Caravan 2 crew SOP's
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Caravan 2 crew SOP's
Does any body have an example of an approved Caravan SOP that they wouldn't mind sharing? If so shoot me a PM
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Redneck_pilot86
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Re: Caravan 2 crew SOP's
You could probably find navajo SOPs and tailor it to fit. Both are single pilot airplanes trying to find jobs for an f/o.
Re: Caravan 2 crew SOP's
I have an older copy that was approved when I operated 208's that you are welcome to. message me with your coordinates to send it.
Cheers
Cheers
Re: Caravan 2 crew SOP's
Tc has, or had a template. By the time you go through some one elses carefully, andvmake the necessary vhanges to reflect you operation, you canpretty much use the TC template and write your own.
And as a bonus, they will work bettervand you will be super familiar with them., and your training program will accurately reflect the requirements.
......justcsayin is all
And as a bonus, they will work bettervand you will be super familiar with them., and your training program will accurately reflect the requirements.
......justcsayin is all
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switchflicker
- Rank 5
- Posts: 341
- Joined: Thu Aug 12, 2004 3:25 am
Re: Caravan 2 crew SOP's
This may just be a bit of Technocratic BS, but SOPs in the CAR703 world are not approved (by TC), just need to be accepted. This might become important if an inspector who is a bit confused and I know there is one or two of those around these days, asks to see the approved SOP manual for the Caravan.
Here's the Reg for your reading pleasure, note that no where is the word 'approved' used. Only "establish and maintain"To verify this theory, look up reference to a COM or Company Operations Manual, which will say something like 'approved manual'
Standard Operating Procedures
703.107 (1) Every air operator shall, for each of its aircraft that is required to be operated by two or more pilots, establish and maintain standard operating procedures that enable the crew members to operate the aircraft within the limitations specified in the aircraft flight manual and that meet the Commercial Air Service Standards.
(2) An air operator that has established standard operating procedures for an aircraft shall ensure that a copy of the standard operating procedures is carried on board the aircraft.
Here's the Reg for your reading pleasure, note that no where is the word 'approved' used. Only "establish and maintain"To verify this theory, look up reference to a COM or Company Operations Manual, which will say something like 'approved manual'
Standard Operating Procedures
703.107 (1) Every air operator shall, for each of its aircraft that is required to be operated by two or more pilots, establish and maintain standard operating procedures that enable the crew members to operate the aircraft within the limitations specified in the aircraft flight manual and that meet the Commercial Air Service Standards.
(2) An air operator that has established standard operating procedures for an aircraft shall ensure that a copy of the standard operating procedures is carried on board the aircraft.
Re: Caravan 2 crew SOP's
Do you have a link or know where I would find this template?trey kule wrote:Tc has, or had a template. By the time you go through some one elses carefully, andvmake the necessary vhanges to reflect you operation, you canpretty much use the TC template and write your own.
And as a bonus, they will work bettervand you will be super familiar with them., and your training program will accurately reflect the requirements.
......justcsayin is all
Re: Caravan 2 crew SOP's
http://www.tc.gc.ca/eng/civilaviation/s ... u-1796.htm
Spend a few minutes on the site. Lots of good resource material .
Spend a few minutes on the site. Lots of good resource material .
Re: Caravan 2 crew SOP's
No problem. Despite some of the problems TC has, they do offer some great resources.
However, it has been pointed out to me that perhaps I should post again on this thread with a bit more detail, as I may have some experience to share,
So...
The reason I suggested not simply copying someone else's SOPs is that they are company specific, and not an independent document.
First, as to the independent issue. The SOP s reflect a company training plan. CRM , for example, has to be emphasized if the new crew members have not flown multi crew (and from my experience the flight colleges do a dismal job of their attempt to teach this). There is no sense in an SOP requiring a briefing , for example, and then not introducing that into training, checkrides etc. the same goes with some of the procedures,
One of the interesting parts of my job is getting to review different company SOPs .Let me give you an example from two Caravan Operators
1. Company A has the PIC in the right seat!! That got my attention, because the 208 was designed for single pilot ops and access to many of the systems is better from the left side. Why did they do this?
