STANDARD OPERATING PROCEDURES

TECNAM P2008JC

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List of revisions
Affected Date of Effectivity
Nº Description Approval
chapter change date
Nuno Carneiro
Original All Chapters - 24-OCT-2023 27-SEP-2023
(DOV)

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List of effective pages

LIST OF REVISIONS ..................................................................................................................................... 2
ABBREVIATIONS......................................................................................................................................... 5
1. - INTRODUCTION TO STANDARD OPERATING PROCEDURES (SOP) ............................................................ 6
2. - GENERAL INFORMATION ...................................................................................................................... 6
2.1– FLIGHT CREW INFORMATION FILES (FCIF’S) ...........................................................................................................6
2.2- RELEVANT INFORMATION AND MANUALS ...............................................................................................................6
2.3 – PREFLIGHT PROCEDURES....................................................................................................................................6
2.3.1 – Checklist’s ...........................................................................................................................................6
2.3.2 – Fuel sampling ......................................................................................................................................7
2.3.3 – Refuelling ............................................................................................................................................7
2.3.4 – Engine Oil check and servicing ............................................................................................................8
2.4 – STANDARD OPERATION OF A/C SYSTEMS ..............................................................................................................9
2.4.1 – Lights ...................................................................................................................................................9
2.4.2 – Other systems .....................................................................................................................................9
2.4.3 – Fuel system .......................................................................................................................................10
2.5 – AIRCRAFT SPECIAL CARE...................................................................................................................................10
2.5.1 – Interiors .............................................................................................................................................11
2.5.2 – Exteriors ............................................................................................................................................11
3 – LIMITATIONS ...................................................................................................................................... 12
3.1 – WEATHER MINIMA .........................................................................................................................................12
3.1.1 – Surface wind conditions ....................................................................................................................12
3.1.2 – Operational Limitations ....................................................................................................................12
3.2 – AIRCRAFT LIMITATIONS ...................................................................................................................................12
3.3 – PROFICIENCY OR RECENT EXPERIENCE .................................................................................................................12
4. – NORMAL PROCEDURES ...................................................................................................................... 13
4.1 – BEFORE ENGINE START-UP ...............................................................................................................................13
4.2 – ENGINE START-UP ..........................................................................................................................................13
4.3 – AFTER START-UP ............................................................................................................................................14
4.4 – DEPARTURE BRIEFING .....................................................................................................................................14
4.5 – TAXI ............................................................................................................................................................15
4.6 – BEFORE DEPARTURE .......................................................................................................................................15
4.7 – TAKE-OFF AND CLIMB .....................................................................................................................................16
4.7.1 – Take-off decision ...............................................................................................................................16
4.7.2 – Take-off in crosswind conditions ......................................................................................................16
4.8 – SWITCH FUEL TANKS .......................................................................................................................................16
4.9 – APPROACH AND LANDING CONFIGURATION .........................................................................................................17
4.10 – ENGINE SHUTDOWN AND SECURING THE AIRPLANE .............................................................................................17
5 – OTHER THAN STANDARD FLIGHT MANOEUVRES .................................................................................. 18
5.1 - SLOW FLIGHT AND STALL ..................................................................................................................................18
5.2 – UNINTENTIONAL SPIN .....................................................................................................................................18
6 – EMERGENCY PROCEDURES .................................................................................................................. 19
6.1 – GENERAL INFORMATION ..................................................................................................................................19
6.1.1 – Airplane Alerts ..................................................................................................................................19
6.2 – ENGINE FAILURE DURING TAKE-OFF (BEFORE ROTATION) (REF. AFM 5.1) ................................................................19
6.3 – ENGINE FAILURE IMMEDIATELY AFTER TAKE-OFF (WITH RUNWAY STILL AVAILABLE) .....................................................19
6.4 – ENGINE FAILURE IMMEDIATELY AFTER TAKE-OFF (NO RUNWAY AVAILABLE) (REF. AFM 5.2) ........................................20
6.5 – IN-FLIGHT ENGINE RESTART (REF. AFM 6) .........................................................................................................20
6.6 – ENGINE SECURING (REF. AFM 4) .....................................................................................................................20
6.7 – FORCED LANDING WITHOUT ENGINE POWER (REF. AFM 8.1) ................................................................................20

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6.8 – TRIM SYSTEM FAILURE (REF. AFM 10.2) ...........................................................................................................21

