Work Schedule
 

How does the schedule work? For example 5 on 2 off? Can you string together a long stretch of work days followed by a longish stretch of off days? Do you bid? Does it get assigned?

Thanks.

You are thinking like this is a pilot job. :-)
Thus is a Federal Law Enforcement job in which you happen to use an airplane (or UAV) as your mode of patrol/transportation/surveillance.

I’m sure our AIAs will be along shortly to fill in the details.

I've been talking to recruiting some but I'm not an AIA - in this role you're flying law enforcement. It's not a pilot job you can commute to. Those of us familiar with the military understand "needs of the service" and that logic has to kind of apply. It's a job where you fly drones, helicopters and or piston airplanes VFR looking for bad guys. Sure they have others but come to terms with the fact that you might be a career Cessna pilot (worst case, remember "needs of the service"). It isn't the airlines - it's a law enforcement role with a mission. The hiring process is gonna take several months and there is a lengthy academy so it's basically a career change not an intermediate stop.

So CBP will hire fixed wing pilots and possibly immediately train them to fly helicopters ? Is this a rotor craft add on to their ATP?
I'm curious what this training program would be like, length, difficulty/success rate etc. Is the training similar intensity to 121 airline training ?

I know of fixed wing only guys that was send to helicopter add on. And I know of helicopter pilots that were sent to flight school for a fixed wing type rating straight out of the academy. AMO doesn’t really do any “initial” or “basic” training. Type ratings and initials are done by private companies. All In house training is job specific. Such as, search and rescue, NVG’s, mountain flying, maritime patrols, air to air intercept, surveillance.

How lengthy is the academy? When do you get on the payroll? Thank you.

It's a rotor add on to your commercial. Done at a vendor in So-Cal. About 3 weeks to month. R-44, not even close to airline training. We require 250 in category and class to become a PIC, so you'll ride around on the Astar for 200+ hours and then go back to the vendor for Astar initial (1 week). Then PIC mission training at the branch and a full check ride. Sounds like a lot but it's not that bad.

And, it might not be immediate. All depends on funding, where you're at in the FY, etc. Remember its the gov't. Pay isn't dependent on what you fly, like at an airline (although it used to be).

Dust - You say 'although it used to be'. I didn't know that. When did that stop.
Pay across the board sounds pretty standard for gov't flying so I'm not surprised. Actually I am surprised that the pay ever differentiated.

We - like you then - have a standard pay rate based on Level and step which has to do with longevity (not even seniority in the operations). Our GS14/1 Domestic King Air pilots make the same as GS14/1 International Challenger pilots. Now a difference in our in travel pay. International guys make a lot in Per Diem (like Tokyo if they don't spend it all :p), then a KA guy in Fort Worth and a crap ton of OT for much of the travel and flying - but base pay is for being an ASIP - not the airplane you fly.

I'm just curious when you say pay did depend on aircraft - what was the range and how did the aircraft plan out?

Back in the dark ages, most legacy customs pilots were GS-12s. There were only limited -13 slots, reserved for PICs in multi-tubine A/C (-60, citation, etc). I think it was about a 1:4 ratio and the 13 slots were non-competitive “merit based”. The ultimate good ol’ boy network.

I’m not exactly sure when the practice ended and everyone became a -13 but it was well before the merger, ~late 90s. Well before my time. The P-3 PICs getting GS-14 is another story, but even that is no longer the case. New pilots in P-3 branches will no longer get a 14.

Understood Diver and Dustoff - thanks.

Thanks for the reply. 3 weeks to a month seems quick to learn to fly helicopters to commercial standards from zero time.
What is the time frame to build 200 hours back at the unit ?

Are long TDY assignments frequently assigned in the AMO, or are you mostly stationed and working where you live ?

Eh, not really. I skipped the PPL for rotor add-on back when AMO required dual-rated pilots but I'm not sure how the vendor does it for AMO. I also was lucky enough to get a lot of bootleg time in an AS-350 before paying for my own add-on. Basically though if you get hired as a fixed-wing only pilot you need to do your job well, keep your head low, and then when they ask you if you're interested in a rotor add-on act shocked and graciously accept the $80k+ training free to you, with per diem.

As for the TDY assignments, based on the locations in the USAjobs announcements you can pretty much guarantee you won't have to worry too much about TDY's save for a few training TDY's.

Anything Changed?
 

So I have been a CFI for the past year, accrued 1300 hours and had my class date for a nice regional set for mid March. The coronavirus came and absolutely destroyed everything I was working for. I am in need of a job and have been in the hiring process for CBP. I was pretty excited to work in Aguadilla, PR, and fly for CBP until this thread. I wouldn't mind moving to PR as I am only 23 with no family. Has anything changed for the better in the program recently? Are they still primarily flying the DHC-8 in Aguadilla? Would I get it out of training? Has management changed? My plan was to join CBP and see if I liked working there, if I didn't or when the airlines get back in shape I would leave. I heard the 6 year contract isn't difficult to get out of if worst comes to worst.

Thanks

CBP Air Interdiction Agent (Pilot)
 

From what I’ve heard, it seems like PR will be pretty difficult to get unless you already have multi Turbine time.
Also, what 6 year contract are you talking about?

