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HomeMy WebLinkAbout1991-1418.McNabb.93-05-26:.._. ~" CROWN EMPL L,..: ES DE L !ON TA RIO GRIEVANCE C,OMMISSlON DE SETTLEMENT REGLEMENT BOARD DES GRIEFS 180 DUNOA$ .STREET WEST, SUITE 2100, TORONTO, ONTARIO. M5G IZ8 TELEPHONEIT~L~-.PHONE: (416) 326- ~388 180, RUE DUNDAS OUEST, BUREAU 2'100, TORON'I'O (ONTAI~IO), MSG 1Z8 " FACSIM~LE/TI.~LI~COPlE ., (4. ~) 32E~ ~396 1418/91 IN THE MATTER OF AN ]%RBITRATION Unde~ THE CROWN EMPLOYEES COLLECTIVE BAR~/%~NI19G ACT Be£ore THE GRIEVANCE. SETTLEMENT BOARD BETWEEN OPSEU (McNabb) Grievor - and - The Crown in Right of Ontario (Ministry of Natural Resources Employer BEFORE: B. Kirkwood Vice-Chairperson E. Seymour : Member Fi Collict Member FOR THE N. Roland UNION Barrister & Solicitor FOR THE C. Peterson EMPLOYER Counsel Winkler, Filion & Wakely Barristers & Solicitors HEARING February 18, 1992 October 20, 1992 November 24, 1992 Page 2 . DECISION The grievor is.classified as a Pilot 2, and does not dispute that he carries out the duties of a pilot 2. The grievor alleges he performs duties above and beyond those'encompassed by the Pilot Series and therefore claims that he is improperly .classified as a Pilot 2. The Union asks the'BOard order to make a Berry order and order the Employer to create a classification that encompasses the grievor's additional duties, retroactive to twenty days prior to filing the grievance, and provide compensation for any difference in wages and benefits created by the change. The Union asks the Board to remain' seized on matters relating to the implementation of the decision. EmPloyer's counsel does not object to the Board's jurisdiction to decide the matter, as it wished to have a decision on the merits. The grievance was f.iled On April 23, 1991. The · Pilot Series standards were issued on June 17, 199i. The Position Specification for a VFR Pilot Fixed Wing was executed on Apri! 16, 1991, but implemented effective January 25, 1990. The issue between the' parties related to -the characterization of the grievor's duties as to whether the duties were inside or outside the classification of a Pilot 2. Page 3 The grievor has been a pflot for twenty-eight years and has operated from Geraldton since 1966. ~ The grievor is Classified as a Pilot 2. Although the grievor has flown many types of 'aircraft, since 1985 he has been flying a Turbo-Beaver. The Turbo-Beavsr is a single engine, turbine engine and fixed wing aircraft; The grievor flies under visual Instrument Rules. This criteria meets' the criteria set out in the class standard for a Pilot 2. The class standard of .the Pilot 2 states: PILOT SERIES The Pilot series covers position of emploYees who~ are responsible for piloting or co-piloting fixed and rotary wing aircraft operated by the Government. of Ontario. Work is normally carried out in both urban and bush environments using, landing facilities which range from those available at large airports (e.g. Pearson International, Ottawa, Windsor),' to .small airports (e.g. Muskoka, Moosonee, Geraldton, Red Lake) to airstrips with minimal communication equipment (e.g. Fort Hope, Pickel Lake, Port Severn) as well as gravel'runways, lakes and rivers. Helicopter landing areas range from licenced helipads to unimproved bush sites. Positions allocated to this series may require that pilots fly aircraft in other provinces and/or, under International flight Rules, to other countries. · Positions in this series .carry out a range of functions including fire suppression, ignition, detection, reconnaissance, transporting cargo and personnel (e.g. fire and survey crews and equipment, provincial- government officials, wildlife and external cargo) and program support (eg. game census, surveys, aerial photograPhy, fish planting and training of pilots). They may also assist in search and rescue activities, respond to natural disasters or environmental emergencies (eg. flooding, evacuation and mercy flights ). page 4 There are five levels in this class series. Allocation of positions is based on the following criteria: .Criteria 1. Rank Co-pilot Pilot 2. Size of aircraft Small Large 3. Wing Type Fixed Rotary 4. Number of engines Single Multi 5. Flight Rules Visual Instrument or combination (1) Small - 6690 kg..