7 – FLIGHT PREPARATION ......................................................................................................................... 21
7.1 – GENERAL INFORMATION ..................................................................................................................................21
7.2 – PREFLIGHT PROCESS .......................................................................................................................................22
7.3 – FLIGHT CALLSIGN ...........................................................................................................................................22
7.4 – AIRCRAFT TECHNICAL LOG (TECH LOG OR ATL) ...................................................................................................22
7.4.1 – ATL preflight information .................................................................................................................23
7.4.2 – ATL postflight information ................................................................................................................23
7.5 – FLIGHT LOG ..................................................................................................................................................24
7.6 – FLIGHT PLAN / FLIGHT ADVISORY ......................................................................................................................25
8 – BASE AIRDROME AND LOCAL PROCEDURES ......................................................................................... 25
8.1 – LPCO FACILITIES ............................................................................................................................................25
8.2 – LPCO AREA AND AIRSPACE ..............................................................................................................................25
8.3 – OVERFLYING OF COIMBRA CITY .........................................................................................................................26
8.4 – ACC FACILITIES IN AMBB AIRFIELD ...................................................................................................................27
9. – REFUELLING OUTSIDE LPCO ................................................................................................................ 27
10. – FLIGHT OPERATIONS DIRECTOR (DOV) CLOSING NOTE....................................................................... 28

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Abbreviations
Abbreviation Description
A/C Aircraft
AAL Above aerodrome level
ACC Aero Clube de Coimbra
AFM Aircraft flight manual
AFIS Aerodrome flight information service
AGL Above ground level
AIS Aeronautical information service
AMBB Aeródromo Municipal Bissaya Barreto
ATL Aircraft Technical Log
ATZ Aerodrome traffic zone
CAVOK Ceiling and Visibility OK
DOV Diretor de operações de voo (flight operations director)
DTO Declared training organization
EASA European Aviation Safety Agency
FCIF Flight Crew Information File
HOT Head of training
HR Hour
METAR Meteorological Terminal Air Report
MIO Manual de instrução e operações
MSA Minimum safe altitude / Minimum sector altitude
NAV Navigation
NM Nautical Miles
NOTAM Notice to Air Missions
OPS Operations
PIC Pilot-in-command
RWY Runway
SOP Standard Operating Procedures
TAF Terminal Aerodrome Forecast
T/O Take-off
TOR Take-off runway required
TORA Take-off runway available

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1. - Introduction to Standard Operating Procedures (SOP)

This SOP document provides guidance and standardization on the internal procedures
of an air operator. It provides guidance and description of actions to be executed by the
instructors, students and pilots to prevent different variations in training and operations. This
standardization provides a higher level of safety by minimizing the possibility of an error and
by so minimizing the risk of an accident or incident.

The use of SOP’s is highly advisable in way that the use of these procedures will
provide good habits and procedures by implementing tested procedures and flows that will
provide all the pilots useful information and knowledge on proper use of the airplane and all
the flight environment. This document will provide an overview on Coimbra Aero Club local
procedures, aircraft usage and local procedures at the base airdrome.

Aero Clube de Coimbra SOP is a document intended to be used to standardise air

operations and is mandatory to be adhered to by all pilots operating ACC’s aircraft. This
document cannot contradict the AFM which is always a paramount document.

2. - General Information
This document provides short description of procedures and rules that are effective
for the Tecnam P2008JC aircraft operated by Aero Clube de Coimbra.

Suggestions and requests for changes of the procedures or the document itself by any
instructor, pilot, student or support personnel will be the base for future improvements

2.1– Flight crew information files (FCIF’s)

In case of new information or updated information that does not justify a SOP
revision will be sent by email and published in a specific folder available to all pilots in the
operations room. All pilots should review the FCIF’s folder for any update and sign the
control sheet to confirm they took notice and will comply with it.

2.2- Relevant information and manuals

All relevant information and manuals regarding flight operations are made available
in the operations room on a cabinet prepared for that purpose. A version of the SOP’s will
be sent via email to all ACC active pilots.

2.3 – Preflight procedures

2.3.1 – Checklist’s
• Checklists must be carried on board the airplane
• Pilot should start every checklist by a call-out stating the name of the checklist
ex. “BEFORE START CHECKLIST” and after completing the checklist another

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callout stating the name of the checklist and the word COMPLETED ex.
“BEFORE START CHECKLIST COMPLETED”.
• Some items on the checklists are memory items that must be learned and
memorised and recalled during that specific phase of flight. The memory items
are presented in the checklist with light blue background .

