Operational Procedures

ATPL Ground School

Royhle Flight Training Academy
 Minimum Equipment List (MEL)
• MEL is found in operational Manual
• It is specified by the operator and approved by
the authority.
• It is defined as a list of equipment and systems
which may be inoperative for certain flight
conditions , with the intent that no flight can
be conducted with inoperative system and
equipment other than those specified.
 Master Minimum Equipment List
(MMEL)
• The MEL is derived from the MMEL.
• MMEL is established by the manufacturer and
it can be less restrictive than the MEL.
 Aeroplane De-icing and Anti-icing
• Deicing is the process of removing ice from an
airframe.
• Anti-icing is process where the formation of
ice on the airframe is prevented.
• A commander shall not commence take off
unless the external surfaces are clear of any
deposits of ice which may adversely effect the
performance of the airplane.
Approved Methods for the De-icing
• Application of the de-icing fluids
• Warming of the airframe by use of hot air
fluids (including taxi through systems).
• Manually sweeping the surface where frost
and light ice has accumulated
 Methods of De-icing
- One step Method: In this method de-icing and
anti-icing are carried out at the same time using a
combined de-icing and anti-icing fluid to both
remove frozen deposits and to protect the de-
iced surfaces for a limited period of time.
- Two step Method: involves a process of ice
removal followed by process of anti-icing
- Note: Fluid use in both process have “Holdover
Time” .
- Holdover time : is the effective time during which
the process of de-icing/anti-icing is active
 Types of de-icing and anti-icing fluids
a. ISO type I fluid (unthickened)
b. ISO type II fluid (thickened)
c. ISO type IV fluid ( thickened)
 Bird Strike Risk and Avoidance
• ICAO operates IBIS (ICAO Bird Strike Information System)
which is designated to collect and disseminate information
on bird strikes to aircraft.
• Apart from the obvious hazard of airframe damage , bird
strikes can cause loss of power if air intake of engines are
clogged , cooling system can fail if radiator cooling air
intakes are clogged, etc.
• In case of bird strike , the commander is to submit a written
report of incident after landing.
• Where birds are a continual risk to aeroplanes , airport
authorities set up bird control units (BCUs) employing
trained operatives and techniques to reduce the number of
birds visiting an aerodrome.
 Noise Abatement
• Noise abatement operating procedures are to be
established by operators for IFR operations in
accordance with ICAO PANS-Aircraft Operations
(Doc 8168)
• Where noise abatement is specified for take-off
the climb procedures for any one type of
aeroplane are to be the same for all aerodromes
(i.e. the noise abatement climb procedure for
787-400 at Heathrow is to be the same as at
Rome)
 The Conditions, the choice of R/w should
preclude consideration to noise abatement
 Procedures of Noise Abatement
• Procedure A: results in noise abatement
during the later part of the procedure
• Procedure B: provides relief close to the
airport.
Procedure A- Noise Abatement
Procedure B - Noise Abatement

Minimum Safe maneuvering Velocity

with Zero Flaps-Vzf
Fire and Smoke
Fire and Smoke
Fire and Smoke
 Decompression of pressurized cabin
• Decompression is defined as either
-slow decompression,
- Rapid decompression (or explosive)
 Slow Decompression
• A slow decompression is the failure of the
pressurization system to maintain the cabin pressure
where there has not been a failure of airframe.
• A slow decompression occurs where the pressurization
system cannot overcome the loss of pressure cause by
normally controllable vent/opening in pressure hull i.e.
leakage in pressure seal, not fully close pressure relief
valve or any inadequacy in pressure system.
• During slow decompression passenger will feel the
discomfort.
 Rapid (explosive) decompression.
• Rapid or explosive decompression results in
the cabin altitude quickly decreasing to
ambient pressure.
• This will only occur due t a catastrophic failure
of the pressure hull or the loss of a major door
or hatch.
Oxygen Requirement
 Windshear, Microburst and Wake
Turbulence
• Low altitude windshear is sudden change of wind velocity
along the final approaches path or along the runway and
along the take-off and initial climb-out path.
• Vertical Windshear: is the change of wind vector with
height.
• Horizontal Windshear: is the change of wind vector with
horizontal distance.
• Metrological Conditions associated with the windshear:
a. TS activity in CB clouds
b. the passage of front
c. a marked temperature Inversion
 Windshear, Microburst and Wake
Turbulence
• Effect of Windshear:
a. Abrupt displacement of aircraft from the fight path and need of substantial
control action
b. May cause damage to landing gear or a total catastrophe.
c. In one phase of windshear there will be decrease in headwind component
or an increase in tail wind component, results in less Indicated airspeed,
eventually lead to loss of lift and increase sink during approach phase. In
this case power has to be added to bring the aircraft speed to approach
reference speed.
d. Also there will be increase in headwind component and decrease in tail
wind component that will lead to increase in lift but it will be temporarily
as the energy gain will be compensated in lift and the indicated speed will
be reestablished.
e. Changes in IAS speed will keep on changing the AOA which may lead to
decrease in lift due to decrease in AOA which is not desirable near the
ground
 Windshear, Microburst and Wake
Turbulence
• Vital Actions to counter the lost of airspeed
caused by wind shear near the ground are:
a. Briskly increase the engine power.
b. Raise the nose to check the decent
c. Co-ordinate power and pitch.
d. Be prepared to carry out missed approach
Windshear, Microburst and Wake
Turbulence

