Attach_1_-_Statement_of_Work_Air_Charter_Services.pdf

PAOAIRCHARTSVS – Attachment 1 Statement of Work

Statement of Work (SOW) Phoenix Indian Medical Center (PIMC) Charter Air Services

Provider and Support Services Transport PIMC Visiting Professional Program

25 July 2016

I. BACKGROUND

In meeting Phoenix Area clinical and administrative responsibilities, PIMC, personnel are frequently required to travel to multiple locations in Arizona, Utah, Nevada, and California to deliver health care, education, and support services. For the past thirty years PIMC has provided this distant support of PAIHS SU’s through an organized program of onsite specialty services staffed by PIMC providers. The volume, complexity, and high cost of this travel necessitate a systematic process for its efficient coordination and implementation. This is managed by the PIMC Office of Support Services through the Director of Support Services, PIMC Aviation Department Director of Operations, and the transportation office staff. Many of the sites visited require the use of general aviation for transportation due to their remote location and lack of service by scheduled air carrier. On demand charter/air taxi service managed by the PIMC Aviation Department is customarily used to satisfy these transportation needs. The PIMC Visiting Professional Program is the most common user of these services but any government traveler may participate.

II. OBJECTIVES AND SCOPE

The Phoenix Indian Medical Center is located in Phoenix, AZ, has a need to transport clinical, administrative, and other staff to and from multiple health care facilities in the Phoenix Area Indian Health Service (IHS). The majority of this activity is scheduled and follows a recurring pattern of dates, services/providers, departure and return times, and baggage requirements.

However, ad hoc changes in this schedule occur to suit the changing needs and capacity of PIMC and the facilities visited.

III. FLIGHT REQUIREMENTS

The specific requirements contained in this section are not in any specific order and should not be considered a prioritization order. Each requirement should be considered a critical element of performance. The unifying theme of these requirements is a commitment to the highest standards of safety, passenger comfort, timeliness, and dispatch rate.

A. Flight Schedule

The following template describes the recurring pattern of destinations and staff that currently define the draft flight schedule each month. The final schedule and flight manifest closely resembles, but typically does not precisely replicate this template. This template is subject to change to accommodate changing needs in the field and changing resources at PIMC.

PIMC MONTLY FLIGHT TEMPLATE (table 1) Monday Tuesday Wednesday Thursday Friday

Week

Parker Clark

Hadavand Audiology Posever

San Carlos Abbott

Sumner

Hopi Bradley

Clennon

Whiteriver

Posever Cusick

Hadavand

Peach Springs

(Odd Months) Audiology Posever

(Even Months) OB/Gyn Rudd

Posever

Clennon Surgery

It is not uncommon for the specific providers to vary from month to month due to vacations, training, changing staffing patterns, etc. In addition, holidays occasionally displace a trip(s) requiring compensatory rescheduling. Larger changes than these are much less common, but occasionally whole sites are cancelled or added. The bulk of these changes occur three or more weeks in advance of the flight but occasionally the changes have much shorter notice. The Director of Operations, PIMC Aviation Department develops and publishes the monthly flight schedule at least one month in advance of the first flight of the month. This is delivered to the designated Department Flight Coordinators and charter/air taxi vendors by e-mail and a shared calendar through MS Outlook. The flight schedule is available to passengers also by email, shared MS Outlook calendar and via the PIMC computer based flight schedule. Changes in the flight schedule are communicated to the passengers, Department Flight Coordinator, and the air taxi vendors by the PIMC Aviation Department Director of Operations.

B. Departure and return times

Departure times are specifically listed and occur from 0630 to 0700. The time is selected for a particular flight based upon the length and number of legs in the mission. Most flights are scheduled to depart at 0630. The departure time listed in the schedule is intended to represent “engine start time.” Therefore additional lead time must be planned by the passengers and flight crew to allow aircraft loading and other pre-flight preparations.

The return time is dependent upon the specific requirements of the clinics. Although there is no fixed time for return, the target departure time from the field is 1400-1500. The earlier time in this range is established for linked flights, so that the earlier links can be served by 1500. This commonly results in a return to Phoenix by 1600-1630. Early and late days may occur based upon the specific site served, patient scheduling, no-show rate, and weather, but is planned to occur between 1400 and 1500.

Rarely weather, temporary changes in the National Airspace System (NAS), or other unanticipated influences may cause a return flight to be delayed until the following day. In such circumstances the wait time cost calculation will be replace by a “remain overnight” (RON) fee.

C. Routes

Departures should occur from Scottsdale Municipal Airport (KSDL) unless temporary flight restrictions (TFR), airport maintenance, weather or other reasons for temporary closure of the airport or airspace require an alternate to be used. The preferred alternate airport is Phoenix Deer Valley Airport (KDVT) followed by Phoenix Sky Harbor Airport (KPHX). Returning flights should be planned for arrival with a similar pattern. The departure site airport should be selected based upon fees and passenger convenience.

The routing of flights should be planned for minimum flight time as allowed by weather, Air Traffic Control (ATC) requirements, Special Use Airspace (SUA), etc. The following destination airports should be planned for the trips depicted in Table 1 above.

Hopi P10 San Carlos P13

Parker- P20 Whiteriver E24 Peach Springs 3AZ5

See attachment A for other information on these airports.

Certain destinations occurring on the same day may be linked for cost efficiency. Linking these destinations should be the default scheduling method unless equipment, weather, airport conditions or other restrictions prevent it. The linked destinations include:

Parker-Peach Springs San Carlos-Whiteriver Whiteriver-Polacca San Carlos-Whiteriver-Polacca

It is possible that other routes may be required to serve new clinics or expanded services at existing clinics. Costs for new or changed routing should be based upon flight hours and wait time.

D. Equipment

All aircraft shall comply with IHS and PIMC Policy (see attachment B and C). More specifically:

1. As a general rule, fixed wing (FW) aircraft used for transporting employees must be multi-engine aircraft. Multi-engine turbine FW aircraft is strongly preferred and must be the default equipment, but turbocharged piston aircraft may be used if better suited for a particular mission or more cost effective or required for other reasons IF certain performance criteria are satisfied. When landing or take-off conditions dictate, lighter weight or specially configured aircraft may be used.

