TRAINING CIRCULAR: 11 of 2021

Date of Issue: 27.09.2021 Effective Date: 01 Oct 21

To: All Flight Crew (AIR INDIA EXPRESS)

SUB: PPC Checking Cycle ( Item 3.4) –Oct 2021 to Mar 2022
Dear All,

All items in 3.4- Normal and abnormal operations of systems under Item 3- Flight Manoeuvres and Procedures of
CA 40/ CA 41 IR Pilot Proficiency DGCA proforma are to be completed within a 3 year checking cycle and we
have spilt this checking cycle into six half yearly cycles and covering the items under 3.4.

In this regard, next half yearly checking cycle is from Oct 21 to Mar 22 and all crew will be checked for the following
items during this cycle during IR PPC checks.

Item Exercise

3.4 Normal and Abnormal Operations of following systems

3.4.0 Engine
3.4.1 Pressurization and Air Conditioning
3.4.2 Pitot/Static System
3.4.3 Fuel System

The date of commencement of the Cycle is on 01.10.2021 and the same ends on 31.03.2022.

All crew will be checked for the same systems as per current cycle.

The likely MEL scenarios are formulated as a guidance material for Trainers so that they are able to guide and
review some MELs to the crew during CRM LOFT/FSTD simulator session and to cover the abnormalities. The
same is enclosed herewith this circular to aid the trainees in their preparation. Additionally a set of questions on
the associated systems are also being attached. Trainers are encouraged not to ask beyond this list but are
advised to impart knowledge beyond these questions. Trainees are advised to come prepared with answers to
these questions.
For information and compliance of all Flight crew.
Issued By

Capt Om Kumar Singh

Deputy Chief Pilot (Training-Simulator Training),

Air India Express Limited

Guidance Material on MEL Scenarios for CRM LOFT and FSTD (PPC CYCLE OCT 2021 to MAR 2022)

The following MEL scenarios are mentioned below for the new training cycle from OCT 2021 to MAR 2022. Trainers
are advised to use it during the conduct of CRM LOFT/FSTD as a tool to enhance general awareness about MELs.

PRESSURISATION AND AIR CONDITIONING

QUESTIONS:
Q.1 Explain OFF SCHED DESCENT light logic

Q.2 When LAND ALT indicator flickers or blanks is it recommended to change/alter the display or enter a new
value?

Q.3 Before taxing out if PACK light comes on during recall, which MEL is to be referred?

Q.4 What is the function of pressure relief valves?

Q.5 Is there any limitation on thrust with DUAL BLEED light illuminated and why?

Q.6 Refer the QRH for CABIN ALTITUDE WARNING or Rapid depressurisation
As per step number 6 if cabin altitude is controllable , continue manual operation
What is manual operation? How is the pressurisation maintained after this step?

Q.7 As per Q.6 once the pressurisation is controlled manually what should be the procedure/action to be taken in
terms of outflow valve while landing ?

Q.8 While in Climb, you observe FLT ALT indicator goes blank , what will be the course of action? i) If cruise altitude
remains same as entered during preflight

Q.9 While in Climb, you observe FLT ALT indicator goes blank, what will be the course of action? i) If ATC gives a
higher altitude explain the course of action?

Q.10 What is aspirated TAT probe?

SCENARIOS:

Scenario 1: LEFT PACK INOPERATIVE (21-01-01-01)

i) REF MEL 21-01-01-01

ii) REF DDG 21-01-01-01
iii) REF FCTM 3.7

1. Our aircrafts are without the PATS Auxiliary Fuel Tanks (PATS Inc.is a worldwide manufacturer of
auxiliary fuel systems for VIP, commercial and special mission aircraft)

2. Left can be inoperative provided right is operative and:

a) Flight altitude remains at or below FL 250(except for ER operations). Hence the flight plan should be
made with cruising FL 250 or below and non EDTO.
b) Determine V1(MCG) based on engine bleed for packs OFF.
c) Determine takeoff performance based on packs AUTO.
d) For galley 4B or 4C food cart chiller installed, use only one chiller inflight. (Currently not available in our
aircraft)
e) Position the associated PACK switch to OFF.
f) Position the ISOLATION VALVE switch to CLOSE after starting engines.
g) If desired, for increased air flow when the flaps are extended (takeoff and landing), use the APU to supply
bleed air to the operating pack.