(15,000 lbs.)' gross take-off weight or less. (2) Large - over 6,690 kg. (15,000 lbs.) gross take-off weight. Two compensable factors are reflected in the above criteria. These are Accountability and skills and Knowledge. Accountability is represented by Criteria 1 and Skills and Knowledge'by the combination of Criteria .2, 3, 4 and 5. In the operation of aircraft equal weight is given to Accountability and Skills and Knowledge. In the grievor's performance~appraisal meeting in.July, 1991, the grievor reviewed the unsigned Job Specification.and admitted the Job Specification wasa true and'accurate reflection of his duties.· Although the grievor took.the position at the hearing, that'he only glanced at the Job SpecifiCation, there was no evidence that indicated that the Job Specification description was inaccurate and his evidence corroborates the duties contained therein. The Job Specification is annexed as Appendix ~A'. The grievor's base at Gera.ldton consists of an office, a waiting room for passengers, and office for help, a restroom, garage and operational basement for Storage. The base is' used primarily as a base for the grievor's aircraft and for refuelling helicopters. 'At Geraldton, there is also an airport for the page 5 public's use, but the~only connection that the grievor has with that airport is to buy fuel from the airport during the winter months.· · The grievor's aircraft is docked on the waterfront when the lake is free of ice, from approximately May·to approximately October. At the end of the summer months, ·the grievor flies the aircraft to either Thunder Bay or Sault Ste. Marie to be outfittgd with skis· and returns the aircraft to Geraldton for its continued use. There is no hangar at Geraldton for the grievor's aircraft, only a place for storing tarpaulins. Between flights, the aircraft is covered and stored outside, but is attached to the facility for heat. The grievor reports to. Mr. Zi'nn, the Regional ~Pilot based in Thunder Bay, who in turn reports to Ernie Koshowski who is.also in Thunder Bay. Mr. Zinn visits once each summer to see the grievor 'and to do an inspection, although he may fly to Geraldton for other purposes~ Only the grievor and his helper work at the Geraldton base. .As of 1985, the air maintenance engineer,· a licensed aircraft mechanic who carries out repairs on aircraft, was phased out of Geraldton. The grievor needs an air maintenance engineer for the 100 hour check ups, for minor modifications, and if the · gr±evor determines that repairs are·required. When an air maintenance engineer is'.required, the aircraft is usually flown to Page 6 Thunder Bay, whore thoro are throe ong£noors and a Reg±onal Engineer. The grievor states that tho effect of not having an onsite air maintenance engineer is that he has to inspect the aircraft daily to' ensure that the aircraft is suitable for flight. However, the grievor admits that although he conscientiouslY checks the'aircraft to determine if it 'needs maintenance, he does not do the maintenance for the aircraft. A helper is hired through Thunder Bay and is trained in Thunder Bay. The helper works' during the summer and for some parts of the winter. The grievor does not supervise the helper. The helper is responsible to the Regional Engineer. The Regional Engineer schedules the helper and the helper forwards his time sheets.to the Regional Engineer for approval. The helper reports to the RegiOnal Engineer. on his activities which include.dipping fuel, recording fuel amounts for both the grievor's'aircraft and for the helicopters. The helper's duties consists of manual tasks such as taking water 6ut of floats, draining fuel tanks and checking for contamination, cleaning wind screens, fixing moorings and refuelling aircraft. The helper' assists in l~ading the aircraft, although the pilot is responSible for the placement of the load. The grievor claims that he checks the' oil,. dips the fuel 'everyday and records what has been used and submits a report to Page 7 the Regional Engineer at the end of .the month, and updates the helicopter fuel daily and submits a monthly record. The griever also insures the floats do not have any water in them. We find on the' evidence before us that the helper was hired to do these tasks, but as the griever had the responsibility for ensuring the airworthiness of the aircraft and was a diligent employee, he also does ~hese tasks. Furthermore, when the helper was not at the base, or tbs griever is away from the base or away overnight on lakes, where there are little or no facilities, the griever has'to do~these tasks. If a helper is not there, the griever may occasionally ask for assistance from the.fire centre, which is located ten to twelve kilometres away. The griever ia involved in dispatching, ensuring triPs go out and have the