Documentation of the circumstances for using other than multi-engine FW aircraft must be made available as a part of the air charter record. Single engine turbine powered FW aircraft may be used routinely.

2. Allowable exceptions to III.D.1.

Turbine powered or turbo-charged piston aircraft (as described in III.D.1) is the-standard type of aircraft to be used for the air transport of IHS employees. This is to ensure reasonable redundancy of power plant, electrical, pneumatic/vacuum, and hydraulic systems so as to increase the safety of air transportation for IHS employees and patients. The intent for using turbine powered or turbo-charged piston engine aircraft is to provide a single engine performance capability consistent with the mission. Air transportation services are required to transport employees from and to airports with a high density altitude and transverse relatively high mountainous terrain. In these conditions a turbine powered or turbo-charged piston engine usually is required to produce a safe single engine service ceiling or drift down altitude if an engine failure occurs. Exceptions to the turbo-charged multi-engine aircraft requirement are allowed when:

a. Services are out of short and/or unimproved runways that require specially equipped or STOL (short-takeoff and landing) capable single engine aircraft.

b. Services are limited to low density altitude airports and over low terrain so that an appropriately loaded normally aspirated piston aircraft presents a safe single engine climb rate, single engine service ceiling, and drift-down altitude.

3. No PIMC flights shall be conducted by a single pilot crew in instrument meteorological conditions (IMC) unless a functioning autopilot is installed and operational.

4. No PIMC flights shall be conducted in IMC when embedded thunderstorms are forecast or reported unless the aircraft is equipped with functioning radar or other thunderstorm avoidance technology with which the pilot is proficient.

5. No PIMC flight shall be planned for sustained operation in known icing conditions. No PIMC flight shall be conducted otherwise in known icing conditions unless an appropriately equipped and certified aircraft is used.

6. All flights from April through October should be scheduled in air-conditioned aircraft.

E. Ground Transportation

Ground logistics are supplied by the destination facility visited. The contractor will notify the facility immediately before departure of the ETA and number of passengers that will require ground transportation. This may be done directly with the destination facility, or by the PIMC switchboard operator.

F. Delayed or Cancelled Flights

A near perfect dispatch rate and on-time departure rate is expected. All delays and anticipated cancellations should be reported immediately to the PIMC Director of Operations. If a cancellation is unavoidable due to equipment, crew, or other charter/air taxi reason, the vendor should contact the PIMC Director of Operations immediately to determine if the flight can be operated by a back-up charter/air taxi operator. All deviations from the schedule and all variation from normal operations are reported by the vendor to the PIMC Aviation Department Director of Operations.

F. Other

Flights must be conducted in accordance with all applicable HHS, IHS, and PIMC policy on aviation services

1. IHS Policy for Aircraft Services (Attachment B)

All charter flights must be conducted in accordance with the IHS Policy that defines qualifications, certifications, insurance, operational, and financial requirements for aircraft services in the Indian Health Service

2. PIMC Operational Specifications (Attachment C)

All charter flights must be conducted in accordance with the PIMC Aviation Transportation Policy.

3. PIMC Aviation Transportation Policy (Attachment D)

4. Federal Aviation Regulations and Operational Specifications

All Charter/Air Taxi Operator must follow all applicable FAR/s and requirements included in their FAA approved Operation Specifications.

IV. ASSUMPTIONS

The contractor is familiar with flight operations for the routes and airports required.

The Government desires to minimize the cost of its aviation activities by maximizing the contractor’s prior experiences and specific knowledge. The Government assumes the contractor additionally will capitalize on the experience and knowledge of other contractors involved with this project.

Safety is the highest priority in delivery of aviation services. The contractor will conduct all PIMC flights accordingly and under no circumstances will operations deviate from industry and community safety standards.

The PIMC Flight Operations Manual (Attachment D) contains the organizational expectations of its traveling staff. PIMC assumes that the contractor will review this document and be familiar with these expectations.

V. REPORTING REQUIREMENTS

A monthly report of activities will be provided by the contractor to the Contracting Officer’s Representative and/or Project Officer and the appropriate Task Leads no later than the 10th business day of the month (see Deliverables below).

VII. DELIVERABLES

Monthly Status Reports:

The contractor shall deliver a monthly status report detailing activities of the previous month, including dispatch rate, reasons for failed dispatch, on-time departure rate, reasons for late departures, diversions, reasons for diversions, and any other comments of significant event occurring during a flight.

Monthly Invoice:

The contractor shall deliver a final monthly invoice for all trips conducted including aircraft number and flight hours for each flight, destination(s) of each flight, and passenger names of each flight.

Abnormal Events:

The contractor shall provide the Director of Operations, PIMC Aviation Department with the details of all exceptions to normal operations as they occur including, but not limited to, cancelled flights, late departures, mechanical malfunctions, deviations from the planned flight routing, and deviations from the scheduled manifest.

VIII. PLACE AND PERIOD OF PERFORMANCE

The work shall be performed within the Phoenix Area Office (IHS) (Arizona, Nevada, Utah, and California).

The contractor is also expected to participate in on-site activities as needed, including but not limited to Phoenix Indian Medical Center and Phoenix Area Office in Phoenix, AZ.

The period of performance shall begin upon date of award of this contract and shall end in twelve months, unless changed by suitable modification(s).

VIV. D.1 Service Contract Act. Compliance with Labor Laws may be applicable. For the most current Wage Determination: http://www.wdol.gov/; then click “selecting SCA Wage Determinations”; select the applicable State: Arizona; then select applicable county of “ Maricopa, Navajo and each county in Arizona”; then select Services previously performed under the Service Contract Act (SC); then select “No” to Non-Standard Services;

then the most current Wage Determination is provided. As of this issuance “WD 15-5469 (Rev.-2) was first posted on www.wdol.gov on 01/05/2016” is the most current.

http://www.wdol.gov/

P20

ATTACHMENT A

(This attachment is subject to change)

Avi Suquilla Airport Parker, Arizona, USA

FAA INFORMATION EFFECTIVE 27 JUNE 2013

Location

FAA Identifier:P20

Lat/Long:34-08-59.4000N / 114-16-04.2000W 34-08.990000N / 114-16.070000W

34.1498333 / -114.2678333 (estimated)

Elevation:458 ft. / 140 m (estimated) Variation:14E (1980) From city:1 mile E of PARKER, AZ

Time zone:UTC -7 (year round; does not observe DST) Zip code:85344

Airport Operations

Airport use:Open to the public

Activation date:04/1940 Sectional chart:PHOENIX Control tower:no

ARTCC:LOS ANGELES CENTER

FSS:PRESCOTT FLIGHT SERVICE STATION

NOTAMs facility:PRC (NOTAM-D service available) Attendance:0800-1700

Pattern altitude:1258 ft. MSL Wind indicator:lighted

Segmented circle:yes Lights:ACTVT MIRL RY 01/19 AND TWY LGTS - CTAF.