3. PRIOR to takeoff or landing

a) Engine No. 1 BLEED air switch to OFF
b) R PACK switch to AUTO

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Guidance Material on MEL Scenarios for CRM LOFT and FSTD (PPC CYCLE OCT 2021 to MAR 2022)

c) L PACK switch to OFF

d) ISOLATION VALVE switch to OPEN
e) Engine No. 2 BLEED air switch to OFF
f) APU BLEED air switch to ON

4. AFTER takeoff or landing

a) APU BLEED air switch to OFF
b) Engine No. 2 BLEED air switch to ON
c) ISOLATION VALVE switch to CLOSE
d) Engine No. 1 BLEED air switch to ON.
NOTE:

1. Aircraft should not be flown above FL 250 once despatched with this MEL
2. Verify weather(icing, etc) at the planned FL before despatch
3. Do not credit for take off or landing performance with packs off
4. Although thrust asymmetry is not expected as both bleeds are off, remain aware of any thrust asymmetry
while setting take off thrust just as one would during every take off. Check target N1 on Takeoff Ref page
1/2 and verify thrust asymmetry is within 0% to +1% N1

Scenario 2: THE PRIMARY PACK TEMPERATURE CONTROL SYSTEM INOPERATIVE (21-32)

i. Refer MEL 21-32

ii. Refer DDG 21-32
iii. FCOM 2.10.5

1. During recall if master caution, air cond and related PACK light comes on and extinguish on reset of
master caution, it indicates failure of either primary or standby pack temperature control. (Hence MEL 21-01-01-
01 will not be applicable here).
2. One system (primary or standby) on each pack may be inoperative provided remaining system on
associated pack is checked to operate normally.
3. For initial dispatch, do these steps to check normal operation of one of the temperature control systems
(Primary or Standby):
1. To recall, push the left or right system annunciator panel on the glareshield and observe that these lights
illuminate:
A. AIR COND
B. MASTER CAUTION
C. Associated PACK light.
2. To reset, push a MASTER CAUTION light on the glareshield and observe that these lights extinguish:
A. AIR COND
B. MASTER CAUTION
C. Associated PACK light.
NOTE: If the pack light remains illuminated even after pressing the master caution reset, it indicates a dual
failure of the pack temperature control system and hence despatch through this MEL 21-32 is not possible.
Hence MEL 21-01-01-01 will be applicable here.

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Guidance Material on MEL Scenarios for CRM LOFT and FSTD (PPC CYCLE OCT 2021 to MAR 2022)

PITOT STATIC SYSTEM

QUESTIONS:
Q.1 What is the maximum allowable in-flight difference between Captain and First Officer altitude displays for RVSM
operations?

Q.2 Which instruments among the following will become inoperative in case of static vents are clogged? options:
altimeter, airspeed indicator and vertical speed indicator

Q.3 How many pitot probes are there on B737-800?

Q.4 Are the static ports heated on B737-800?

Q.5 Will a DEU failure give a ALT disagree alert?

Q.6 What is an altimetry system?

Q.7 What does AOA disagree(amber) annunciation indicate?

Q.8 With IAS DISAGREE annunciation on PFD how much is the difference between Capt and FO airspeed?

Q.9 How much is the allowable altitude difference between CDS/standby at Sea level?

Q.10 In case of Airspeed Unreliable, can the ground speed available from FMC be used for cross checking?

SCENARIOS:

Scenario : AUXILIARY PITOT HEATER INOP (30-05-02-02)

i. Refer MEL 30-05-02-02

ii. Refer DDG 30-05-02-02

1 Except for ER operations beyond 120 minutes, may be inoperative provided:

a) Both Left and Right Pitot heaters operate normally, and

b) Airplane is not operated in known or forecast icing conditions.

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Guidance Material on MEL Scenarios for CRM LOFT and FSTD (PPC CYCLE OCT 2021 to MAR 2022)

FUEL SYSTEM

QUESTIONS:
Q.1 Is it recommended to open the crossfeed valve immediately after an in flight engine shutdown in order to
balance fuel?

