Operational Procedures

Airline operational procedures turn the rules and the aircraft's capabilities into a safe, repeatable way of flying: standard operating procedures, dispatch with defects, de-icing, low-visibility operations and the response to the serious emergencies every airline pilot trains for.

1. Standard operating procedures

• The pilot flying (PF) controls the aircraft; the pilot monitoring (PM) handles the radio, checklists and monitoring – the roles are agreed in the briefing.
• Standard callouts (for example "80 knots", "V1", "rotate", "positive climb – gear up", "100 above – minimum") keep both pilots in the same picture.
• A stabilised approach is required by 1,000 ft in IMC (500 ft in VMC): on the correct path, in the landing configuration, at the right speed and thrust, with the checklist complete. If not – go around.

2. Dispatch with defects

• The MEL says what may be inoperative for departure and under what conditions: an "(M)" item needs maintenance action, an "(O)" item an operational procedure by the crew.
• Each item has a rectification interval (categories A to D) – the time it may stay unrepaired.
• Defects found after take-off are handled with the abnormal checklists; the MEL applies to the next departure.

3. Winter operations: de-icing and anti-icing

• The clean aircraft concept: no take-off with frost, ice or snow adhering to the wings, tail or control surfaces.
• De-icing removes contamination (heated Type I fluid); anti-icing protects for a limited time (Type II or IV thickened fluid).
• The holdover time is how long the fluid protects in the current precipitation and temperature. If it runs out before take-off, the aircraft must be inspected and possibly treated again.

4. Low-visibility operations

• Low-visibility procedures (LVP) at the airport protect the ILS critical areas and control ground traffic; they must be in force for CAT II/III approaches and low-visibility take-offs.
• The crew and aircraft must be qualified, and the required equipment working (autoland, autothrust, radio altimeters, etc.).
• RVR is reported for touchdown, mid-point and stop-end; the controlling value for the approach is normally the touchdown RVR.

5. Rejected take-off

• Below about 80–100 kt: reject for any significant problem.
• Above that, up to V1: reject only for major problems – engine failure or fire, a warning that makes the aircraft unsafe to fly, a blocked runway.
• After V1: continue the take-off and handle the problem in the air.
• Actions: thrust idle, reversers, maximum braking (autobrake RTO), stop on the runway, then assess – evacuate if necessary.

6. Wind shear

• Reactive ("WINDSHEAR, WINDSHEAR") and predictive ("WINDSHEAR AHEAD") warnings.
• Recovery: maximum thrust (TOGA), pitch towards the flight director or about 15° and follow the stall protection, speed brakes retracted, do not change the gear or flap configuration until clear, and follow the flight path guidance.
• Avoid it: delay take-off or approach when wind shear or microbursts are reported.

7. TCAS and terrain warnings

• TCAS RA: follow it promptly and smoothly – within about 5 seconds – even against an ATC instruction; never manoeuvre opposite to the RA; tell ATC "TCAS RA"; return to the clearance when "CLEAR OF CONFLICT".
• EGPWS "PULL UP": autopilot off, maximum thrust, pitch up to the stall protection or stick shaker, wings level, speed brakes retracted – until the warning stops.

8. Depressurisation and emergency descent

1. Crew oxygen masks on and establish crew communication.
2. Descend: turn off the airway if needed, thrust idle, speed brakes out, descend at maximum speed (or slower if there is structural damage) to 10,000 ft or the minimum safe altitude if higher.
3. Squawk 7700, declare MAYDAY, passenger oxygen on.
4. At the lower level: assess the damage, the passengers and the fuel, and plan a diversion.

9. Fire and smoke

• Engine fire: thrust idle, fuel off, fire handle pulled, discharge the first bottle, the second after 30 seconds if the fire continues; land at the nearest suitable airport.
• Smoke or fumes: oxygen masks on, identify and isolate the source if possible, and plan an immediate landing – fires on board can become uncontrollable in 15–20 minutes.
• Lithium battery fires in the cabin: extinguish (halon), cool with water or non-alcoholic liquid, and keep the device isolated.

10. Other procedures

• Evacuation: on the commander's command, within 90 seconds with half the exits (the certification standard).
• Ditching: land parallel to the swell, gear up, into wind where possible.
• Overweight landing and fuel jettison when an early return is needed.
• Incapacitation of a pilot: take control, secure the incapacitated pilot, declare an emergency, and land at the nearest suitable airport.

Flying it at Levant

Fly every Levant flight with the full SOP: briefings, callouts, a stabilised approach and a go-around if it is not. Practise the emergencies above in the simulator one by one, until the memory items are automatic – a rejected take-off, an engine failure after V1, an emergency descent and a wind shear escape.

Check yourself

1. By what height must an approach be stabilised in IMC? 1,000 ft above the runway.
2. An engine fails just after V1. Reject or continue? Continue.
3. What must you not change during a wind shear escape? The gear and flap configuration.
4. What are the first actions in a depressurisation? Crew oxygen masks on and establish communication.
5. What does "holdover time" mean? How long the anti-icing fluid protects the aircraft before take-off.

Simulation training material. Real procedures follow the operator's manuals and the aircraft's checklists.