Beacon:white-green (lighted land airport) Operates sunset to sunrise.

Airport Communications

CTAF/UNICOM:122.725

WX AWOS-3PT:132.75 (928-669-2160)

VOR radial/distance VOR name Freq Var PKEr067/20.8 PARKER VORTAC117.9015E EEDr150/38.4 NEEDLES VORTAC115.2015E

Airport Services

Fuel available:100LL JET-A

SVC FEE FOR FUEL WHEN ARPT UNATDD.

Parking:hangars and tiedowns

Airframe service:MAJOR

FOR AIRFRAME/POWER PLANT REPAIRS

CALL AMGR 928-669-2168.

Powerplant service:MAJOR Bottled oxygen:NONE

Bulk oxygen:NONE

Runway Information

Runway 1/19

Dimensions:6250 x 100 ft. / 1905 x 30 m Surface:asphalt, in good condition

Weight bearing capacity:Single wheel: 30.0 Double wheel:50.0

Runway edge lights:medium intensity

RUNWAY 1 RUNWAY 19

Latitude:34-08.527397N 34-09.451682N Longitude:114-16.344338W 114-15.796518W Elevation:453.6 ft. 456.8 ft.

Gradient:0.1% 0.1% Traffic pattern:right left

Sectional chart

Runway heading:012 magnetic, 026 true

192 magnetic, 206 true

Markings:nonprecision, in good nonprecision, in good condition

Visual slope indicator:4-light PAPI on left (3.00 degrees glide path) condition 4-light PAPI on left (3.00 degrees glide path)

Runway end identifier lights:no no Touchdown point:yes, no lights yes, no lights

Airport Ownership and Management from official FAA records

Ownership:Publicly-owned

Owner:COLORADO RIVER INDIAN TRIBES

RTE 1, BOX 23-B

PARKER, AZ 85344

Phone 928-669-2168 Manager:TED SWENDRA

28940 AIRPORT ROAD

PARKER, AZ 85344

Phone 928-669-2168

Airport Operational Statistics

Aircraft based on the field:24

Single engine airplanes:16 Multi engine airplanes: 4

Aircraft operations: avg 28/day * 88%transient general aviation 12%local general aviation

Helicopters 2* for 12-month period ending 23 April 2010

Ultralights 2

3AZ5

Additional Remarks

- RY 01/19 150 FT BLAST PADS BOTH ENDS.

- CALM WIND RY 19.

Instrument Procedures

NOTE: All procedures below are presented as PDF files. If you need a reader for these files, you should download the free Adobe Reader.

NOT FOR NAVIGATION. Please procure official charts for flight.

FAA instrument procedures published for use between 27 June 2013 at 0901Z and 25 July 2013 at 0900Z.

IAPs - Instrument Approach Procedures VOR/DME OR GPS-A download (148KB) NOTE: Special Take-Off Minimums/Departure Procedures apply **NEW** download (113KB)

Other nearby airports with instrument procedures:

KHII - Lake Havasu City Airport (26 nm N) KBLH - Blythe Airport (39 nm SW) KEED - Needles Airport (41 nm NW) KIFP - Laughlin/Bullhead International Airport (62 nm N) KIGM - Kingman Airport (69 nm N)

Hualapai Airport Peach Springs, Arizona, USA

FAA Identifier:3AZ5 Lat/Long:35-34-19.9720N / 113-17-32.7480W

35-34.332867N / 113-17.545800W

35.5722144 / -113.2924300 (estimated)

Elevation:5317 ft. / 1621 m (estimated) Variation:13E (1990) From city:8 miles NE of PEACH SPRINGS, AZ

Time zone:UTC -7 (year round; does not observe DST) Zip code:86434

Airport Operations

Airport use:Private use. Permission required prior to landing Activation date:11/1991 Sectional chart:LAS VEGAS Control tower:no

ARTCC:LOS ANGELES CENTER

FSS:PRESCOTT FLIGHT SERVICE STATION

Attendance:UNATNDD Wind indicator:yes

Segmented circle:no

Nearby radio navigation aids

VOR radial/distance VOR name Freq Var PGSr089/12.7 PEACH SPRINGS VORTAC112.0015E IGMr044/36.5 KINGMAN VOR/DME108.8015E

Runway Information

Aerial photo WARNING: Photo may not be current or correct

Runway 7/25

Dimensions:4790 x 30 ft. / 1460 x 9 m Surface:asphalt

RUNWAY 7RUNWAY 25

Traffic pattern:left left

Ownership:Privately-owned

Owner:HUALAPAI INDIAN TRIBE

P.O. BOX 179

PEACH SPRINGS, AZ 86434

Phone 602-769-2216

Manager:CARRIE BENDER

P.O. BOX 168

PEACH SPRINGS, AZ 86434

Phone 602-769-2216

There are no published instrument procedures at 3AZ5.

