techniques are those required to operate from runways of sufficient size for the aircraft
under favorable weather conditions with no load beyond the minimum required, e.g., fuel. GS-11
assignments include responsibility for conducting ground classes from prepared lesson plans; grading and
evaluating students' performance and progress; and recommending continuation of students' training or
elimination from the training course.
Such assignments involve a marked degree of hazard due to the fact that the instructor must devote
considerable attention to both the proper execution of flight procedures by the student and the flight attitude
of the aircraft, and be prepared to immediately assume control should a hazardous situation occur.
Flying Assignments
Flying assignments at this level are characterized by the requirement for a higher degree of skill and
judgment than is typical of the GS-9 level. The higher requirements may be due to the degree of hazard
involved or the level of knowledge and responsibility as illustrated by the following:
1. Some assignments involve flying light single- or twin-engine airplanes or helicopters over unfavorable
terrain such as mountains, forests, or deserts with responsibility for operating from landing strips which are
restricted in size or are in isolated areas or both. For the most part, this kind of assignment is performed in the
daytime under favorable weather conditions for such purposes as delivering supplies or freight.
A marked degree of hazard is present in the assignment requiring a high degree of skill and judgment, e.g., to
fly light airplanes to and from airstrips where only one-way operations are possible, or to operate helicopters
from forest landing pads with minimal clearance.
2. Assignments to transport passengers and/or supplies at the GS-11 level typically involve flying one or
more models of light twin-engine airplanes. Flights regularly include trips made to a variety of familiar
locations. These flights are made both day and night utilizing Federal airways and require skill in the use of
instrument flight techniques.
Except for unpredicted storms, these flights are made under favorable weather conditions, and are
characterized by a minimum degree of hazard. Assignments at this level involve a higher degree of skill than
assignments at grade GS-9 in that they involve flying to a variety of different locations applying instrument
flight techniques. Also, planning trips requires more skill in analyzing present and future weather conditions
along the route of flight, avoiding unfavorable weather, and considering alternate routes and destinations.
9.4.
PILOT, GS-2181-12
9.5.
MAINTENANCE TEST PILOT, GS-2181-12
9.6.
FLIGHT INSTRUCTOR, GS-2181-12
Assignments characteristic of the GS-12 level involve application of the knowledge and skills required:
-- To instruct or evaluate students or rated pilots in the flight techniques required to fly tactical operations,
such as shortfield takeoffs and landings, flight formations, or aerobatics in light single- or twin-engine
airplanes or helicopters under visual flight rules.
-- To fly light single- or twin-engine airplanes or helicopters at low altitudes and speeds over unfavorable
terrain with responsibility for making patrols and operating from confined or isolated areas.
-- To fly heavy multiengine transport airplanes to various destinations, using instrument flight rules, for the
purpose of transporting supplies and equipment.
-- To fly a variety of light twin-engine airplanes or helicopters to a variety of locations, some of which are
unfamiliar, for the purpose of transporting passengers. Flights include both day and night flying and the use
of instrument flight techniques, generally in favorable weather conditions.
-- To conduct functional flight checks of light airplanes or helicopters following repair, maintenance, or the
installation of approved modifications to aircraft systems.
Appendix – Page 46
Flight Instruction Assignments
1. Flight instructor assignments for light single- or twin-engine airplanes and helicopters involve training or
evaluating students in the advanced techniques required, for example, in short-field takeoffs and landings
under maximum loads, flying in formation, performing evasive maneuvers, and aerobatics. Students are
taught the procedures to use in emergencies such as engine failures and malfunctions of hydraulic and
electrical systems over rough terrain, e.g., hills and forests both day and night. Assignments at this level
include responsibility for reviewing students' basic training and determining their ability to progress to
further advanced courses; determining through evaluation if students should continue or be eliminated; and
recommending additional training for students whose progress is unsatisfactory.