Microburst
Wake Turbulence
 Security
• Bomb Threat
• In case of serious threat based on the
presence of bomb on board a pressurized a/c
and disregarding any fuel consideration- a/c
will descend to the flight level corresponding
to the indicated cabin altitude or the safety
altitude if higher and will take preventive
steps by putting a/c in approach configuration.
 Security
• Unlawful Interference
• Contracting state in which the unlawful
interference occurs has the responsibility to take
adequate measures of the safety of passengers
and crew of an a/c which is subjected to unlawful
interference until their journey is continued.
• Following an act of unlawful interference on
board an aeroplane submit a report of the act to
both local authority and the authority of the state
of the operation
 Security
• Unlawful Interference
• In addition to inform each state, whose citizen
are known to be on board , an aircraft the
state of the country in which aircraft has
landed after an act of unlawful interference
must immediately notify
- State of Registry of a/c
- State of Operation
- ICAO
Emergency and Precautionary Landing
• Safe Forced Landing: is defined as an inevitable
landing on land or sea from which one may
reasonably expect no injuries on board or on the
surface.
• In case of ditching cabin attendant will
- Have the passengers embark directly in life-rafts
- Prevent passenger movement which may impede
the airplanes floating ability.
- Ensure complete evacuation of aeroplane
Emergency and Precautionary Landing
• Following an emergency landing which will need
a escape from a/c will
- Remain on R/W
- Turn off all systems.
• For aeroplane having seating capacity of more
than 44 passenger , it must be shown by actual
demonstration that maximum seating capacity
including required number of crew member, can
be evacuated from the aeroplane to ground in
NINTY SECONDS.
Emergency and Precautionary Landing
• The attitude to be adopted by passengers , sitting
in travelling direction in case of emergency
landing are
- Legs, together and feet flat on the floor.
- Seat belt very tightly fastened
- Hand resting on forearms
• In event of precautionary landing ATC is
responsible for alerting emergency services
• In case of ditching FLAPS are DOWN and
LANDING GEARS are UP.
 Fuel Jettison
• In event of an emergency occurring when the
aeroplane mass exceeds the maximum landing
mass and the decision of the commander to
land as soon as possible , a system is fitted to
the aeroplane to dump fuel by a controlled
process. This system facilitates the fuel
jettison system.
 Jettisoning Procedure
• It must be done either over the sea, or above
10,000 agl.
• Exceptionally fuel may be jettisoned over 7000
ft agl in winter and 4000 ft agl in summer .
• If it unavoidable fuel may be jettisoned
anywhere
• In all case ATC is to be informed before
commencing jettisoning.
Transport of Dangerous Goods
Transport of Dangerous Goods
Runway Conditions and Hydro-planing
• Dry Runway: A dry runway is the one which is
neither wet or contaminated and includes those
paved runways which have been specifically,
prepared with grooves and porous pavements
and maintained to retain “effectively” dry braking
action even when moisture is present.
• Damp Runway: A runway is considered damp
when the surface is not dry, but when the
moisture on it does not give it a shiny apperance.
Runway Conditions and Hydroplaning
• Wet Runway: If the runway is covered with
water less than 3 m.m deep, or the surface
appears reflective but without standing water
patches , it is said to be wet.
• Contaminated Runway: : If the runway is
covered with water more than 3 m.m deep,
or the surface appears reflective but without
standing water patches , it is said to be
contaminated.
 Runway Conditions and Hydroplaning
• Aquaplaning, also known as hydroplaning, is a
condition in which standing water, slush or snow,
causes the moving wheel of an aircraft to lose contact
with the load bearing surface on which it is rolling with
the result that braking action on the wheel is not
effective in reducing the ground speed of the aircraft.
• In the case of the most common type of aquaplaning,
called dynamic aquaplaning (see below), a simple
formula (Horne's formula) exists for calculating the
minimum groundspeed for initiation of this type of
aquaplaning on a sufficiently wet runway based upon
tyre pressure where V = groundspeed in knots and P =
tyre inflation pressure in psi:V = 9 x √P
 Runway Conditions and Hydroplaning
• Types of Aquaplaning
• Dynamic aquaplaning is that which does not begin unless the groundspeed as given by Horne’s
formula above is exceeded. It leaves no physical evidence of tyre or runway surface.

• Viscous aquaplaning arises in the same way as dynamic aquaplaning, but only on abnormally
smooth surfaces such as touchdown zones contaminated with excessive rubber deposits, where it
may begin and continue at any ground speed. Typically, a small amount of water may mix with a
surface contaminant. a significantly thinner layer of contaminant is required in the event of viscous
aquaplaning, compared to that required for dynamic aquaplaning. It too leaves no physical
evidence on tyre or runway surface.

• Reverted rubber aquaplaning occurs when the heat of friction from a locked wheel in contact with
the surface causes the rubber to revert to its un-cured state and 'boils' the surface moisture into
steam. The pressure of the steam raises the centre of the tyre off the surface whilst the edges
remain in contact, forming a seal that temporarily traps the steam. The tyre will show clear
evidence of rubber reversion and the runway surface will be clearly marked with the path of the
wheels as a result of ‘steam pressure cleaning’ beneath the tyre. This is the only type of
aquaplaning which leaves physical evidence on the runway surface. It was much more common
before anti-skid units became widespread and usually only occurs to aircraft so fitted if an
emergency brake, which is applied directly rather than through the anti-skid units, is used.