right numbers of people on.board. In conjunction with the trips, the griever provides information on lakes, cabins, wildlife and enforcement issues to his passengers. He also flies enforcement officers and provides them information. The Union argues that the Pilot Series bases its criteria on matters that specifically relate to piloting and operating an aircraft, and does not include other duties which the griever performs. Union's counsel argues that there is a distinction in the duties required of pilots where there is an'air maintenance engineer and where there is not. Unlike Thunder Bay, which has three air maintenance engineers, the griever has none at -Page 8 Geraldton.' Union's counsel argues that the grievor performs many time-consuming duties such as refuelling, testing for airworthiness and preflight inspection, which are outside the duties required of the pilots at Thunder Bay. union's counsel submits that the additional responsibilities are necessarily part of the day to day management· of the base at Geraldton and duties the grieVor· has to perform as there is no air maintenance engineer on site at Geraldton. Union's counsel submits that these additional responsibilities impose more judgement and troubleshooting skills for which he ought to be compensated and make it inappropriate to classify the grievor within the narrow parameters of a Pilot. Employer's counsel argues that the term 'pilot' is a very broad term, and covers licensed professionals who are governed by federal regulat'.~ons. Employer's counsel argued that the duties which the grievor alleges are outside the Pilot Series are encompassed within the Pilot Series and fall wit.hin the concept of a Pilot and arise from the location of his work. The .PilOt Series contemplat-es work carried out in both urban and bush environment and the use o'f landing facilities ranging from 1.arge airports such as' Pearson International Airport to small airports, where there are few facilities, to gravel runways· and· lakes, where there are none. In many locations there are no support-staff or engineers available. The nature of some of the duties will therefore vary, depending upon the location of the landing Page 9 facility. The Pilot Series specifically refers to Geraldton, the base of this grievor's job duties. The grievor is obviously a very competent employee who went that extra mile to insure that the job' was well done and the base operated efficiently. His excellent'performance is reflected in his performance appraisal. However, we are not her.e to compensate excellence, our role is limited to assessing whether the duties that the grievor performs are part of the job description and part of the standards. Class standards are not to be considered an all inclusive document' that sets' out all the duties and responsibilities of the position. There may be memoranda o~ other documents that delineate functions and responsibilities. Part of the process in reviewing an employee's job functions against those described in the class ~tandards may 'involve revieWing such outside documents. The process in considering whether an employee is properly .classified, is not to import the duties and functions referred to in outside documentation into the class standard, but to view those obligations as part of the evidence 'and determine if the duties and functions required are consistent with the standard or do the duties and.responsibilities fall Outside the standard. The issue then is, as stated in Aird and The Crown in Right of~ Ontario (Ministry of Consumer & Commercial Relations) G.S.B. #1349/87 (Slone), "The addition of the duties may take a job, out of its original classification, but only where ~hose.duties are of Page 10 such a' kind or occur in such a degree as to amount to a different job altogether. See for example Baldwin and Lynq, GSB ·539/84 (Palmer) and Fenske, GSB '494/85 (Verity)." Therefore~ we must consider what is the nature of the duties. The' class standards for the Pilot series, does not outline the duties and responsibilities of each level ·of pilot. The Ontario Ministry of Natural Resources Air Operations Manual outlines the duties that a pilot-in-command must perform when there is no Duty Operations Officer system. That manuai also provides the procedures where there is no aircraft maintenance engineer. The Ontario Ministry of Natural Resources Turbo-Beaver & -Twin Otter Standard Operating Procedures Manual is a reference pilots use to assist the pilot in ensuring the aircraft's safe· operation. It covers many