Q.2 For EDTO operations ,when is the fuel crossfeed valve check done?

Q.3 In case of failure of all generators, is the centre tank fuel usable?

Q.4 What is Lateral and random fuel imbalance?

Q.5 Can the aircraft be despatched with the NGS system inoperative?

Q.6 You get FMC scratch pad message INSUFFICIENT FUEL, what does it imply and course of action needed as
per FCOM?

Q.7 You get FMC scratch pad message VERIFY GW AND FUEL, what does it imply and course of action needed
as per FCOM?

Q.8 How much fuel can be loaded in Main tank no.1 & 2 if centre tank contains more than 453 kgs?

Q.9 Under what conditions would the centre tank scavenge pump operate?

Q.10 What is the freezing point of JET A1 fuel?

SCENARIOS:

Scenario 1 : AFT FUEL BOOST PUMP(MAIN TANK) INOP (28-01-03-01)

i. Refer MEL 28-01-03-01

ii. Refer DDG 28-01-03-01

1. Except for ER operations beyond 120 minutes, one may be inoperative provided:

a) Both main tank forward pumps operate normally,

b) At start of takeoff, fuel quantity in associated tank is not less than 3,402 kg and

c) A minimum fuel quantity of 1,134 kg is maintained in associated tank.

d) Boost pump is deactivated.

2. Observe the Flight Manual limitations concerning lateral fuel imbalance. Plan fuel load to allow for the
appropriate minimum fuel. Range and/or payload restrictions may result.

3. The minimum fuel requirements with an inoperative aft fuel boost pump assures that the operative forward
fuel boost pump and suction feed inlet remain submerged during rotation to high nose up attitudes during takeoff
or go around.

4. In the event the second (forward) boost pump in a main tank fails, the engine will operate satisfactorily on
suction feed. With both tank No. 1 boost pumps inoperative, APU operation may become unreliable at altitudes
above 25,000 feet.

NOTE a:At high altitude, thrust deterioration or engine flameout may occur.

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Guidance Material on MEL Scenarios for CRM LOFT and FSTD (PPC CYCLE OCT 2021 to MAR 2022)

NOTE b:

i In order to avoid fuel imbalance, 1134 kg of fuel should be maintained in both main tanks for the
entire flight.

ii Thus the revised MRF for this sector will be OFP MRF+2268 kg of fuel

iii The MDF should also be increased by 2268 kg and plan diversion fuel accordingly.

iv Planning to increase the payload by 453 kg by organising maximum fuel imbalance is not
encouraged.

Scenario 2: FWD FUEL BOOST PUMP(MAIN TANK) INOP (28-01-03-02)

i. Refer MEL 28-01-03-02

ii. Refer DDG 28-01-03-02
1. Except for ER operations beyond 120 minutes, one may be inoperative provided:

a) Both main tank aft pumps operate normally,

b) At start of takeoff, fuel quantity in associated tank is not less than 2,177 kg and

c) A minimum fuel quantity of 817 kg is maintained in associated tank.

d) Boost pump is deactivated

2. Observe the Flight Manual limitations concerning lateral fuel imbalance. Plan fuel load to allow for the
appropriate minimum fuel. Range and/or payload restrictions may result.

3. The minimum fuel requirements with an inoperative forward fuel boost pump assures that the operative aft
fuel boost pump and suction feed inlet remain submerged during rotation to high nose up attitudes during takeoff
or go around.

4. In the event the second (aft) boost pump in a main tank fails, the engine will operate satisfactorily on suction
feed. With both tank No. 1 boost pumps inoperative, APU operation may become unreliable at altitudes above
25,000 feet.

NOTE a:At high altitude, thrust deterioration or engine flameout may occur.

NOTE b:

i In order to avoid fuel imbalance, 817 kg of fuel should be maintained in both main tanks for the
entire flight.

ii Thus the revised MRF for this sector will be OFP MRF+1634 kg of fuel

iii The MDF should also be increased by 1634 kg and plan diversion fuel accordingly.

iv Planning to increase the payload by 453 kg by organising maximum fuel imbalance is not
encouraged.

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