2.3.2 – Fuel sampling

This procedure MUST be performed at least before the first flight of the day
To check for fuel contamination by any solid residue or water the pilot should:
1. If at LPCO grab an empty reservoir located inside the chemical’s cabin
2. Use the fuel tester located inside the aircraft document bag
3. Fill it with fuel from the valves located under each wing (Figure 1 below) and from
the engine compartment (Figure 2 below)
4. Check visually for water or solid contaminants
5. Drain the fuel into the container and repeat the procedure on the other wing and
engine compartment drain
6. If needed repeat the procedure until the fuel is clean
7. Drain the fuel from the container into the appropriate reservoir located inside the
cabin

Figure 1 Figure 2
Remember: Fuel is a contaminant hazardous to the environment, always dispose it in the
containers made for it.

2.3.3 – Refuelling
Before every flight the PIC must check the real amount of fuel on board by using the
provided fuel gauge. If refuel is needed contact the ACC, and a qualified person will provide
assistance on refuelling.

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To check the fuel quantity:

1. Take a ladder placed inside the chemical’s cabin
2. Open the fuel cap in the upper side of the wing
3. Place the gauge inside until it touches the bottom of the tank
4. Remove it and read the amount of fuel
5. Repeat for the other wing tank
The gauge is marked in quarters, each tank is capable of 62 litres in its full capacity

To refuel the aircraft by taxing with the engine running, always approach the fuel truck
parallel (as depicted by the blue arrow on the image below) to it. Never point the aircraft to
the fuel truck with the engine running.

Fuel Truck

2.3.4 – Engine Oil check and servicing

To check the engine oil quantity on Rotax engines the following procedure should be
adopted:
1. Ensure ignition selector is OFF, ignition key is out and Master switch is OFF.
2. Open right hand side engine cowling and open the oil reservoir cap
3. Keep the oil reservoir cap into a safe place, avoiding it to fall inside the engine
compartment or on the ground.
4. Rotate the propeller until a burping sound is heard
5. Check oil level. It must be within min and max marks.
6. If needed service oil without exceeding the maximum limit.
7. Put back the oil reservoir cap.
8. Close the engine cowling and verify that the latches are properly closed and
adjusted.
In case the engine is cold do not refill the oil until the max limit to prevent overfill

Always make sure you service the engine with right oil that is
Aeroshell Sport Plus 4

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2.4 – Standard operation of A/C systems

2.4.1 – Lights
System Operation
NAV Light Turn on before engine start; turn off after engine shut down
Turn on:
• When entering the runway
• Before starting up the engine
Strobe Lights
Turn off:
• After vacating the runway
• After engine start
Turn on:
• When leaving the parking area
• During taxi
Taxi Light Turn off:
• At holding point
• Before take-off
• After stopping in parking area
Turn on:
• For take-off
• For landing
Landing Light
Turn off:
• After take-off at 300 ft AAL
• After landing and before vacating the runway

2.4.2 – Other systems

System Operation
Used for take-off, landing, when switching fuel tanks and when fuel
Fuel pump
pressure is low
Turn on:
• In condition of visible moisture
Pitot heat
Turn off:
• On the ground
Only used for cold engine start-up
Engine choke If used – turn off after checking oil pressure
prolonged use of choke may lead to an engine failure
Turn on:
• When descending on low throttle setting
• On conditions of high possibility of carburettor icing
Carburettor heat Turn off:
• On the ground
• On short final
• For take-off / go around

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2.4.3 – Fuel system

The fuel system is designed with 2 independent fuel tanks with 62 litres capacity
each integrated in the wing box, and a selector valve that opens the fuel line related to the
corresponding tank directing the fuel to the engine carburettors.
The fuel is supplied to the engine mainly by gravity with a mechanical fuel pump
although a booster electric fuel pump actuated by the pilot can be energized providing a
backup in case of failure of the mechanical fuel pump.
The Electric fuel pump must be turned on in critical situations or aircraft attitude
(slow flight, stalls, take-off, landing, etc) providing increased safety margin on the system.
As depicted on the image below fuel return line is only connected to the left tank so
it will be normal that when the RH tank is in use the unused fuel will flow to the left tank

For complete fuel system description refer. to AFM 7.8.

2.5 – Aircraft special care

All pilots must adopt a good conduct and a respectful posture to ensure that
damage to the aircraft is prevented and it is always kept in a good condition so others may
enjoy a pleasurable experience flying our aircraft.