of the procedures that a pilot can do if the pilot detects a malfunction. Although one does not import the requirements'of various manuals into the standard, we must recognize that in the aviation industry, the term 'pilot' ~encompasses a sophisticated trade, regulated by the federal government. When reviewing the duties and responsibilities set out in the manual for preflight procedures which a pilot must follow, we find that they are in keeping with a person who has·to fly an aircraft, which is the primary focus Of the class standards for the Pilot series. Most Page 11 of the pre-flight activities that the Union is relying on as being outside the Pilot ~series are covered by Transport Canada regulations conferring the finaI authority on the pilot, therefore they are within the scope of a~pilot. As the person in command and the person with the' ultimate responsibility for the safety of the aircraft, its contents and its passengers, as the grievor admits, he is responsible for the airworth:iness of the aircraft and for following the pre~ligh~ procedures set out in the Manual.. All 'pilots must do daily inSpectioas of their aircraft. The grievor is .resp0nsible'for. reporting any defects and for arranging for the defects to be repaired. Troubleshooting. is inherent to the responsibility of the pilot for the safe.operation of the aircraft. The grievor, as a pilot,~ must determine the airworthiness of the aircraft and as a pilot has the final decision making power on its airworthiness. Even where there is an air maintenance engineer, the pilot's decision supersedes that of the air maintenance engineer in case of conflict. ' The' grievor's role is to decide whether, the aircraft is airworthy so as to be able to fly to an air maintenance engineer for servicing, or whether the aircraft cannot be flown, .and the air 'maintenance engineer.has to come to the aircraft's ~ocation to service the aircraft. The grievor's role is not to fix the aircraft, which is that of the air maintenance mechanic. .. .. Page 12 _ The effect of not having a air maintenance engineer does. not increase the skill base that the grievor has to have as a pilot, although there may be a greater physical element'.to' the job. The nature of a pilot who is required to fly in the bush and to remote locations, includes the ability to'dock the airplane on lakes, to insure that it is fuelled and is airworthy. .Similarly, the pilot is responsible .for insuring safe loading of the aircraft. Depending upon his location, he may or may not load the aircraft.· The onsite air maintenance engineer in Thunder Bay performs many of the manual 'duties, moors the plane, looks after the fuel and gas. The grievor has the assistance of .the helper during the. summer and during parts of the winter and the helper wi~ll carry out many of the manual duties~ For instance, loading the aircraft is usually done by the helper and/or the passengers or the grievor. When the grievor does not have a helper he is in the same position as any pilot that flies out of Thunder Bay to a region without facilities. These tasks flow from the functions of a pilot but are a reflection of the duties imposed by the aircraft's destination. There is no dispute that the primary .purpose of a 'pilot of any level is to fly the aircraft. However, if. we were tO accept the definition of Pilot in its narrowest sense, ,enc0mpassing only those duties that relate.to flying an aircraft,' the reference to the 'location of the airstrips would be irrelevant Page 13 to the classification. By including the types of landing facilities, the class standards place the definition of 'Pilot' in a context, ~that relates to those areas where there are many support facilities and staff available and. those where there are none. As the regulation of pilots remains the same, such as ensuring"the airworthiness of the aircraft, the affect o£· the standards will affect the necessary duties of a pilot. A pilot operating from Thunder Bay will not have the same duties as a pilot flying out of Geraldton, but nevertheless they will still be a pilots. The class standards in the Pilot series do not differentiate the levels of pil0ts based upon the demands created 'by the locations the pilots fly into. As applied in OPSEU (O'Neill) and The Crown in Right of Ontario (Ministry of Natural Resources) decision, G.S.B. 1526/87 (Dissanayake) not all incumbents within a classification perform identica~ duties, but the duties may differ depending upon the particular needs of an operation. The grievor is