Assignments at this level are distinguished from those at the GS-11 level primarily in that very advanced
techniques are taught at this level. Responsibility for also training or evaluating students in the basics of
instrument flight (i.e., training pilots to takeoff, fly straight and level, execute turns, climb, descend, and
recover from unusual altitudes, and fly prescribed patterns using basic flight instruments controlling attitude,
altitude, speed, and direction) will not remove a position from the GS-12 level. Such assignments entail a
substantial degree of hazard. In addition to the factors influencing hazard in instructor work, assignments at
this level involve flight maneuvers and techniques which are more difficult to perform safely and
consequently entail a higher degree of risk.
2. Some assignments involve instructing military student pilots in advanced flight techniques such as those
which would be employed by helicopter pilots in combat situations. The instruction program includes
training pilots to perform flight maneuvers which take advantage of terrain features or vegetation to prevent
detection by a potential enemy. Assignments may also involve training and evaluating pilots in tactical flying
at night, under various lighting conditions, including flying with the use of night vision goggles. A
substantial degree of hazard is present due to the fact that flight instruction involves flying the helicopter at or
below treelines, and in very close proximity to ridges and hills. Such assignments require a very high degree
of vigilance on the part of the instructor to monitor actions of the student, maintain the position/location of
the helicopter, and to be prepared to assume control should that become necessary.
Flying Assignments
1. Some flying assignments at this level involve operating light single- or twin-engine airplanes or helicopters
at minimum controllable speeds or at low altitudes, or both, over unfavorable terrain for such purposes as:
observing tracks and signs made by aliens entering the United States illegally, tracking game, determining
how well equipment for spraying insecticides functions, spotting and observing and dropping retardants on
forest fires, directing air tankers in dropping fire retardants, or making patrol of powerlines to identify and
inspect maintenance problems. These assignments often involve making flights over uncharted courses and
using meadows or roads for landing strips. These assignments are distinguished from the GS-11 level by the
greater degree of skills and judgment required to fly at low altitudes over unfavorable terrain. Flying low in
desert heat is difficult, for example, because air currents vary at that temperature making aircraft behave
unpredictably. An additional factor of difficulty is that the pilots must direct their attention outside the
aircraft for sustained periods of time. Moreover, at low altitudes there is little chance to maneuver to a
favorable landing site in the event of trouble. Such assignments are characterized by a substantial degree of
hazard due to the flight regimen of the aircraft, the environment, and the demands on the pilot.
2. Assignments at this level also include flying heavy multiengine transport aircraft to transport personnel,
supplies and equipment to a variety of points throughout the continental United States. Flights may involve a
pattern of routes and destinations, and vary according to the demands of the assignment. Typically, the flights
are made day and night in generally favorable weather and require considerable skill in instrument
techniques. Flight planning responsibilities and associated knowledge requirements are similar to those
described at the next lower grade. Such assignments differ from those at GS-11 in terms of the requirement
for extended flights and the aircraft involved. Flying assignments of this type are characterized by a
minimum degree of hazard.
Maintenance Test Assignments
Flight test assignments at the GS-12 level involve performance of functional check flights of light single- or
twin-engine airplanes or helicopters after repair or replacement of damaged or worn components, extensive
maintenance has been performed, or approved modifications have been made to the aircraft systems. Repair
or replacement means that like components are used to replace faulty items or the repair involves restoration
Appendix – Page 47
of the aircraft to its original configuration. Approved modifications are those which have been developed and
flight tested prior to being incorporated into the aircraft.
For these types of assignments, the pilot performs standard operational tests to determine whether the aircraft
systems are functioning correctly, and to verify that predetermined flight and performance characteristics
have been restored. The extent of testing that must be conducted depends on the nature of the repairs or
modification work performed. These assignments require a thorough knowledge of the operational
capabilities and limitations of the aircraft. The degree of hazard involved is minimal when the tests involve
such operations as testing newly installed navigational equipment. A higher degree of hazard is present in the
work when major components, such as a replaced engine, are being tested.
9.7.
PILOT, GS-2181-13
9.8.
FLIGHT INSTRUCTOR, GS-2181-13
9.9.
AIRSPACE SYSTEM INSPECTION PILOT, GS-2181-13
9.10.