Some nearby airports with instrument procedures:

KIGM - Kingman Airport (37 nm SW) 40G - Valle Airport (56 nm E) KGCN - Grand Canyon National Park Airport (60 nm NE) KIFP - Laughlin/Bullhead International Airport (67 nm W) KPRC - Ernest A. Love Field Airport (70 nm SE)

P10 Polacca Airport Polacca, Airport, Arizona, USAF

FAA Identifier:P10

Lat/Long:35-47-29.8000N / 110-25-24.2000W 35-47.496667N / 110-25.403333W

35.7916111 / -110.4233889 (estimated)

Elevation:5573 ft. / 1699 m (estimated) Variation:13E (1985) From city:3 miles SW of POLACCA, AZ

Zip code:86043

Activation date:07/1948 Sectional chart:DENVER Control tower:no

ARTCC:DENVER CENTER

FSS:PRESCOTT FLIGHT SERVICE STATION

NOTAMs facility:PRC (NOTAM-D service available) Attendance:UNATNDD

Pattern altitude:6398 ft. MSL Wind indicator:yes

Segmented circle:no Lights:SS-SR

Airport Communications

CTAF:122.9

Airframe service:NONE Powerplant service:NONE

Bottled oxygen:NONE Bulk oxygen:NONE

Photo by David Newcomer Photo taken 30-Mar-2012 from

3,000' AGL looking north.

Runway 4/22

Dimensions:4200 x 50 ft. / 1280 x 15 m

Surface:asphalt, in poor condition

RY HAS NUMEROUS LARGE CRACKS,

HOLES, AND LOOSE ROCK.

Runway edge lights:low intensity

LIRL OTS INDEFLY.

Runway edge markings:RY 04/22 CENTERLINE MARKINGS

ONLY.

RUNWAY 4 RUNWAY 22

Latitude:35-47.300167N 35-47.691500N Longitude:110-25.753500W 110-25.052333W

Traffic pattern:left left

Sectional chart

Markings:NSTD, in good condition

NSTD, in good condition

Runway end identifier lights:no no Obstructions:4 ft. brush, 201 ft.

from runway

4 FT FENCE 100 FT

FM EOR 0B.

4 ft. brush, 201 ft.

from runway

4 FT FENCE 100 FT

FM EOR 0B.

Owner:THE HOPI TRIBE

PO BOX 123

KYKOTSMOVI, AZ 86039

Phone 928-734-3000

Manager:HONANIE WENDELL

HOPI AGENCY, PO BOX, PO BOX 158

KEAMS CANYON, AZ 86034

Phone 928-738-2228

Aircraft operations: 200/year *

100%transient general aviation

* for 12-month period ending 17 April 2010

- ROAD CROSSING RWY.

- WASH IN RWY SAFETY ZONE.

- THIS AIRPORT UNDERLIES A MILITARY OPERATIONS AREA

(MOA). PILOTS NEED TO BE AWARE OF ALL RESTRICTIONS

AND CHECK FOR ANY NOTAMS IN ADVANCE OF FLYING

THRU THE MOA.

- RY 04/22 HAS 1-3 FT BRUSH 45 FT FM CNTRLN BOTH SIDES

FULL LENGTH OF RY.

- PARKING RAMP IN FAILED COND - LOOSE ROCK &

NUMEROUS CRACKS.

- ROCKS PILED, IN CIRCLE, AROUND WIND INDICATOR.

- BE ALERT 2-4 FT DEEP TRENCH ALONG SOUTH SIDE OF RY 22

THLD RUNNING TOWARD THE WEST.

There are no published instrument procedures at P10.

Some nearby airports with instrument procedures:

KINW - Winslow-Lindbergh Regional Airport (48 nm S) KRQE - Window Rock Airport (67 nm E) KFLG - Flagstaff Pulliam Airport (72 nm SW) KGUP - Gallup Municipal Airport (81 nm E) KTYL - Taylor Airport (82 nm S)

P13

San Carlos Apache Airport Globe, Arizona, USA

FAA Identifier:P13 Lat/Long:33-21-11.3000N / 110-40-02.5000W

33-21.188333N / 110-40.041667W

33.3531389 / -110.6673611 (estimated)

Elevation:3261 ft. / 994.0 m (surveyed) Variation:12E (2000) From city:7 miles SE of GLOBE, AZ

Zip code:85542

Activation date:03/1941 Sectional chart:PHOENIX Control tower:no

ARTCC:ALBUQUERQUE CENTER

FSS:PRESCOTT FLIGHT SERVICE STATION

NOTAMs facility:PRC (NOTAM-D service available) Attendance:UNATNDD

Pattern altitude:4261 ft. MSL Wind indicator:lighted

Segmented circle:yes Lights:ACTCT MIRL RY 09/27 - CTAF. PAPI RYS 09 & 27

OPERS CONTINUOUSLY.

Photo by Benjamin Lee Photo taken 17-Apr-2010

Do you have a better or more recent aerial photo of San Carlos Apache Airport that you would like to share? If so, CTAF/UNICOM:122.8

WX AWOS-3:120.075 (928-475-5560)

• APCH/DEP SERVICE PRVDD BY ALBUQUERQUE ARTCC

ON FREQS 125.4/269.3 (GLOBE 2 RCAG).

• GLOBE RCO 122.3 (PRESCOTT RADIO)

Parking:tiedowns

Powerplant service:NONE

Runway 9/27

Dimensions:6500 x 100 ft. / 1981 x 30 m

Surface:asphalt/porous friction courses, in fair condition

Weight bearing capacity:Single wheel:60.0 Runway edge lights:medium intensity

Runway edge markings:RY NUMBERS & CENTERLINE FADED.

RUNWAY 9 RUNWAY 27

Latitude:33-21.298958N 33-21.078927N Longitude:110-40.666428W 110-39.416735W Elevation:3260.8 ft. 3181.1 ft.

Gradient:1.2% 1.2% Traffic pattern:left right

Runway heading:090 magnetic, 102 true

Markings:nonprecision, in poor condition

Visual slope indicator:2-light PAPI on left (3.15 degrees glide path)

270 magnetic, 282 true nonprecision, in poor condition 2-light PAPI on left (3.15 degrees glide path)

Runway end identifier lights:yes yes

Airport Ownership and Management from official FAA records

Owner:SAN CARLOS APACHE TRIBE

PO BOX O

SAN CARLOS, AZ 85550

Phone 928-475-3222 Manager:CHARLES RUSSELL

PO BOX O

GLOBE, AZ 85550

Phone 520-475-2331

ALT CTC HANSON MULI 928-475-5563.