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2.5.1 – Interiors
Special care should be taken not to leave the headsets, kneeboards or other items in
places that may damage the surface (ex. over the glareshield, hanging on the throttle lever,
etc.).
The flight displays should only be cleaned by using the appropriate clean cloth to avoid
scratches and dents to these displays.
Seat belts in Tecnam P2008JC are very long, and the loose end tends to drop outside
the door before its closure. It very important that the pilot verifies that the entire seatbelt is
inside the cabin before closing the door, in case of this verification being forgotten a strong
noise of the belt flapping and hitting the fuselage will be heard after the A/C gains speed. The
pilot must remain calm and address the situation the best possible way maintaining all time
the A/C under control.

2.5.2 – Exteriors
Always check that the engine cowling is fully seated, and locks are fully engaged
(picture below). In case of mis closing the locks, the cowling may open during flight and
obstruct the pilot vision forward.

Windshield cleaning must be made with disposable soft cloths to avoid scratching
the surface.

Always ensure before leaving the aircraft that windows are closed with opening
facing down, the tiedowns are with appropriate tension and restraining the A/C and parking
brake is disengaged.

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3 – Limitations

3.1 – Weather minima

For flights operated under the PT.DTO.002 refer to the Aero Clube de Coimbra’s
operations and instruction manual (MIO) - Chapter XVI.

3.1.1 – Surface wind conditions

The following maximum surface wind limitations (including gusts) apply for ACC
operations.

Wind component
Headwind Crosswind Tailwind
Flight Instruction (Dual flight) 20 12 5
Student (Solo flight) 15 5 0
Pilot's with less than 100 h (PIC) 20 10 5
Pilot's with more than 100 h (PIC) Under the AFM limitations

Flights with flight instructor or student pilots under solo flight with windy conditions
exceeding the above speeds may be authorised by the head of training (HoT), however AFM
limitations are never to be exceeded. All pilots should bear in mind to only fly within their
capabilities and conditions with safety in mind at all time.

3.1.2 – Operational Limitations

AIRSPEED KIAS
VNE Never exceed speed 143
VNO Maximum Structural Cruising Speed 111
VA Design Manoeuvring speed 98
VO Operating Manoeuvring speed 98
VFE Maximum flaps extended speed 70

3.2 – Aircraft limitations

In case any doubtful conditions regarding the airworthiness are noted on the
aircraft, the flight should be cancelled, and the pilot must contact the responsible person on
the ACC management board reporting the matter, so that the correct action is carried out.

3.3 – Proficiency or recent experience

ACC has a proficiency or recent experience policy which must be followed by all
pilots operating our aircraft and according to the table below. The proficiency criterion
applies to each aircraft of ACC fleet and every pilot must comply with this criterion to fly the
aircraft.
In case the pilot does not meet the required criterion, a request for an adaptation or
readaptation on A/C shall be addressed to the indited person on ACC.

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The flight operations director (DOV) is the only person capable to permit any
deviation or waiver on the proficiency criterion, and a special request must be addressed to
him/her. All situations will be analysed individually. The DOV may, at any given time,
request a pilot to perform an adaptation or check flight and prohibit any pilot from flying as
a consequence of disciplinary or safety violations.

Pilot Total Flight Time Proficiency on A/C

Up to 100 hrs 30 days
More than 100 hrs and up to 200 hrs 45 days
More than 200 hrs 60 days

4. – Normal Procedures
All flight operations at ACC should be performed according to the checklist approved
by the ACC and in force. The use of any other checklists is not allowed.
Items in the checklist with light blue background are memory items
which should reviewed and known by heart and applied using memory.

4.1 – Before engine start-up

Before engine start up the pilot must turn on the battery master switch and avionics
master to ask for clearance for start-up or in case of being in an uncontrolled airfield advise
on the frequency in use of the intentions to start the engine.

Always start the engine with avionics master switch off. Failure to comply with this can
harm the radios and avionics of the aircraft

For before engine start-up procedure refer to ACC Normal procedures checklist N-9.

4.2 – Engine start-up

Set parking brake by pushing both brake pedals down and moving the parking brake lever
(located on the centre pedestal left side) backwards as shown on the picture below.

Before engaging the starter, visually check the area around the aircraft and shout
“CLEAR PROP”

For engine start-up procedure refer to ACC Normal procedures checklist N-10.

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4.3 – After start-up

After good engine start, it is time to set all navigation settings and avionics for flight
while the engine reaches an acceptable temperature for taxiing.