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Back in the groove at work? Appreciate all the info you have provided our here...

[QUOTE=RedBull;3042804]So I have been a CFI for the past year, accrued 1300 hours and had my class date for a nice regional set for mid March. The coronavirus came and absolutely destroyed everything I was working for. I am in need of a job and have been in the hiring process for CBP. I was pretty excited to work in Aguadilla, PR, and fly for CBP until this thread. I wouldn't mind moving to PR as I am only 23 with no family. Has anything changed for the better in the program recently? Are they still primarily flying the DHC-8 in Aguadilla? Would I get it out of training? Has management changed? My plan was to join CBP and see if I liked working there, if I didn't or when the airlines get back in shape I would leave. I heard the 6 year contract isn't difficult to get out of if worst comes to worst.

Thanks



Redbull,

Why would an employer want to hire someone that is looking for ways to get out of a non-existent contract before they even get hired?

In reality since you are only a FW only CFI, you will probably be a UAS pilot. If not then you will be c-206 driver in Laredo or El Paso.

A piece of advice, try checking the entitled attitude at the door. If you were lucky enough to get through the process (background check, poly, interviews, and checkrides), you will have a job that will pay you 4x the amount you were making as a CFI.. and that’s in the first year.

Regardless of the issues with the agency, this is still a professional career... Not a stop gap like you are seeking a job as a Wal Mart greeter.

Hey that's interesting. It was mentioned to me in a hiring brief however I just scoured the internet and couldn't find anything. Maybe i'm just misremembering!

[QUOTE=TXNFlyer210;3043300]I am a CFI, CFII, and MEI sorry for the confusion.

Sorry for sounding entitled, I was incredibly excited for this career opportunity that being said I spent yesterday scrolling through this thread and the majority of posts were trashing this position. I know the pay is awesome but personally I wouldn't mind making far less money if it meant showing up to a place I love working at.

That being said thank you for the information

I do not have multi turbine time, I am an MEI with about 45 hours multi though. I listened to a hiring brief and it was mentioned that they really need ME FW at PR. I was wondering if anyone on here would know more.

Also about the 6 year contract, it was mentioned on the hiring brief as well but I can't find it anywhere online.... weird.

Thanks for the reply

If you want to be a Federal Law Enforcement Officer AND fly - then it is probably one of the top jobs out there. There are other people out there on the board that have flown for the FBI and DEA too.

If you just want to be a pilot - then you will not want the AIA job as there are other aspects of the job.

I still think it is a very important job, but I'm not sure if I still know anyone there personally anymore. The job has certainly taken a hit since I looked hard at it.

For those that have been through the training or know people who have, what do most find is the most difficult or demanding portion of the training ? Is it the physical training at FLETC, learning spanish in a short period of time, or the flight training at the air training center ? Is there a certain percentage who don't make it through or is that rare ?

The idea of flying for CBP and protecting the US is of great interest to me, but I have no idea what to compare something like this to since I have never attended military or law enforcement training.

Maybe consider the military? Invaluable experience and you make lifelong friends and contacts. I'm guessing you're fairly young so it would definitely give you some seasoning that IMHO all those going into law enforcement should have. I personally think LE should have a bare minimum age of 25 as life experience goes a long way toward relating to some of the individuals you will encounter. That said your aviation experience would valuable to the military as well. Good luck.

Do majors take CBP pilots??

This will be an interesting question from the current/past CBP pilots who have been around awhile.
the ones I know who moved onto airlines all had a military flying background, so they didn’t get the major job off of the CBP experience only. MY GUESS is that someone who has no other experience than CBP were not hired directly into the Major airlines.

Of course... we hire experienced pilots from all sources. Need to have multi time of course...

It never ceases to amaze me how many BUBBAS come out of the woodwork crawling to CBP when the airlines take a crap! Look, the job is for you to be a LEO who happens to fly. You will have a BADGE on your chest. You will carry a FIREARM. Flight time is NOT rapidly gained here. If your dream is to fly a 787 10 days a month for 300k a year don't come here!!
If you want to log a lot of time go fly 121 and move up. Period! CBP is a serious career not a place to step on. Bottom line, you will be flying something that directly supports someone on the ground who eventually puts cuffs on bad guys! Many love it here and many hate it but for the most part almost all remain at CBP until retirement. The velvet handcuffs are tough to break.
Flame away.

^^^^THIS^^^ I flew with a retired CBP pilot a few years ago On the 767/757... he was hired into a commuter for a year/two after retirement then jumped to United when we started ramping up hiring again after the merger. He had some pretty good stories and he enjoyed his time with CBP... and the check every month. He was probably In the late 40’s/early 50s back then.

The LE academy is not that difficult. Not a big deal for someone who has been through all the training involved in being a pilot. If you have enough brain power and judgement to be a professional pilot, it is highly unlikely you couldn't make it through FLETC. Not making it through FLETC is rare and usually is a result of integrity issues, not the difficulty of the course.

