Takeoff, climb, cruise and descent procedures will remain essentially unchanged.
The standard takeoff and initial climb (including close-in noise-abatement climb) profiles will remain unchanged. Takeoff power will be made by the main reaction (turbo Fan or Prop) engines, the same V-speeds that are currently used will remain in place. The differences of this approach will only matter after the second segment climb is complete.
Once clear of obstacles, the aircraft will accelerate to a cruise-climb speed where the Static Pressure Thrust propulsion will maximize aircraft efficiency and therefore excess power.
During cruise flight, the SPT propulsor will continue to maximize efficiency and the main reaction engines will put out significantly less power once cruise altitude and speeds are attained.
Aircraft handling will remain unchanged. If the aircraft enters an overspeed condition, reducing power of the main reaction engines will cause deceleration just like on the stock aircraft.
In the event of an Emergency Descent, the SPT propulsor will be reduced to idle power just as the main reaction engines will. Without sufficient power, the SPT aerodynamic geometry will create massive amounts of drag due to lots of completely separated airflow. This is much like the aerodynamic effect of speedbrakes being deployed on the upper surface of current wings, significant airflow separation causes significant drag.
If the SPT Boundary Layer Control turbine engine fails, aircraft stability and control will remain unchanged. Aircraft performance will be decreased but to a lesser degree than in the event of a main reaction engine failure.
The aircraft will be able to fly under a ferry permit without any SPT functionality.