4.4 – Departure briefing

Departure briefing is a crucial part of the departure phase as it helps the crew to
refresh critical and emergency procedures which should be known by heart and prepare the
crew on each individual tasks, even in solo flights the departure briefing should be
performed as it is the best way to set the mind and prepare in advance in case of any
emergency.
This briefing may lead to a decision to cancel the flight regarding safety, weather
conditions or operational restrictions critical to the safe conduct of the flight.
The departure briefing should be performed without other duties being performed
at the same time so that everyone will be fully focused. The briefing should be announced
loud and clear by the callout “READY TO COPY DEPARTURE BRIEFING?”. The other crew
member shall state if ready or ask PIC to wait. The departure briefing should be adjusted to
the current conditions and should contain the following parameters:

1 Charts Discuss A/C configuration and departure plan

• Runway in use
• TORA, RWY conditions and TOR
• Aircraft configuration
2 Emergencies Discuss the procedures in case of a malfunction during
the departure phase
• Before rotation (rejected take-off)
• After rotation with runway available
• After rotation without runway available
• Minimum altitude for turnback procedure (min
500’ AAL)
3 Terrain Discuss terrain and obstacles that may be a factor
during departure phase
• MSA
• Obstacles
4 Weather Discuss actual weather conditions and the
requirements for the departure phase and initial part
of the route
• Wind / Crosswind tolerance
• Cloud base
• Other relevant factors (ex. Wet runway, etc.)
5 Operational Discuss operational items that may affect the flight
• NOTAMS
• Sunset/sunrise
• Airfield closure time
• Intentions after departure
• Other threats (ex. first flight after long stop, etc)

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After the departure briefing items being addressed, the pilot in command should ask
the crew if they have any questions or suggestions and finish the briefing with the callout
“DEPARTURE BRIEFING COMPLETED”.

Departure briefing example:

• Left departure LPCO on runway 34, Left side departure, aircraft configuration
will be standard flaps T/O, rotation speed 50kts and climb at 70kts,
• Emergencies: in case any malfunction before rotation reject take-off and
apply brakes; after rotation with runway still available land straight away
expect overrun; after rotation without runway available select a field 30º
each side and be prepared for a forced landing
• No obstacles on our departure route,
• The wind is 320/5 within limits, CAVOK
• There is a NOTAM stating AFIS is unavailable in LPCO all comms should be
made blind, after departure we’ll proceed north expect to contact Lisbon
information
• Do you have any questions or suggestions?
• DEPARTURE BRIEFING COMPLETED

4.5 – Taxi
In the initial part of the taxi, brakes should be tested as soon as possible. The pilot
flying should ask the other crew member “CHECK YOUR BRAKES” and check his own side as
well. During taxi flight instruments should be checked for normal indications.

Always check left and right side before starting the taxi and on reaching
interceptions to avoid collisions with other aircraft, personnel or equipment.

Turn Left/Right and verify:

• Turn coordinator displaced to the side of the turn
• Ball displaced to the opposite side
• Heading decreasing/increasing accordingly
After completing the instrument check, pilot should use the callout “INSTRUMENTS
CHECKED”

Remember: Taxi on LOW POWER setting or idle, so it is not necessary to constantly use
the brakes. Continuous pressing of the brakes leads to excessive wear of brake pads and
may lead to brake failure.

4.6 – Before departure

On holding point or when convenient before departure engine should be checked by
performing an engine run up according to AFM

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After receiving clearance to line up or depart and before entering the runway turn
the strobe lights and the transponder on and visually check if runway and approach sector
are clear of traffic and callout “RUNWAY AND APPROACH SECTOR CLEAR”.

For before take-off procedure refer to ACC Normal procedures checklist N-13.

4.7 – Take-off and climb

The take-off phase should be performed by setting throttle to 1650 rpm with brakes
still applied. If all engine parameters remain normal, brakes should be released, full throttle
set and a callout should be made “T/O POWER SET”

Remember: Completely remove the feet from the brakes in the take-off phase
failure to do this may lead to low speed development and to a runway overrun.

After aircraft accelerate and reach around 30 kts, callout “AIRSPEED ALIVE”
At Vr gently pull the control column and when positive rate of climb apply brakes.
After reaching 300’ AAL reduce engine rpm at or below 2250 rpm and complete the
checklist using the memory items.

Engine is limited to maximum Prop RPM (above 2250 rpm) for only 5 minutes, do
not exceed this time in full throttle.

4.7.1 – Take-off decision

If there is any evidence of an A/C malfunction before rotation set power idle and
immediately abort T/O and use the brakes to stop the aircraft without skidding.