responsible for promoting a positive image for the Ministry Of Natural Resources. This attribute would be a requirement for'any position where there is contact with other people, especially outside the employee's Part'ieular department. Due to the grievor's wealth of knowledge of lakes, he is able and does provide a great deal of information to dispatchers of the Ministry of Natural Resources, whether it be Fish and Wildlife, Lands or Timber or to tourist 'outfitters. Similarly, he knows a great many of the native population and Page 14 · speaks to them and promotes the Ministry's image in a positive manner. .Providing such information is not part of the grievor's functions, but is an aspect of life that interests him, which he cultivates., It substantiates his value as an excellent employee, which is reflected in,his performance appraisal, but is not a function that flows from the classification of a pilot nor is he required by the Employer to provide information to his passengers. The. grievor claims he is part of the enforcement team and has been involved, in .an action against those being investigated.- We find, however, that his role is not to act in an enforcement capacity, but to fly the enforcement teams to various locations. The grievor has no ability' or pOwer to enforce, t'he Fish and Wildlife regulations. His involvement as a witness to illegal acts. is just a matter of being at the right, place at the right time. It is likely to occur because he does fly both the tourist outfitters and enforcement teams. However,. this involvement is quite different from a person on the enforcement team whose purpose is to.catch persons contravening regulations. The class standard does not address supervision; however, it contemplates that pilots will be away from.the home base. The lack of~ supervision is inherent in the concept of a pilot who flies to remote locations without facilities. Although the grievor Claims he oversees the Geraldton base, the grievor admits he does not have responsibility for Page 15 budgets, purchase· orders, the supervision of.'anybody, which functions flow from operating a base. The helper, is not supervised by the'grievor. There may be a close tie between the grievor ~nd the helper~ as recently the helper'has been his son, but to ensure that there was n° conflict of interest the lines of · supervision were clarified to ensure that supervision of the helper originated from ThunderBay and not from the grievor. The grievor reports deficiencies at the base when found, but the decisions on what has to be done at the base is made each · year by Mr. Zinn and Mr. Koschowski on their annual inspection and not by the grievor. Even though it is the helper's task to dip fuel and record the consumption, we accept that it is above all the grievor's responsibility. Although it is an important task, it goes hand in hand with ensuring that there is sufficient fuel on · board and sufficient fuel left for other aircraft. The pilot is responsible for doing all the calculations required for a flight and for doing the dispatch. The grievor may have the responsibility to ensure the helicopters have recorded their fuel consumption from the base, but it ·is not a core duty that is sufficiently significant to require the reclassification of the grievor. ; We agree that the conditions of working out of Geraldton are more difficult than working out of Thunder Bay. The aircraft ; '. Page 16 is not in a hangar in the winter and there is no air maintenance engineer. Pilots in Thunder Bay have the assistance of the air maintenanCe engineers to put on the wing 'covers or to put the aircraft in hangars. However, when a pilot leaves. Thunder Bay and is away overnight at remote locations,' the pilot then takes 'on these same responsibilities. The grievor must do these tasks much more frequently than pilots'operating out of Thunder Bay; but these requirements flow from ensuring the safe operation of the aircraft and from flying in the bush'. HOwever although the standard mentions the location of the landing facilities, it does not classify the respective levels of Pilots for hardship endured. Nor does hardship change the jobs functions such that the tasks do 'not flow from being a pilot. This is an unusual situation, for if we were to accept the Union's position and recognize the. duties that the grievor performs relating to the base separately .from his flying duties and duties involving the operation of an aircraft, and reclassify the grievor, as a result of the more menial nature of those