Flight training within the agency is typical of what you have already been through. A vendor course for the aircraft you are flying (like Flight Safety) and then an in-house syllabus in the actual aircraft.

This. AMO is the career you never thought of when you got into aviation. But is absolutely a career position and should be approached as such. We do have aircraft that will get you to a major airline, but if you start here without previous twin turbine PIC, it will take a whole career to accumulate the hours.

An exception might be ugleeual's type: that experience level will bring value here even just for a few years. But I would expect AMO to be wary of those types. But, who knows.

One point I differ with RCpilot on: In my view (and experience) we are pilots who happen to be LEOs, not vice versa. With few exceptions, our job is to fly and leverage that skill set to enhance the ground mission. Like most flying jobs, we are really paid to bring back the aircraft with all the paint and all the people. No AMO pilot has ever been written up for not putting cuffs on enough bad guys, but plenty have for unsafe flying. JMHO.

Like I said above: You will be flying an A/C supporting someone on the ground who will eventually put cuffs on bad guys. Too many want to come to CBP and just build time for their next job.
Some have shown up not even realizing carrying a weapon was part of the job! Was a branch guy for years supporting most of the 3 letter alphabet gov/ state/ city types. Now enjoying the view from the mighty Orion! Stay tight and fly safely!

Good deal, Thanks for the reply

Going through the application process and things are moving along nicely, question for the folks currently flying at CBP-

If I get hired into a UAS/UAV location and want to get into a King Air, would the time it takes to transfer be measured in months, years or "check your crystal ball"?
I'm gung-ho for the mission and a LE career, but I'd be lying if I said I'd be happy doing UAV work for the long term. Thanks

Dustoff -

Interesting opposing view point on the pilot or LEO first.
i guess I could see it your way too.
you were hired because of your pilot experience into a LEO position.
Also - if you couldn’t fly......would you be retained in the LEO (meaning if you lost your medical for instance would you be moved to the ground side to continue in the CBP)?

I contrasted it with the military.
I always considered myself a Marine who’s weapon system was an airplane - like an a Infantry Officer would his platoon or a Tanker his iron horse! :-)
I was asked one time during my AO/FAC tour by a young Marine if we went to war would I want to be with the battalion or back with me squadron.
I said that the Marines had spent a lot of time and money to train me to employ that particular weapon system so I’d be most useful in that cockpit, but I took his point. I’d do my best job where ever the Corps needed me at the time.

would you say that your view of pilot first/LEO second is the more common viewpoint of other AMO AIAs than RC12’s viewpoint?

I think you could use the uas as a bargaining chip to get to the MEA (King Air). I’d caution you though, once you’ve been sent to a UAS branch and get trained I don’t know how likely it is you’ll ever leave. Maybe some other’s can chime in on the likelihood of getting out of the uas once in ? The MEA unfortunately is viewed as the pinnacle of fixed wing aviation in the agency and will be very difficult to get into, regardless of previous experience. Seniority really helps towards your cause. I believe the only real flight time you’ll get is in a Cessna 206 to remain current while at the uas branch. Unless drones are your thing I wouldn’t put my name in for it.

This is a long running existential debate. Think the last scene of Platoon. Charlie Sheen sitting in the huey wondering about who had control of his soul. First, AMO is absolutely a law enforcement agency, with plenty of experienced LEO's who do lots of hands on LEO stuff. Marine agents, AEA's, etc. For most AIA's though, the extent of our hands on cop experience ends at FLETC, so, really little to none. Could I be sent to the line in times of need? Yes, and that's fine. But not in a Tahoe by myself. Between statutory government authorities and citizen's constitutional rights, lies basically infinite politics, policy, and TTP that AIA's are neither trained on nor experienced with. It's exactly analogous to a ground agent coming to AMO as a sensor operator. There is a huge amount of training to be completed, CRM, survival/egress/smoke, FAR's, aircraft specific sensor designations, NVG, don't puke on the seats, etc.

There are exceptions, but it's an individual choice to pursue an interest. And most of the more "special" ops stuff is more related to national security than law enforcement. Out of necessity, the vast majority of training time and dollars for AIA's goes to aviation related knowledge.

Again, just my thoughts. And I am truly nobody, thank God.

How is the flight assessment? I read that it's to "commercial pilot standards" and I see the maneuvers on the site but the aircraft offered for it are a bit different than what I fly (UH-60 and a multi engine turbine airplane).

I took the assessment in February. I have 0 time in Cessnas but it was not an issue. If you know the listed maneuvers and can demonstrate that you understand them...you will not have a problem.

We evaluate your basic flying skills, not how well you know a C206 or Astar.

Thanks all. Makes sense.

All,

There is an announcement coming out today for Corpus Christi, Tx only to fly P3's. If you are a new hire in FLETC or existing AIA you can request the Voluntary Relocation Program or VRP. According to HQ, they are allowing 4-6 slots to be filled. The opening is for only 14 days and is an awesome opportunity! Chances like this don't occur often in AMO's P3 world.

If you do have some significant airplane multiengine time and want more than what branch life can offer, I encourage you to apply.

The resumes are screened and ranked by local IP's in the office for selection. The training is great but quite demanding.

Good luck!