If a decision to abort the T/O is made DO NOT CHANGE THE DECISION

4.7.2 – Take-off in crosswind conditions

If the take-off is to be performed in crosswind conditions the pilot should:
• Keep ailerons deflected upwind during the take-off run
• Maintain runway heading with the rudder
• Maintain nose wheel on the ground until reaching 50 kts
• After rotation crab into the wind to maintain runway centerline track

4.8 – Switch fuel tanks

Fuel tanks should be changed every 30 min, Garmin G3X is set to advise with a visual
and aural alert, but every pilot should keep monitoring the tank change in case of an
avionics fault.
The procedure to switch fuel tank should be as follows:
1. Fuel Pump - ON

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2. Fuel Pressure - RISING

3. Fuel Selector - CHANGE FUEL TANK (Without lifting the guard)
4. Fuel Pressure - NORMAL
5. Fuel Pump - OFF (after 2 minutes)
6. Fuel Pressure - KEEP MONITORING

If fuel pressure drops below green area after switching tanks try to regain pressure
by verifying FUEL PUMP – ON, in case of pressure not rising switch to the previous tank

4.9 – Approach and landing configuration

A/C configuration for approach and landing should be made abeam the touch down
zone on the downwind leg. It is extremely important to reduce speed to 70 kts before
extending the flaps. The full flap position should be engaged only when established on final
and not below 300 AAL.
After the main wheels touch the ground, pilot should maintain enough back pressure
on the control column to maintain the nose wheel off the ground until the aircraft
decelerates.
Standard configuration for approach and landing in ACC is as follows:

Flight phase Place (example) Configuration

Speed - 70 kts
Fuel pump - ON
Downwind leg Abeam touch down Carb. Heat - ON
Landing Light - ON
Flaps - T/O
Speed - 60 kts
Approach Final Flaps – As Reqrd.
Carb. Heat – OFF
Final Check – COMPLETED

It is mandatory to check carburettor heat is OFF before landing, failure to do so may

cause a risk of low engine power in case of a go around or a touch and go procedure.

Speed over threshold should be reduced to 60 kts in Flaps LAND configuration and
65 kts in Flaps T/O

Remember: Always adjust speed and aircraft configurations to actual conditions.

4.10 – Engine shutdown and securing the airplane

Perform the engine shutdown procedure in accordance with AFM and checklists.
When leaving the cockpit ensure that:
1. All switches - OFF
2. Parking brake - ON

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When leaving the A/C ensure that:

3. Wheel chocks - SET

4. Pitot cover - SET
5. All documents - TAKEN
6. Trash and debris - REMOVED FROM THE AIRPLANE

Always press the brake pedals down and maintain the pressure setting the parking brake
to LOCK. If this procedure is not respected the parking brake will not be engaged.

5 – Other than standard flight manoeuvres

5.1 - Slow flight and Stall

Minimum parameters and special precautions must be assured before performing
slow flight and stall manoeuvres.

• Altitude – Not less than 2000ft above the highest obstacle in the area
• Configuration – Check proper flap setting trim and doors secured
• Cockpit – All loose objects secured, and seatbelts tightened
• Engine – Check engine instruments (green sector), Fuel Pump must be ON
and Carb. Heat should be used as required
• Area – Urban or populated areas must be avoided, emergency landing
spot must be available and briefed
• Airspace – Free with no other traffic around.

It is strongly advised to only perform slow flight and stall with a qualified FI on board.

5.2 – Unintentional Spin

If unintentional spin occurs pilot should remain calm and apply the spin recovery
procedure:

1. Throttle - IDLE
2. Rudder - FULL (in OPPOSITE direction of rotation)
3. Ailerons - NEUTRAL
As rotation stops:
4. Rudder - NEUTRAL
5. Stick - PULL SMOOTHLY (to level flight)
6. Throttle - 2000 RPM

Intentional spins are forbidden in Tecnam P2008JC.

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6 – Emergency Procedures

6.1 – General information

In case of encountering any uncertain, abnormal, or emergency situation, every pilot
should remember to ALLWAYS:

• Keep Calm
• Fly the airplane
• Navigate the airplane
• Analyse the situation and possible options
• Follow the correct procedures
• If circumstances allow, inform the ATS about the situation

6.1.1 – Airplane Alerts

Tecnam P2008JC has alert lights located in the instrument panel, with the following
colours and meaning:

GREEN Indicate that pertinent device is turned ON

AMBER Indicate no-hazard situations that must be considered and which require a proper crew action
RED Indicate emergency conditions

All the emergency procedures are stated in AFM section 3 the most critical should be
known by heart.