Because they operate in the flight levels. As such they go up through clouds and do work in an environment
where things like flame outs are a real possibility, And their aircraft are all G1000 equipped so easy to be flown from either seat
..So,,..in an emergency, The Pic takes over immediately as PF, and the co joe looks after housekeeping where they have access to all the switches etc. it works very well for them. Their SOPs, training, etc, all reflect this.
2. Company B basically treats the co pilot as a PIC assistant. No , do and confirm checklists, even for emergencies, except for IAs. They work at almost ground level 80% of the time. Their training and SOPs reflect the emphasis on the crew taking immediate actions as they dont have much time to deal with any serious problem. Where they do, their SOPs show a challenge/response. Their aircraft also are the legacy type so not so friendly when it comes to flying an approach from the right seat.
Two different companies. Two different sets of SOPs which reflect their operations. Two training programs which emphasize the way they do business. Two different types of check ride .
The point is, in my typically rambling way, that before you even start to develop an SOP, you need to review your operation, and determine the best way to utilize your crew cockpit resources. Then develop
A set of SOPs that properly reflect that...not just copy someone else's. Then implement, get feedback, and revise or fine tune as necessary to reflect operational changes changes. Develop you training program to teach SOPs, and monitor the pilots through line checks and audits.
If you have G1000 equipped aircraft, the SOPs will be much different than if you do not. Same with the type of flying. And in all cases, developing the best use of a crew in a plane that was not designed to be flown multi crew..
Take the time to do it right. In the long run it will make your operations safer and more successful
However, it has been pointed out to me that perhaps I should post again on this thread with a bit more detail, as I may have some experience to share,
So...
The reason I suggested not simply copying someone else's SOPs is that they are company specific, and not an independent document.
First, as to the independent issue. The SOP s reflect a company training plan. CRM , for example, has to be emphasized if the new crew members have not flown multi crew (and from my experience the flight colleges do a dismal job of their attempt to teach this). There is no sense in an SOP requiring a briefing , for example, and then not introducing that into training, checkrides etc. the same goes with some of the procedures,
One of the interesting parts of my job is getting to review different company SOPs .Let me give you an example from two Caravan Operators
1. Company A has the PIC in the right seat!! That got my attention, because the 208 was designed for single pilot ops and access to many of the systems is better from the left side. Why did they do this?
Because they operate in the flight levels. As such they go up through clouds and do work in an environment
where things like flame outs are a real possibility, And their aircraft are all G1000 equipped so easy to be flown from either seat
..So,,..in an emergency, The Pic takes over immediately as PF, and the co joe looks after housekeeping where they have access to all the switches etc. it works very well for them. Their SOPs, training, etc, all reflect this.
2. Company B basically treats the co pilot as a PIC assistant. No , do and confirm checklists, even for emergencies, except for IAs. They work at almost ground level 80% of the time. Their training and SOPs reflect the emphasis on the crew taking immediate actions as they dont have much time to deal with any serious problem. Where they do, their SOPs show a challenge/response. Their aircraft also are the legacy type so not so friendly when it comes to flying an approach from the right seat.
Two different companies. Two different sets of SOPs which reflect their operations. Two training programs which emphasize the way they do business. Two different types of check ride .
The point is, in my typically rambling way, that before you even start to develop an SOP, you need to review your operation, and determine the best way to utilize your crew cockpit resources. Then develop
A set of SOPs that properly reflect that...not just copy someone else's. Then implement, get feedback, and revise or fine tune as necessary to reflect operational changes changes. Develop you training program to teach SOPs, and monitor the pilots through line checks and audits.
If you have G1000 equipped aircraft, the SOPs will be much different than if you do not. Same with the type of flying. And in all cases, developing the best use of a crew in a plane that was not designed to be flown multi crew..
Take the time to do it right. In the long run it will make your operations safer and more successful