Aircraft based on the field:4

Single engine airplanes:4 Aircraft operations: avg 36/week * 79%transient general aviation 21%local general aviation

* for 12-month period ending 24 April 2011

A58-

10 FT BRUSH 120 FT RIGHT OF CNTRLN 150 FT FM RY

END.

- TWO HILLS SOUTH.

- ALL RY HOLD & TWY EXIT SIGNS OTS INDEFLY.

NOTE: All procedures below are presented as PDF files. If you need a reader for these files, you should download the free Adobe Reader.

NOT FOR NAVIGATION. Please procure official charts for flight.

FAA instrument procedures published for use between 27 June 2013 at 0901Z and 25 July 2013 at 0900Z.

IAPs - Instrument Approach Procedures GPS RWY 27 download (263KB)

Departure Procedures (Obstacle) IZTIR TWO (RNAV) (OBSTACLE) download (174KB) NOTE: Special Take-Off Minimums/Departure Procedures apply **NEW** download (113KB)

Other nearby airports with instrument procedures:

P08 - Coolidge Municipal Airport (46 nm SW) KIWA - Phoenix-Mesa Gateway Airport (50 nm W) KFFZ - Falcon Field Airport (54 nm W) KCHD - Chandler Municipal Airport (58 nm W) KSAD - Safford Regional Airport (60 nm SE)

E24

Whiteriver Airport Whiteriver, Arizona, USA

FAA Identifier:E24

Lat/Long:33-48-38.1900N / 109-59-08.6770W 33-48.636500N / 109-59.144617W

33.8106083 / -109.9857436 (estimated)

Elevation:5153 ft. / 1571 m (estimated) Variation:12E (1985) From city:1 mile SW of WHITERIVER, AZ

Zip code:85941

Activation date:04/1940 Sectional chart:PHOENIX Control tower:no

ARTCC:ALBUQUERQUE CENTER

FSS:PRESCOTT FLIGHT SERVICE STATION

NOTAMs facility:PRC (NOTAM-D service available) Attendance:APR-OCT MON-FRI 0700-1730, NOV-MAR MON-

FRI 0800-1630

Wind indicator:lighted

Segmented circle:no Lights:SS-SR

CTAF/UNICOM:122.8

• UNICOM MON BY USDOI DURG FIRE SEASON ONLY

Photo taken 02-Dec-2005

MAY -AUGUST.

Nearby radio navigation aids

NDB name Hdg/DistFreqVarID

SHOW LOW165/27.4 206 13E SOW

Parking:tiedowns

Powerplant service:NONE

Runway 1/19

Dimensions:6350 x 75 ft. / 1935 x 23 m

Surface:asphalt, in good condition Weight bearing capacity:Single wheel:16.0

Runway edge lights:medium intensity Gradient:N

RUNWAY 1 RUNWAY 19

Latitude:33-48.182167N 33-49.090833N

Longitude:109-59.456167W 109-58.833000W Elevation:5078.9 ft. 5152.9 ft.

Gradient:1.2% UP 0.8% Traffic pattern:right left

Runway heading:018 magnetic, 030 true

198 magnetic, 210 true

Displaced threshold:no 250 ft.

Declared distances:TORA:6100

TODA:6350

ASDA:6100

LDA:6100

TORA:6350

TODA:6350

ASDA:6350

LDA:6100

Markings:nonprecision, in good nonprecision, in good condition

Visual slope indicator:2-light PAPI on left (3.00 degrees glide path) condition

Runway end identifier lights:yes yes

Obstructions: none 8 ft. gnd, 205 ft. from runway, 250 ft. right of centerline

17 FT TRAILER 349

FT 225 FT R.

Owner:WHITE MTN APACHE TRIBE

P.O.BOX 700

WHITERIVER, AZ 85941

Phone 928-338-4346

Manager:COLBERT BURNETTE

P.O. BOX 700

WHITERIVER, AZ 85941

Phone 928-338-4346 X2477

Aircraft operations: avg 75/week * 77%transient general aviation 22%local general aviation 2%military

* for 12-month period ending 27 April 2010

- HEAVY CANYON WINDS.

- HEAVY FIRE SUPPRESSION WORK MAR-OCT.

- RED BALLS ON PLINE WIRES.

- MOUNTAINS ALL QUADRANTS.

- WATCH FOR JOGGERS ON AIRPORT.

There are no published instrument procedures at E24.

Some nearby airports with instrument procedures:

KSOW - Show Low Regional Airport (27 nm N) D68 - Springerville Municipal Airport (39 nm NE) KTYL - Taylor Airport (39 nm N) P13 - San Carlos Apache Airport (44 nm SW) KSJN - St Johns Industrial Air Park (52 nm NE)

ATTACHMENT B

DEPARTMENT OF HEALTH AND HUMAN SERVICES

INDIAN HEALTH SERVICE

ROCKVILLE, MARYLAND 20852

Refer to: OCPS

INDIAN HEALTH SERVICE CIRCULAR NO. 2010-01

Effective Date: August 30, 2010

AVIATION MANAGEMENT AND SAFETY

Sec.

1. Purpose

2. Background

3. Policy

4. Authorities

5. Definitions

6. Contracting Officers

7. Contracting Aircraft Services

8. Certification

9. Agency Employee Operated Aircraft

10. Commercially Operated Aircraft

11. Aeromedical Transport

12. Point-to-Point Transportation of Agency Personnel

13. Special Use Missions

14. Approved Vendor Lists

15. Low-Level Reconnaissance Flight

16. Employees' Rights to Refuse to Fly

17. Patients' Rights to Refuse to Fly

18. Supersedure

19. Effective Date

Circular Exhibit 2010-01-A, SAFECOM Aviation Safety Committee Form AMD-34/FS-5700-14

1. Purpose. This circular establishes the policy, procedures, standards, and requirements for aviation management and safety in the Indian Health Service (IHS).

2. Background. The IHS utilizes fixed wing (FW) and rotary wing (RW) aircraft to transport Agency personnel and patients from point-to-point, and on occasion for reconnaissance and special use missions such as airlift operations. Aircraft mishaps and incidents sometimes occur that may result in loss of life and injury during these flights. This circular is designed to increase employee and patient safety during transport in IHS authorized private, commercial, and government-owned aircraft. This circular does not address flights on scheduled commercial airlines such as common carriers.