6.2 – Engine failure during take-off (before rotation) (Ref. AFM 5.1)
If engine fails before rotation the pilot should:
1. Throttle - IDLE
2. Rudder - MAINTAIN HEADING CONTROL
3. Brakes - APPLY (as required)

When safely stopped perform engine securing checklist

6.3 – Engine failure immediately after take-off (with runway still available)
If engine fails immediately after take-off with runway still available, pilot should:
1. Throttle - IDLE
2. Pitch - DOWN
3. Flaps - AS REQUIRED (recommended FULL FLAPS)
After safe on the ground
4. Rudder - MAINTAIN HEADING CONTROL
5. Brakes - APPLY (as required)

When safely stopped perform engine securing

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6.4 – Engine failure immediately after take-off (no runway available) (Ref.
AFM 5.2)
If engine fails immediately after take-off with no runway available, pilot should:
1. Best glide speed - SET
2. Find a suitable landing place (30º each side)
3. Flaps - AS REQUIRED (recommended FULL FLAPS)
At or right before touch down
4. Throttle - IDLE
5. Engine securing - PERFORMED

6.5 – In-Flight engine restart (Ref. AFM 6)

If engine fails during flight with enough altitude, pilot should:
1. Best glide speed - SET
2. Carb. Heat - ON
3. Fuel Pump - ON
4. Fuel quantity indicator - CHECK
5. Fuel selector - CHANGE TANK (if not empty)
6. Ignition key - BOTH
7. Ignition key - START
8. Throttle - AS REQUIRED
If successful engine start land as soon as possible.

If unsuccessful engine start

9. Engine securing - PERFORMED
10. Find a suitable landing place applying - FORCED LANDING PROCEDURE

6.6 – Engine securing (Ref. AFM 4)

To secure the engine pilot should:
1. Throttle - IDLE
2. Ignition key - OFF
3. Fuel selector - OFF
4. Electrical Fuel Pump - OFF
5. Generator Switch - OFF

6.7 – Forced landing without engine power (Ref. AFM 8.1)

1. Flaps - UP
2. Airspeed - 71 KIAS
3. Find a suitable landing place plan to approach upwind
4. Fuel selector - OFF
5. Electrical Fuel Pump - OFF
6. Ignition key - OFF
7. Safety belts -TIGHTEN
When landing is assured
8. Flaps - AS REQUIRED
9. Alternator and master Switch - OFF

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6.8 – Trim system failure (Ref. AFM 10.2)

In the event of a trim jamming:
1. Breaker - CHECK IN
2. LH/RH trim switch - CHECK (correct position)
If jamming persists
1. Trim cutout switch - ON
2. Speed - ADJUST (control the aircraft without excessive stick
force)
3. Land as soon as possible

In the event of a trim runway:

1. Trim cutout switch - ON
2. Speed - ADJUST (control the aircraft without excessive stick
force)
3. Land as soon as possible

7 – Flight preparation

7.1 – General information

It is required for all pilots to comply with the procedures in force at ACC. All flights
departing Coimbra airfield (LPCO) must store a complete preflight process digitally in the
computer available in the operations room.
In case the flight departs from another airfield all pilots must present the preflight
process upon request by an ACC responsible person.

Failure to comply with these requirements may lead to a disciplinary action taken by
the ACC.
All pilots should save their flight process in a folder with the flight number (Nº Voo)
corresponding to the next available on the Callsign/Indicativos sheet available in the
operations room.
All flights must have a flight number (Nº Voo) (Circled red below)

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7.2 – Preflight process

It is mandatory that the preflight process contains the following data:

1. NOTAM valid for the period of the flight concerning the airfields used for:
Departure, landing, alternate and overfly and enroute NOTAM.
2. Up to date METAR’s, TAF’s or weather information for the desired departure
and landing fields (in case the airfield does not have their own meteorological
data, the closest available one should be used)
3. Aircraft Mass and Balance correct for the flight
4. Passenger Manifest: Information concerning the passengers of the flight and
authorization in case of being under 18 years old.
5. Callsigns sheet with the reference of your flight number.
6. Aircraft technical log filled with preflight data must be made and blue
detachable part must remain in the operations room together with the other
paper forms.
7. Any other relevant information.

Item 4 (passenger manifest), 5 (callsign sheet) and 6 (tech log detachable (blue)) are
hard copies so they must be placed in the appropriate folder in ops room (Picture below).

7.3 – Flight Callsign

Flight operating under ACC must use a callsign “Mondego” followed by the 3 digit
number which is the member number.
Ex. – ACC member 82, Nuno Carneiro uses callsign MOD082 - Mondego082

7.4 – Aircraft Technical Log (Tech Log or ATL)

For the maintenance control and aircraft serviceability an aircraft technical log is
used. The ATL must be inside the aircraft during all flights and the detachable part filled
with the preflight information placed together with the flight manifest in the appropriate
folder kept at the operations room.
The ATL has 100 quadruplicated sheets. It is possible to introduce 4 flight sectors per
sheet. In case of more sectors are flown in the same day another sheet should be started.