tasks, it wo61d most likely 'result in ~a financial erosion of the grievor's position. Many of the'duties were done by the helper. The tasks that were shared by the grievor with the helper involve less responsibility than those of incurred by a pilot. We, -' however, are not persuaded that this is the the approach that we ought to take. Page 17 We recognize that'the grievor perform~ tasks, which a pilot of the same type'of aircraft operating, from Pearson International or Thunder Bay Airports'does not perform. Although ~these tasks are additional to piloting an ~aircraft, we find the tasks are inherent to that of a'pilot who flies to and from areas with minimal or no support facilities. We find the tasks that the \ grievor.performs at the base~ as the sole operator, flow, for the most part, from the responsibilities of a pilot flying into areas Where there are few facilities, and for ensuring that the'base is operated safely. The class standards r~cognize the differences in locations, and-we do not find that in this context that the duties and responsibilities that the grievor takes On are core duties that are_outside the duties of pilots at locations that do not have support facilities. Furthermore,. the class standards goes \ fUrther and specifically refers tO Geraldton as a location. These standards are also current and do not reflect a change, in duties of pilots at Geraldton as affected by the removal of the air maintenance mechanic. The remaining duties that relate to maintaining the base, such as ,dipping and recording fuel, and noting defects, or areas~ that need repair do not .take a significant proportion of the' grievor's time or create responsibilities such that the grievor is improperly classified as a Pilot 2. We cannot find that they are of such a kind or tO such a degree 'as to amount to a different job altogether, or even to the degree as to create a different job .for part of the time. Page Therefore this grievffn~e is dismissed. Dated at Toronto, this 16th day of May, 1993. B. Ax. Kirkwood~ ¥ic'e~Cha£rper~on "I Dissent" (dissent attached) E. Seymour Member ~. ¢o11±¢t Me~ber re: G.S.B. FILE 1418/91 O.P.S.E.U. (Don McNabb) vs 'MINISTRY OF NATURAL RESOURCES DISSENT Edward E. Seymour, Employee Nominee I have read the Majority Award and, with respect, I find that I must dissent. Mr. McNabb is. required to perform his regular PILOT 2 duties in the same manner as other pilots in the class series. His regular piloting duties are not minimized or different from those of other pilots, rather it is as a result of his being located alone at a base in Geraldton on a full-time basis that requires him to perform duties over and abo~e those performed by other pilots. The Majority have minimized the importance'of those additional duties, going so far as'to suggest that if anything their nature would have the effect of decreasing Mr..McNabb's wages rather than increasing them. Nowhere in the Position Specifications does it say that a PILOT 2 must perform the additional tasks, which fall to Mr. McNabb. For much of the year, Mr. McNabb is alone at his base in Geraldton. He does have a helper during the.summer months, but even the helper is not 'of any.assistance for some of Mr. McNabb's extra tasks. He has no engineer at the Geraldton base, and as a result, he is required to perform duties which ensure the efficient operation of the base. These Services are not incidental, nor are they performed sporadically, and they are duties which are not performed by pilots in Thunder Bay. · Page 2 Mr. McNabb has no on-site super.visor. I agree with the Majority decision that pilot responsibilities, by their very nature, are not supervised while the pilot is in the air or at a remote·facility. Neverthelass, a pilot operating out of Thunder Bay has regular, daily on-site contact with his supervisor. Pilots'are requi~ed to ensure that their aircraft are in good working order, but they are not required to perform the duties themselves. A pilot in Thunder Bay can land his aircraft and walk away from it, confident in the knowledge that the engineer and others will ensure that it' is secure. Mr. McNabb has no such luxury; he is entirely responsible for his aircraft twenty-four hours a day. It rests solely upon his Shoulders to ensure that the aircraft is adequately moored and secured during storms. Mr.. McNabb looks 'after the base at GeraldtOn both winter and summer. He tests and pumps the floats himself; he does all the pre-flight functions himself, whereas they are done by the engineer in Thunder