FLIGHT TEST PILOT, GS-2181-13
Assignments characteristics of the GS-13 level involve application of the knowledge and skills required:
-- To instruct or evaluate student pilots in advanced instrument flight technique; to provide combat training to
rated pilots in the operation of a variety of advanced military aircraft; to instruct fixed or rotary wing pilots in
methods of instruction and evaluate their proficiency to engage in flight instruction; to instruct and evaluate
test pilots, to perform special projects involving a comparable responsibility and skill; or combinations of
these assignments.
-- To fly heavy twin-engine or multiengine aircraft equipped with electronic devices used to inspect air
navigational facilities, and to evaluate the safety and practicability of terminal and enroute flight procedures.
-- To fly heavy multiengine airplanes on extended flights, with responsibility for transporting passengers
and/or cargo to and from a wide variety of domestic or foreign points.
-- To test aircraft with substantially modified systems.
Flight Instruction Assignments
1. Instrument flight instructor assignments at the GS-13 level involve training and evaluating student or rated
pilots in the advanced techniques and procedures for flying fixed and rotary wing aircraft using instruments.
Advanced instrument techniques include training in instrument flight planning, precision handling and
maneuvering of the aircraft, instrument flight using aircraft navigational instruments and systems (e.g., radio
directing and position finding systems) in conjunction with air navigational aids (e.g., Omni directional radio
ranges), area navigation, air traffic control operations and procedures and pilot interface with those activities,
instrument approach and departure procedures, holding procedures, and use of instrument landing systems.
Students are also taught emergency procedures used in, for example, missed approaches and radio failure.
The instructors plan, schedule, and conduct cross-country training flights which
require reliance on precision instrument flight techniques because they involve flying along the Federal
airways. As at lower levels, the instructors grade and evaluate progress of their students. These assignments
entail a marked degree of hazard due to the demands for concentration
characteristic of instrument flight.
2. Other flight instructor assignments typical of this level entail providing refresher and mission related
training to pilots in the reserves flight training programs. Aircraft in which instruction is provided range from
high performance jet fighters to heavy multiengine transport airplanes. Assignments cover both ground
instruction and in-flight training and evaluation. Instructors train pilots to fly the full range of aircraft
maneuvers or capabilities necessary to accomplish the unit's flying mission. Combat mission related training
for fighter pilots requires extensive aerobatic maneuvers, close formation flying, high-speed low-level flight,
aerial refueling, two or more ship aggressor and defensive combat, and practice over gunnery ranges with
heavy ordnance. Transport and tanker pilots are trained to deliver and airdrop cargo's and personnel or
rendezvous with and refuel airplanes within the United States and overseas. Overseas flights can entail
transporting very heavy loads into short or marginal airstrips or shepherding and refueling fighter formations
Appendix – Page 48
in long distance delivery operations. The instructor monitors progress during training and advises when the
pilot is considered ready for formal flight evaluation.
Initially, assignments may involve a minimum degree of hazard. As the instruction involves more difficult
maneuvers (e.g., low-level high-speed gunnery practice or high-gravity combat maneuvers), the hazard
increases to a substantial degree.
3. Other flight instructor assignments at the GS-13 level involve training and evaluating rated pilots in
methods of instruction. Assignments which involve training other instructors include, in addition to in-flight
evaluation, monitoring classroom instruction to evaluate other instructors' techniques and procedures;
checking instructors' grade books to train them in correct grade book procedures; formulating lesson plans
and instructional material used in classrooms; and revising methods of instruction and other training
procedures in use. Also characteristic of this level is the performance of periodic in-flight examination of
other instructors as well as evaluations of the instructor's subject-matter knowledge. Some positions may
have an additional responsibility for evaluating an organization's performance in terms of the application of
safe and accepted flight procedures, and recommending corrective action or additional training. Assignments
to train and evaluate other instructors entail a marked degree of hazard. While those being trained are rated
pilots, the flight evaluations include the most difficult and hazardous maneuvers and procedures.
At this level, instruction in flight test techniques is for flight testing characteristic of this level or lower levels.
Flight test instruction involves a substantial degree of hazard.