3. Policy. It is IHS policy that all aircraft used to transport Agency personnel or patients must meet the designated IHS standard operating procedures and the general requirements for any contract or charter aircraft as outlined in this circular. All pilots, crew members and ground support operations personnel engaged in transporting Agency personnel or patients must be certified, as appropriate.

4. Authorities.

A. Federal Aviation Regulations; Code of Federal Regulations (CFR), Title 14, Parts 61,91,119, 120,121, 125,133,135, and 137 http://www.access.gpo.gov/cgi-bin/cfrassemble.cgi?title=201014

B. Federal Management Regulation (FMR), Management of Government Aircraft, 41 CFR 102-33 http://www.access.gpo.gov/nara/cfr/waisidx_10/41cfr102-33_10.html

C. Part 3,Chapter 17, “Emergency Medical Services,” Indian Health Manual, July31, 2010 http://www.ihs.gov/PublicInfo/Publications/IHSManual/Part3/pt3chapter17/pt3chapt17.htm

5. Definitions.

A. Aeromedical. Aircraft operations relating to or involving air transportation to a hospital or other health care facility.

B. Flight Following. An aviation term that means maintaining contact with a specified aircraft for the purpose of determining en route progress and/or flight termination. It is primarily used to keep track of an aircraft’s location, should something happen, to expedite search and rescue.

C. Government Aircraft. Any aircraft operated or owned, leased, chartered, or rented by a Federal executive Agency.

D. Pilot-in-Command. The Pilot-in-Command (PIC) is:

(1) the person who has final authority and responsibility for the operation and safety of the flight;

(2) has been designated as PIC before or during the flight; and

(3) holds the appropriate category, class, and type rating and valid Federal Aviation Administration (FAA) medical certificate, if appropriate, for the conduct of the flight.

E. Short Takeoff and Landing. Aircraft. A short takeoff and landing (STOL) aircraft is an aircraft that is specially configured for short take off and landing operations.

6. Contracting Officers. Contracting Officers are responsible for the acquisition of aircraft charter services, using the procedures, terms, and conditions required under the Federal Acquisition Regulations System, 48 CFR Chapter 1.

7. Contracting. Aircraft Services. Area Offices and Service Units must confer with the appropriate contracting staff with respect to contracting for chartered aircraft. Liability insurance must be a part of any aircraft contract for services. The Division of Acquisition Policy and the Office of the General Counsel will assist in determining an appropriate amount of insurance to be included in the solicitation. When using aircraft services through National Business Center Aviation Management Directorate (NBCAMD), the requirement for insurance is included in their standard contracts.

8. Certification and Operations, A. Pilot Certification. Pilot’s certification, including portions applicable to civil air craft, must meet regulations outlined at 14 CFR, Parts 61, as appropriate.

B. Vendors Certification and Operations. Vendors providing commercial aircraft services shall be certified and operate under 14 CFR, Parts 119, 120, 121,125, 133, 135, OR 137, as appropriate.

C. Aircraft Certification and Operations. Certification and operation of aircraft must meet 14CFR, Parts 91, 121, 125, 133, 135, or 137 as appropriate, including those portions applicable to civil aircraft.

9. Agency Employee Operated Aircraft. An Agency employee may operate a privately-owned aircraft or rental aircraft for the purposes of point-to-point transportation to and from a designated landing strip or helipad if the flight complies with the FAA Regulations and http://www.access.gpo.gov/cgi-bin/cfrassemble.cgi?title=201014 http://www.access.gpo.gov/nara/cfr/waisidx_10/41cfr102-33_10.html http://www.ihs.gov/PublicInfo/Publications/IHSManual/Part3/pt3chapter17/pt3chapt17.htm the travel complies with Federal Travel Regulations or with the Joint Federal Travel Regulations. The holder of a private pilot’s license is not permitted to transport patients.

10. Commercially Operated Aircraft

A. Pilot-in-Command. The PIC for the aircraft must hold a valid FAA Commercial or Airline Transport Pilot license with currency and endorsements applicable to the category, class and type of aircraft being piloted and have a current FAA medical examination commensurate with the level of endorsement. The PIC must have a minimum of 1500total hours with 1200 hours PIC in category and 100 hours of flight time in the last 12 months.

B. Aircraft. Aircraft used for transporting employees or patients from point-to-point must be a turbo charged multi-engine aircraft, when available, and when flight conditions make it the safest mode of air transport. The use of turbine powered aircraft is preferable whenever possible.

C. Single Engine or Specifically Configured Aircraft. When landing or take-off conditions dictate the use of a single engine aircraft or a specially configured aircraft for water, tundra, snow operations, or a rotary wing aircraft, a STOL aircraft, etc., the individual responsible for leasing, procuring, or contracting for aircraft other than multi-engine aircraft must document the circumstances mandating its use. The documentation becomes part of the air charter record.

11. Aeromedical Transport.

A. Non-essential Personnel. Non-essential personnel from the IHS may not fly on an IHS-ordered aircraft; only with concurrence from the PIC are authorized personnel and authorized patient escorts permitted on the flight.

B. Aeromedical Service Vendors. Aeromedical service must be licensed by appropriate patient care licensing boards or agencies that are available or required in every State where the vendors or contractors have a base of operation. In addition, these services must be accredited by the Commission on Accreditation of Medical Transport Systems (CAMTS) and comply with all general and type aircraft standards.

(1) The IHS may choose not to utilize a particular CAMTS accredited Aeromedical service vendor if the IHS has patient or aviation safety or liability concerns regarding a vendor.

(2) The IHS may choose to suspend or not use an accredited service until a pending National Transportation Safety Board investigation is completed.

C. Emergency Medical Air Transportation Services. Aeromedical service companies that provide emergency medical air transportation services must provide the appropriate number of medical personnel and level of care as ordered by the IHS that are consistent with State or CAMTS defined levels of care.

D. Emergency Medical Air Transportation Services’ Personnel. All emergency medical air transportation services’ personnel must be under the direction of an on-line medical director who ensures that flights are staffed in accordance with Federal, State, and local standards for air medical personnel.