Bay. I agree with the Majority opinion that not all persons in a classification perform identical duties.' This is not a situation where the position specifications list a number of duties, some of which may not be performed by one pilot. This is a situation where all the duties outlined in the position Specifications are performed by all the pilots. In addition for Mr. McNabb, however, there are duties above and beyond those listed for which he must be responsible; therefore, he performs more duties,~ and thus has more responsibility than other PILOT 2's. None of his responsibilities as a PILOT 2 can be traded off So he can perform the' additional' responsibilities. While it is true, as'stated by the Majority, that Mr. McNabb's responsibilities as a pilot are not increased by these additional Page duties, they are not diminished either. The reality is that because he is alone, Mr. McNabb must exercise keener judgment and must act as a trouble-shooter; he cannot be as relaxed as the pilot who has daily accessibility to an aircraft engineer. Mr. Joel, the Aircraft Engineer from Thunder Bay, testified. that it was he, and not the pilot who was responsible for checking and pumping floats, removing and re-installing seats, and ensuring that wing covers are on. ~These are some of the responsibilities that Mr. McNabb must attend to 'in addition to his piloting responsibilities. The. Majority have interpreted these tasks as menial and unimportant. With the'greatest respect, I cannot agree. They are a crucial part of the procedure that is carried out, and a very ne6essary part of preparing for'a flight, and Mr. McNabb is respon- sible for performing these tasks in addition to' his piloting functions. He is as Mr. Roland, Counsel for the Union, described him - a PILOT PLUS, and it is the PLUS part of his responsibilities which should be financially rewarded; it is the PLUS part of those duties for which the Union requested a BERRY-.TYPE order, and I would have so ruled. Edward E. S y ~Nominee~ opeiu: 343 VFR t,).lot Fi×ed '~.n& . ~'~.~'~ ::~I~''*':'~''''*':<:',~' ' ~:~ i":: 09-2015-63 P~itlon tltlo ~": PiI~t~ 6eraldtgB. NCR ' ~ 09-~015-63'"::: ':~'"" ':": ' '< ......... " ~nlJtry ~. : . (~,..~,~ ~, D~I~I~ · '* · , ,....[. , ..~..~, ~ .~ * Natural Resources ."' , ' -~: .... Bo~al~e~t Region - Th~de~ Bay 3ro~ch and ~ion : .'.* .% .,~. ..... . ~-~." L~io~ ~ .,. ~., . iGC~. ~. C~e , :~.. :~,~,~'.~.:~"~..?~; . . ,~.?~. . ...:'. :~,,,.~ : , . · Aviation and Fire ~anaReme~t · ~ '~',."'*::.'::*~,~-'". Oeral~t6~ ""~'*.' · ~ ~16Q1 ~o. o~ pte~ Provl~s ~p iee~rlhlp to: . Imm~la~$upe~lmr'l tltll .V . .' ...' $upewimr't ~dt~on o = '%~ ~ .... . : . ,-.~ .... ~. .-.:....~. ,,.'. ! '~-:' ,%,c. '" /~" · · ~,":.Y": '"'~ "::.~-: ': 1 ~ ~ ' ': "" ' '~;'''' ':" ' "'":' ~' ' L Pm~ of ~fitio~ {why d~l thll'~lflon~xilt~) "~; j":: .... ~ .''~" ~'. · .." ,'~. ,. .. ,. To pilot single eng~e fixed wing ~{cc~Et in the detection'and suppression of fores~ fires, ~rform aerial surveys, photography, ~esouree.managemeat ~elated flights and provide agrial Cra, sport of supplies/p~sSe~gegs.'f6~.sll ~hes of?~'.the*~inistzy of Resources or other ~tario Govern%n~*MiniS~*r~es und~'~* V~augl~.flight ~ules' and regulations, ~ . · ~:~... ,, .¥? .? :,... .~-/ .. 3.: ~.~. · . . .~ . ~ * . ,~'~,f. . ~% ,, .' . ~ .......~/. * , < ~..~,t.: .' I. O~r~res float equippe4 sirc~a~t:tO[.carr~ out resourceb~management support 4uti'es, patrol~ and other related flying{'4~ties 'Sy: *$: * TM "' · .. ,,. .."'.': :j' : - having full ~e~poO~i~ilitT'to eancel Og':p~oeeed ~ith';eche~Uled flight~, i.e. due to ~athe~, ai~c~aEt eegvieeabi/lity~, e'te.~..;::".~.'.''. ..; ',"-: . ' - identifying and locating lakee.d~aighated ~y <: "'"'"" ' . Fish' and"'Nildlife and stocking vith fish. - carrying ou~ enforcement patro[' Eor,.Fish an.d~ildlife, and::pa:tlcipat{ng aa part of the - lnat:ueting in az:craft safety:and e~rvzval~!tainin8 courses, - ~aking required courses aa diteeted~by ~R~. ~T pOl!eiea,'e.g, recurrent training on aircraft types and '" ' confz~ratzons e.g.'"Tuzbo:~Beavet, ~q~iPPe! .~ith - catryln8 out moose and deer aerial surveys,' pIottingcours~':'and following grids for best results, .'?~ :' " .,. .... ,,... '- transporting resource management':"pets°nnel 0n aerlal ins~ctions, .e.g. Forestqrs, ~iologists, Planners, ~tomologlats (.89ru~e B.ud~tm), - ca:tying out aerial photography assig~ent~"[for mapping, infrared remote sensing pu~ pose s. .~,.. ';.