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Each sheet refers to 1 flying day only, even if not all four sectors are used.
If flights are made on different days a new sheet must be opened.

Further information and ATL filling guidance is available at OPS room, on digital
document section and sent by email to all members.

7.4.1 – ATL preflight information

Fields highlighted in green (picture below) should be filled in the preflight phase.
After the completion of the preflight part of the ATL the blue detachable bit should
be removed and placed together with the other paper documents.

7.4.2 – ATL postflight information

Fields highlighted in blue (picture below) should be filled after the completion of the
flight.

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7.5 – Flight Log

Although not mandatory, it is strongly advisable for the pilots to fill the Flight Log
sheet and attach it to the process by the end of the flight.

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7.6 – Flight Plan / Flight advisory

The flight plan is mandatory for flights leaving LPCO ATZ operating outside the
working areas north and south.
In case of local flights within LPCO ATZ or working areas north and south, a flight
advisory should be filled and delivered to the AFIS operator (AITA) or LPCO Airdrome
designated person.
Several ways of filling the flight plan are available, although the digital platform
filling is the Portuguese AIS recommended and ACC’s OPS preferred option.
Although not mandatory it is strongly recommended that the pilots give notice to
ACC’s OPS about the flight intentions by sending the filled flight plan to the following e-mail
[email protected] .

8 – Base airdrome and local procedures

8.1 – LPCO facilities

LPCO is the main base of operations of ACC and ACC flight school PT.DTO.002, and
therefore all pilots should be familiar with the local layout and procedures in this facility.

The aerodrome Bissaya Barreto is located 4 NM South-West of Coimbra city south of

Mondego river, with a single runway with a length of 923 meters and a single apron.

LPCO Charts and additional information can be found in Portuguese AIS Manual VFR
Aerodromes https://ais.nav.pt/docs/AIS/aerodromos/coimbra.pdf?sfvrsn=38.

8.2 – LPCO area and airspace

The Coimbra ATZ surrounding area is airspace class G although caution should be
exerted due to the close proximity of military reserved airspace class D, 5NM to the west
(LPR60B – Monte Real) and 13NM to the north (LPR40B - Ovar).

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For training flights and manoeuvre training, areas named Working Area North and
South must be used. As depicted in red on the picture below.

8.3 – Overflying of Coimbra city

To overfly the city of Coimbra the PIC should fly at a height and flight profile which in
case of an engine failure or malfunction would enable an emergency landing without danger
to people or property on the ground and complying with EASA and national rules and
regulations regarding low flying.

With that in mind Coimbra city should not be overflown at an altitude below 1700
feet MSL. The ACC suggested route is depicted below in red.

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8.4 – ACC facilities in AMBB Airfield

ACC has several facilities available for the members to create a better operational
environment such as Fuel (AVGAS 100LL) and a support material in a small hutch called
“casa dos óleos” located in the airside as circled in blue on the Picture below.

Inside this hutch are available for use:

• Jerricans for the AVGAS 100LL Waste
• Ladder
• Cleaning paper tissues
• Garbage can
• Chemical product safety information sheets
• Coolant for Rotax engines
• Engine Oil for both Rotax engines and Lycoming engines

9. – Refuelling outside LPCO

If refuelling is needed outside our local facilities, the pilot must ask for an invoice
under ACC’s name with the tax information on it, and an email should be sent to
[email protected] requesting the refund.
ACC will refund the pilot the fuel uplifted outside LPCO at the current ACC fuel cost
price.

Aero Clube de Coimbra

Aeródromo Municipal Bissaya Barreto 1º andar
3040-751 Cernache, Coimbra
VAT: 501 490 442

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10. – Flight operations Director (DOV) closing note

The purpose of this SOP’s is to create a material of study and reference to the ACC’s
operations and procedures, to provide some additional explanations on some specific
aircraft systems and facilities available and above all provide a common standard to all
pilots flying under ACC OPS.
It is an objective of ACC OPS to standardize the operations providing all pilots an
operation quoted with high standards which will improve the pilot’s skills and make a huge
contribution to the safety of all operations.
The wishes of ACC are that all pilots, friends and members feel comfortable and
supported on the flight operations and the doubtful situations are mitigated and safety
increases daily.

Since 1976, onward.

Nuno Miguel Carneiro

ACC DOV

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