Flying Assignments
1. Some assignments at this level involve flying heavy multiengine airplanes (including those classed as
"jumbos") over very long distances to a wide variety of locations in this country and overseas for the purpose
of transporting cargo and/or personnel. Flights typically involve distances that are significantly greater than
those for similar assignments at the next lower grade, except that overseas flights require that the pilot be
familiar with international flight procedures and terminology, and the air traffic control procedures applicable
in foreign countries. Since such flights typically involve extended over-water flying, they are characterized
by a marked degree of hazard. These assignments are distinguished from similar work at the GS-12 level
primarily by the weight of aircraft flown and by the variety of different areas and destinations to which
flights are made.
2. Other assignments at this level involve the operation of high performance jet aircraft in law enforcement
work under substantially hazardous conditions. Assignments include operation of aircraft equipped with
sensor and radar equipment to intercept aircraft suspected of being involved in smuggling activities,
performing surveillance or shadowing of suspect aircraft to obtain their identification, and tracking the
aircraft to the point of landing. Flights are made both day and night with a substantial portion of the flights
made over water. Such operations frequently entail prolonged periods of flying as suspects attempt to avoid
apprehension, and require constant attention to the movements of the suspect aircraft. The work requires
constant coordination with other aircraft involved in the operation, ground units, and controlling activities.
Such assignments are characterized by a substantial degree of hazard due to such factors as high-speed
intercept operations, flying in extremely close formation to suspect aircraft, prolonged periods of flying, and
operating at night without lights and in all weather conditions.
Flight Test Assignments
Flight test assignments at this level involve aircraft with substantially modified systems and are characterized
by a substantial degree of hazard. Such assignments require the application of a very high degree of skill in
determining aircraft performance and flight characteristics under critical flight conditions of loading, speed,
and maneuvers. Substantial modifications are those which are significant enough to influence the flight
characteristics of the aircraft to a pronounced degree. These assignments are performed, for example, to
certify aircraft as meeting prescribed safety standards after substantial modifications. They require an
exceptionally wide background of experience and training to evaluate aircraft operational procedures and
mechanical deficiencies and recommend new procedures or corrective action. Assignments involve
compiling reports on the suitability, functioning, and general practicability of the aircraft and components or
systems.
Air Space System Inspection Assignments
Assignments to conduct in-flight inspection of air navigational facilities involve evaluation of the quality of
the signals emitted from navigational aids for the purpose of determining conformance to operational
Appendix – Page 49
standards and verifying facility integrity. Flight evaluations are conducted both day and night, under visual or
instrument conditions, using turbine powered airplanes with sophisticated computer equipment to evaluate
the quality of the signal throughout all of the facility's parameters. The air navigational facilities inspected
and certified include, but are not limited to: very high frequency Omni directional ranges, tactical air
navigation facilities, instrument landing systems, nondirectional beacons, precision approach radar systems,
surveillance radar and air traffic control radar beacon systems, microwave landing systems, Loran C, global
positioning systems, and communications systems.
Assignments that involve inspecting air navigation aids require a complete knowledge of instrument flight
procedures and their impact on users operating different kinds of aircraft, many types of navigational aids
and equipment, and the flight inspection ()) equipment and procedures used. These assignments require the
skill to position the aircraft with extreme precision in order to sense, record, and evaluate the accuracy,
adequacy, and reliability of air navigation aids; determine facility performance while in flight through the
analysis of computer generated readouts; evaluate the safety and practicability of flight procedures used in air
traffic movement; and apply sound judgment in making decisions to certify the navigational aid as accurate
and reliable for continued use, to restrict usage to specified parameters, or to remove the aid from service.
Assignments that involve development and review of terminal and enroute flight procedures, and evaluation
of proposed changes to the airspace system through in-flight evaluation and analysis of data, include: (1)
development, maintenance, and revision of instrument flight procedures, including evaluation of such factors
as facility performance, the nature and extent of interference from physical obstructions, controlled air space,
and communications with respect to applicable regulations and standards; (2) amendment of regulations and
aeronautical publications to authorize operational use of instrument flight procedures; (3) testifying as an
expert witness at formal hearings concerning regulations and instrument flight procedures; (4) determining
the need for new air navigation aids to solve safety problems and improve operational capabilities; or (5)
evaluating the effect of proposed obstructions, altered or deactivated airports, and revisions to controlled air
space as they affect flight operations.