= - maintaining discipline as captain"of aircraft, enacting safety of passengers in flight, that they are pro,fly clothed~ and understand correct embarking, disembarking instructions. .'.~':.i ~ ..'~:''~.' '..: . ~..':.'. - trouble shooting, reporting defe~[s'to'.ai: engineers"';" suggesting poaslbIe diagnosis and carrying out ground tun-ups and flight tests of ~epalred aircraft as required. - ensuring safe configuration of aircraft,' e~8.. canoe racks:and adher9nce to. all up weight load limit specifications and pto~t.loading of cargo.' :..:, ,~-. ':'.. ~, . Continued on back. commerczai Pilot's i%cence issues oy ~'eaerai uepartment of Transport and restricted Radio Telephone Operator's Certificate.. ~otough knowledge of Federal ~T Air Regulations and Ministry regulations and proeedu,rea~~ Ability to become proficient in Turbo (cont'd) Month Year fpe Su~isor'~ n~me .. , , ~ . . Ty~ Offl~l'l h~me a~ title ~_ L. ~. Ztnn, ~_e~[ton~[ ~L[oC' ..: ;:';..* ~.. R. ~ohnston,~ Eeg[o~aLDt*teckot . Ciats allo~tion Ctau title . .*{¥ ~..: ~lals ~ -, .... O~u~tlonal g~oup nu~r ~," .-:'..". :: "...;~[~:. ;.., ;..' ~ .' ....... ' .... ' lLoT / h~e cl~JJified thi~ pmtdon In ~c~rda~e whh 1he C~II ~e~lca CommlaIon Cl~ldflcetlon Btand~dl for tile follo~ng re,sore.. :'." ' . . - . . .~, ~,, ,. .;~, .: ,. :. ~. . ~ · .~.%;:,..: .... . ,. '~ . ,.~: ,. PosJtion here the incumbent' pe ¢orms'-::as a'pilot f,.smtll stngle?ngine flxe uing aircraft uhlch operat s'. : nd'er:Vlsual..F,l'.j:ght'Rules. ,:','.,'- ..: .... ,.. ,; ;..;-, :: :,?,,<, :. :..?. :,. Use INa form aa In, ftc. ted below ~ ell poslt{o~ except .th~se .co~, red by Ihs Executive. CompenseUon Plan, Management Compe~s~flo~ ~l,,n or O~lce Classified Full and Pact-time posJ'tlon~': Form t5 be mmptsted in)i. enllm~ exc~)pt for [he FuncUon,,I Code box in Section Unclassified Seasonal Podtlons (Group 3): ..C~,mp~ fete Sect{on, I and 6 except for the Functional Code box In Secllon 1. and the evalua. t{on rationals In 8ectlon 6, ,. · ..,t,~, j ~ , o .... * '.; ,.: ' t:F* ~ All other positions: Comping, ol th~ fom~ tn fu{t o~ ~ ~e~ out above for Unclas~ed Seasonal Positions, Is optional. Instructions for codl~'Positlon Identifier Instructions for coding Seasonal Work Period C~ '' {as applk:~able) Code~ ! 2 Classified Po~t~lons 8llao~ Winter Spdr~ Summer Fall Full-time Parl4fme 2 arid ~elr Dso. M~r. .June Sap. .. cans"curly. Jan. Ap;. Jul. Oct, Unclsssttlod Posltlon~ ' "' order. Feb. May Aug. Nov. Group 3 . a} Seasonal wod( pedocl I) core.curly. ,~ .. , weeks m' mom but lam than 4 monttm 3 Buitd code aa foflow~: months o~ m~e t3~t ~ than 12 months .... 4 * Single aea~on. I,e., Spring Example~ , 1. Indtc~te ee~n. Group 2 ~. :' '.""' ' ':'. B ...... · ....... , . ~. Insert appllc, coda · Group 1 I / I : ..... : ':*' · Multiple ~) Ia.. Summer. F,~i. W~nter Instructions for coding Sch. Hm. Work . 1. Indtcate seasons. 2. insert code Of start · Complete this box for R.P.T. Po~itbns only. , , . --;, sse~on in tell hand box. · Include portiOnS OI hours to 2 decimal places. 3. Follow Wilh codes o! NOTE:'The ay,raga ot the sctu~d hours worked 0ese or, dime)over4 . ~ub~equent consecutive consecutive weeks 13y R.P.T, employees assigned to~l position seasons. must co, ncaa w~h the ,ch.dui.ct Hours Of Wodc Identified for ' ; ' ~ ~ thai position. Any oh~n~e ~o the ,~ic, heduled Hours Ot Work wilt require the sstsblishment end documental~ofl .Of &,iaspar~te' NOTE: Multiple seasons must be consecutive Io qualify a~ one position. · spo!aod papu~):lx~ ~ojl amoq cuoajt laua~a~a puv lntssea~ uI sa~u~lsl~p pus ~ueme~pn~ punos asia, axe o~ tllI!qV '(sl~oIt q~!~ paddln~;~e~o~!e uo sanoR Su!~[] ~u~=!~!uS!S) '(e~eoI~.UO '~u~ueid qslt 'sao:noso~ panul]uo3 .... atpal~O~ puv Slill~ 's~oq~oq lw~aos ~u}3~op P~lq 'suo}~Tpuo~ ~q~aa ~ull~al~o~p ~o o~o~s ~aq ~d ~ue.~a u! ~u!ulA:~s anuT~uoo o~ :opao uT eal~ o~ asvq mo~ ~]~o~l~ ao~ q~ed ~qg!l] ~ ~uldolaAOp . '~ suolllpuoa uaqa pu~ se s~a~o e~lt/ssoq o:l{ iq 'saTlTunm~oa qsnq )6 sluepTse~ o) lso~q) ~' a~od ~o ;~a~3 ~a!) ~agu~pua lqg.l~ ~o~T) d~n~ ao ~o~v ss Roue aal~ ~o e~gu~qo pus uolqlpuoa sSoq ~a!~ al ~u~l~lunm~o~ - .... 'l~'~le puuom~ ;poq3~ '~ul~a~ e~vs uo ~e~v/~a.e~uasssd ~l ;°n~;suT--PU~ ease_ a gu~ddem 'luomdlnba/uom Su~Jodsus~l ~q ssoq a~m~ ~o uo~looJ~p eq2 ~epun ....... · . (sa~I alq~pu~I '2'0 '~zava~ ~o 'su~am ~'eeq eu~m~alop ol ~e~e uo~leUOl oJll 3u~lenleAa - · . ~ · . o~luoD aJ!~ l~!:2sl~ ~uau~l~od o~ sSa!~ ~o ~l!llqlsseaoe pus azl; 'uol~ooI ole~n~e ~u!laodaJ - · Xie2eJnou~ se~l) ~lsuoI puv lUalop Ol SlOalsd aJl~ lsa.aoj lno ~ultaJe~ - :tq ~ol)l l~Olo~ ~o uo?~aJddna pu~ UO)l~alop Oql u) lt{~¢~)~ paddlnba-l~oI) B*l*Jodo