E. Attending Physician. The IHS attending physician will order aeromedical transport for a patient based on the patient’s condition and the transfer requirements of the Emergency Medical Treatment and Active Labor Act and the Centers for Medicare and Medicaid Services’ conditions of participation. The physician may order aeromedical transport that supersedes an Area contract or basic ordering agreement for use of a particular aeromedical transport company when he or she determines that it is in the patient’s best interest because of life support capabilities, speed of transport, or safety issues. Justification for this change must be documented for the record and is subject to review.

12. Point-to-Point Transportation of Agency Personnel and Non-Hazardous Materiel.

A. Charter or Contract Aircraft. Charter or contract aircraft is authorized for Agency business under the following conditions:

(1) when commercial airline or aircraft service is not reasonably available,

(2) when highly unusual circumstances present a clear and present danger,

(3) when an emergency exists,

(4) when the use of government aircraft is more cost-effective, or

(5) when other compelling operational considerations make commercial transportation unacceptable.

B. Compliance. All aircraft and pilots used for point-to-point flights must comply with all standards and requirements as specified by the NBCAMD, formerly the Office of Aircraft Services.

C. Safety. Occupants shall wear seat belts and installed shoulder harnesses during all phases of flight unless there is a valid operational or safety requirement that would cause a PIC to direct otherwise.

13. Special Use Missions.

A. Special Use Missions Types. The IHS may authorize aircraft for special use missions such as low-level aerial reconnaissance, “sling loading” and aerial spraying during an emergency or disaster, or for approved routine missions for environmental or engineering purposes.

B. Standards and Requirements. All aircraft and pilots used for low-level flights will comply with all standards and requirements as specified by the NBCAMD unless the aircraft and pilots are affiliated with the military or other government service, in which case they must meet the standards appropriate for that affiliation as follows:

(1) Single engine night flying in mountainous areas is discouraged.

(2) Single engine night visual flight rules (VFR) flights are strongly discouraged and for each instance require written documentation that describes the compelling features of mission or circumstance requiring night VFR operations.

(3) Flight following will occur during the flight at pre-determined intervals not to exceed 30 minutes.

(4) Check-ins will be documented and provide enough information so that aircraft can be located if overdue or missing.

14. Approved Vendor Lists. All aircraft and pilots used for low-level flights will be on the approved vendor list of the NBCAMD unless the aircraft and pilots are affiliated with the military or other government service, in which case they must meet the standards appropriate for that affiliation as follows:

A. Special Use Missions. All aircraft used for special use flights will comply with all standards and requirements for type aircraft as specified by the NBCAMD unless the aircraft and pilots are affiliated with the military or other government service, in which case they must meet the standards appropriate for that affiliation.

B. Pilot-in-Command. When appropriate the PIC must be approved for external loads in accordance with 14 CFR 133.

C. Non-essential Crew Members. Non-essential crew members are not allowed on the aircraft during special use missions.

D. Single Engine Night Flying. Single engine night flying in mountainous areas shall only be authorized within 20 miles of a lighted airport and be conducted at least 2000 feet above the highest obstacle within a five mile area from course of flight and with a minimum of three miles visibility.

E. Flight Following. Flight following will occur during the flight at pre-determined intervals not to exceed 30 minutes.

F. Check-ins. Check-ins will be documented and provide enough information so that aircraft can be located if overdue or missing.

15. Low-Level Reconnaissance Flight.

A. Authorization. The IHS may authorize a low-level reconnaissance flight during an emergency or disaster or for approved public health, environmental, or engineering purposes.

B. Standards and Requirements. All aircraft and pilots used for low-level reconnaissance flights must comply with all standards and requirements as specified by the NBCAMD unless the aircraft and pilots are affiliated with the military or other government service, in which case they must meet the standards appropriate for that affiliation as follows:

(1) Single engine night flying in mountainous areas is discouraged.

(2) Single engine night VFR flights are strongly discouraged and for each instance require written documentation that describes the compelling features of mission or circumstances requiring night VFR operations.

(3) Flight following will occur during the flight at pre-determined intervals not to exceed 30 minutes.

(4) Flight check-ins will be documented and provide enough information so that aircraft can be located if overdue or missing.

C. Approved Vendor Lists. All aircraft and pilots used for low-level reconnaissance flights will be on the approved vendor list of the NBCAMD unless the aircraft and pilots are affiliated with the military or other government service, in which case they must meet the standards appropriate for that affiliation.

D. Purpose. The purpose for low-level flight is reconnaissance.

E. Safety. Occupants shall:

(1) wear seat belts and installed shoulder harnesses during all phases of flight unless there is a valid operational or safety requirement that would cause a PIC to direct otherwise.

(2) wear an approved flame retardant garment, an approved flight helmet, leather or fire retardant gloves, and 8" or higher leather footwear.

16. Employees’ Rights To Refuse To Fly.

A. Employees. Employees may refuse to fly on aircraft ordered by the IHS:

(1) Employees who refuse to fly on aircraft ordered by the IHS must submit their reasons in writing to their immediate supervisor.

(2) Refusing to fly on aircraft ordered by the IHS does not relieve an employee of his or her responsibilities and duties, unless so authorized by his or her supervisor.

(3) If an alternative mode of transportation is approved, regulations allow employees reasonable travel time and ensure they are reimbursed for travel expenses.

B. Supervisors. If an employee refuses to fly on an aircraft for reasons other than his or her general fear of flying

(aviophobia), the supervisor must document, on Safety Communique' form (AMD-34 / FS-5700-14), the employee's concerns, complaints, or allegations of improper aircraft operation or inappropriate vendor or contractor personnel actions. The SAFECOM Aviation Safety Committee form AMD-34/FS-5700-14 (Circular Exhibit 2010-01-A) can be found at: http://www.safecom.gov/safecom_form_instr.pdf

C. Area Chief Contracting Officer. The Area Chief Contracting Officer (CCO) reviews all Safety Communique' form

AMD-34 / FS-5700-14 reports and forwards them to the NBCAMD. For Non-NBCAMD flights (those affiliated with the military or other government service), Area and Service Unit management staff should act appropriately to alleviate http://www.safecom.gov/safecom_form_instr.pdf any safety issues. The Area CCO must forward a copy of all reports to the Director of Emergency Services, at IHS Headquarters.