Assignments that involve development of instrument approach procedures require a complete knowledge of
controlling regulations, policies, and criteria; air carrier and general aviation operations, with particular
emphasis on pilot limitations; air navigation facilities and lighting aids; and aircraft limitations and
capabilities. These assignments require the ability to evaluate complex flight operations and apply existing
regulations, policies, and criteria without jeopardizing safety; and the ability to deal successfully with
members of industry and state and local governments.
In-flight inspection assignments are characterized by a substantial degree of hazard. Flights frequently
involve flying at very low altitudes and speeds and for prolonged periods in high traffic density terminal
areas, where the flight inspection work must be integrated with normal terminal traffic operations. These
flights are frequently against the normal flow of air traffic and require intense concentration and
coordination. Other assignments of a hazardous nature include inspections after an accident, where a
navigational aid is suspect and the objective is to replicate conditions which existed at the time of the
accident.
Staff Assignments
GS-13 flight instructors who perform special staff projects write flight training procedures; review, revise,
and develop training texts and evaluation material; and originate new material pertaining to flight training
programs such as that needed to instruct in new equipment and procedures. These flight instructors maintain
records and compile reports concerning the results of special projects. They evaluate major courses of
instruction for ways of improvement and for adjustment of the course to meet revised training needs. Actual
aircraft operation in these assignments is relatively limited and so is the degree of hazard involved. That lack
is offset by the extremely high degree of knowledge the incumbent must have of the total flight training
program and the characteristics of different categories of aircraft, flight simulation, and related
equipment. Such assignments as these are more typical of staff positions in a training school
environment, or the headquarters organization responsible for managing an aviation program.
Appendix – Page 50
9.11.
FLIGHT TEST PILOT, GS-2181-14
9.12.
TEST PILOT FLIGHT INSTRUCTOR, GS-2181-14
Assignments at the GS-14 level are characterized by a substantial degree of hazard and involve application of
the knowledge and skills required to conduct approval tests of new or critically modified aircraft or to
instruct pilots in flight test techniques and responsibilities. Flight test pilots at this level may be concerned
with the aerospace flight factors of new and distinct aircraft models, which can include turbojet, turboprop,
turbo shaft, unducted fan, reciprocating, and turbo supercharged propulsion systems; pressurized and
unpressurized cabins; and a wide variety of mechanical, electrical, hydraulic, pneumatic, and other systems.
Critically modified aircraft may include, for example, "stretched" versions of conventional models with
newly designed systems, when the modifications are significant enough to materially change the flight
characteristics of the aircraft or require certification in the type aircraft. Test flights are conducted under the
most critical conditions of loading, speed, and maneuvers.
Assignments involve evaluation of advanced or unconventional aircraft with sophisticated systems.
Qualitative tests include evaluation of such things as controllability, stability, stall, and
spin characteristics; mach effects and buffet boundaries, critical engine determination and landing without
engine power; systems operation, cockpit visibility and lighting, arrangement and location of controls and
displays, natural icing tests, and ground handling characteristics. Quantitative tests include such things as
takeoff and landing distance and climb performance, stall speed, air and ground minimum control speed
determination, and helicopter hover performance and limiting height-velocity determination. Assignments
often require flying the aircraft with minimum familiarization and no formal checkout. Flight tests are
conducted at critical configurations to establish maximum weight, center of gravity extremes, maximum
airspeeds and operating altitudes, runway requirements, and emergency operating procedures.
GS-14 test pilots prepare, or collaborate with others (e.g., engineers) in preparing, general and detailed flight
test programs for aircraft submitted for certification and evaluation. Evaluations are conducted day and night,
under visual and instrument flight rules, during icing and turbulence, in restricted visibility, in strong
crosswinds, and under the most adverse anticipated operating conditions. These programs specify the nature
and extent of the flight tests required, the order in which the tests are to be conducted to obtain the necessary
information, and the nature of the instrumentation to be installed for the various tests involved.
The aircraft tests performed also encompass areas of training, engineering, and human factors. On the basis
of such tests, GS-14 test pilots assist in determining such factors as maximum takeoff and landing weights,
aircraft configuration, minimum takeoff and landing field lengths, and other operating limitations.
Appendix – Page 51