17. Patients’ Rights to Refuse to Fly. Ambulatory patients are not required to board an IHS-ordered aircraft. The IHS ordering official must advise patients who refuse to fly on IHS-ordered aircraft that another air transportation service may not be ordered based solely on his or her refusal. Ordering officials should solicit and report immediately to the Area CCO all reasons that patients cite for refusing to fly on IHS-ordered aircraft.

Supersedure. This circular supersedes IHS Circular No. 97-08, “Aircraft Services Used to Transport Employees and Ambulatory and Emergency Patients,” dated October 8, 1997.

18. Supersedure

19. Effective Date. This circular becomes effective on the date of signature.

/Yvette Roubideaux/ Yvette Roubideaux, M.D., M.P.H.

Director Indian Health Service

Attachment C

PIMC Flight Operations Manual And

New Employee Orientation (Revision October 2015)

I. Introduction

Our mission calls us to serve Native Americans throughout Arizona, Nevada, Utah, and California. This wide geographic distribution presents a significant logistic burden involving frequent travel by many of our providers. The volume, complexity, and high cost of this travel necessitate a structured process for its effective and efficient operation.

This document defines the operational procedures, duties, and responsibilities of the PIMC staff serving PIMC flight operations as well as the traveling staff. This document is also provided:

• As orientation of the new traveler to this system, and

• To describe internal policies and procedures that governs aviation, and the roles and responsibilities of the Field Operations staff and the PIMC/PSU traveler.

II. Organization

A. Chief, Support Services: Anne Silversmith anne.silversmith@ihs.gov 602 263-1500

B. Field Operations Coordinator: CDR Randy Saria randy.saria@ihs.gov 602 263-1677

C. Transportation Office: Valerie Oney valerie.oney@ihs.gov 602 263-5359

PIMC flight operations are established by policy and procedures, and meet or exceed IHS/HHS rules and regulations (Aviation Management and Safety; IHS Manual Circular 2010-01, http://www.ihs.gov/ihm/index.cfm?module=dsp_ihm_circ_main&circ=ihm_circ_1001.

This program is managed centrally through the Office of Support Services. The Field Operations Coordinator is responsible for the dispatch of all charter flights with departmental coordination by the department Flight Coordinator as assigned by the Department Chief. The Field Operations Coordinator is the primary contact for all charter flight issues and gives advice to Administration and direction to the Transportation Office staff in matters relating to the flights. The purpose of this team is to provide safe, timely, comfortable, and cost effective transportation to the field. Successful completion of this mailto:anne.silversmith@ihs.gov mailto:anne.silversmith@ihs.gov mailto:randy.saria@ihs.gov mailto:valerie.oney@ihs.gov http://www.ihs.gov/ihm/index.cfm?module=dsp_ihm_circ_main&circ=ihm_circ_1001 goal depends upon timely and effective interaction of the Field Operations Coordinator with the Department Flight Coordinator, traveler, Field Service Units (SU), and contract air charter vendors.

III. Scheduling

Travel to the field is conducted by charter air, commercial air (airlines), General Service Administration (GSA) ground (government car/van), and privately owned vehicle (POV) ground methods. All are governed by the Federal Travel Regulations and/or IHS policy (Aviation Management and Safety; IHS Manual Circular 2010-01) and require the issuance of travel orders.

A. Air travel

All air travel for routine Temporary Duty (TDY) field visits is scheduled by the Field Operations Coordinator based upon a template developed in collaboration with the department chiefs or their designee (Department Flight Coordinator) and the field clinics. This template represents a functional aggregation of PIMC requirements, field SU requirements, and cost efficiency. It is revised as needed and circulated to the Department Flight Coordinators. These flights are published as a monthly schedule and are available for review on any computer terminal with PIMC RPMS access. The Flight Schedule is developed approximately six weeks in advance of the first flight of the month based upon the Flight Template and vetted through the Department Flight Coordinator. Changes to the flight schedule may occur and are communicated immediately to all stakeholders as described below.

PIMC Flight Operations is involved in all chartered air flights, but does not participate in the arrangements for scheduled air carrier flights for Continuing Medical Education (CME) or other ad hoc administrative function.

B. Ground travel

Ground travel using GSA vehicles is scheduled by the transportation office, but published along with the air travel using the Flight Schedule software (see below).

C. Monthly schedule

The Field Operations Coordinator prepares the monthly flight schedule approximately six weeks prior to the first flight of the month. This draft schedule is based upon the template and previously requested changes. It is circulated to the department Flight Coordinators who make corrections and changes. It is then entered into the RPMS Flight Schedule software and made available to all travelers. Access to this schedule is through PIMC RPMS. This can be accomplished at any PIMC RPMS connected computer or terminal. All travelers can access this schedule from the PASS menu selection from their primary or SUPL menu.

1. PASS software menu selections and options

SUPL- Supplemental Print/Inquiry Menu PASS- Passenger Travel Schedule Menu

PINQ- PIMC Travel Schedule Inquiry MRPT- Print Travel Schedule by Month and Passenger

The PINQ selection offers a list of all future travel dates that have been scheduled. A complete listing of the schedule data is listed for the date selected.

The MRPT selection provides a report of all scheduled travel dates and locations for a selected passenger and month.

The flight schedule follows a recurring template, but is necessarily dynamic to suit the needs of the departments and the field SU’s. If these changes go undetected, there can be significant negative impact on patient care and flight operation efficiency and cost. For this reason, several mechanisms in the scheduling process are designed as error traps. For these safeguards to work everyone in the loop must be aware of their role. Strict adherence to these responsibilities is a contingency for use of PIMC flight

Safeguard 1:

The draft flight schedule is circulated to the Department Flight Coordinators for approval, changes, or corrections. In the absence of a prompt response to the Field Operations Coordinator, tacit approval is assumed and the schedule is published.

Only an approved schedule is presented to the traveling staff.

Safeguard 2:

All traveling staff must check their monthly schedule for completeness and accuracy one month in advance of their first flight for the month using the RPMS PASS menu selection or verifying through the shared MS Outlook calendar. This is a quality check for Safeguard 1.