2015 CQT Questions:

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  1. 1.) What three conditions require you to perform a preflight exterior inspection?
    1.) Originating flight, aircraft change, or First Officer change.                  

    (AOM Chapter 6)
  2. 2.) What does an illuminated FAULT light indicate during the Fire/Overheat Warning Test when the Test Switch is moved to the OVHT/FIRE position?
    A detection loop is inoperative. 

    (AOM Chapter 16)
  3. 3.) How does the Captain verify the maintenance status is acceptable for flight?
    - All write-ups are properly deferred or cleared.

    - Aircraft systems and controls can be safely actuated and no maintenance repairs are in progress.

    - MEL/CDL items agree with remarks in the Dispatch Release.

    (AOM Chapter 6)
  4. 4.) How would you recognize a TR failure during your preflight in a classic?
    • - TR1 or TR2 Failure:
    • The DC ammeter on TR1 and TR2 would register zero amps
    • and the DC voltmeter would register 24-28 volts.

    • - TR3 Failure:
    • The DC ammeter on TR3 would register zero amps
    • and the DC voltmeter would register zero volts.

    - (FRM Chapter 6)
  5. 5.) Does the NG aircraft have any additional TR failure indication(s)?
    - Yes. The TR UNIT light will illuminate, indicating:

    •     - On the ground:
    •            - A single failure of TR1, TR2, or TR3.                                    

    •    - In Flight:
    •            - A failure of TR1, or A failure of TR2 & TR3.

    - (FRM Chapter 6)
  6. 6.) You’re preparing to depart BWI for an international destination. What documents must be on board?
    • - 10 General Declaration Forms (Nine copies, one original stamped),
    • - 4 Final Flight Manifests,
    • - International Forms Kit, and
    • - Crew Passports.

    - (IFOM Chapter 4)
  7. 7.) What kind of servicing and provisioning must you ensure has been completed before departing on an international flight?
    • - The aircraft must have:
    • 1 - lavatory &
    • 2 - potable water servicing, &
    • 3 - ice provisioning for the return leg.

    - (IFOM Chapter 4)
  8. 8.) The Dispatch Release will indicate whether you have been dispatched under Flag Operation or OpSpec A012. What will vary, depending on the method of dispatch?
    - Required Fuel Onboard at Takeoff.            

    (IFOM Chapter 5)
  9. 9.) You have a few minutes to study for your particular destination. Where can you find individualized Route Briefs for your flight?
    - EFB: MyMobile365 App, My Publications > International Operations > Route Briefs

    - SWALife: flight ops > international > International Training Items.

    - (No ref.)
  10. 10.) It’s the first flight of the day, and a seal is missing on a clear plastic container with two seals. Neither a SWA Mechanic nor a contract maintenance technician is immediately available. Can a Pilot replace the seal?
    • - Yes, if the other seal is intact.
    • - An entry in the WN-966 (Aircraft Security Checklist) or aircraft logbook is not required if only one seal is replaced.

    - (Ops Binder Chapter 2)
  11. 11.) You’re departing ABQ in a -700 on the FYSTA RNAV Departure, with RWY 21 as the active runway. Winds are calm, 32 degrees C, altimeter 29.73. The aircraft weight is 139.5. The Departure, OPC Takeoff Runway Output page, and the ALL ENG Climb Gradient Page are depicted below. Can you depart from this runway using this departure?

    Image Upload 1
    Image Upload 2
    • - You may not takeoff from RWY 21 in these conditions, the minimum climb performance is not met.
    • - Consider using another runway or another departure.

    - (No ref.)
  12. 12.) After completing OPC calculations and are prepared for pushback in your -700, the Operations agent boards some late passengers and says “Please add 3 passengers and three bags in the forward bin. Total count now 141.” Can you make the appropriate adjustments in the OPC, verify the count with the Flight Attendants, complete any briefings and push, or must you get a new Loading Schedule? What if you are in an 800?
    • - Yes, you can make the adjustments and push in a -700 (or a -300/500).
    • - If you are flying an -800, a new Loading Schedule is required.

    - (AOM Chapter 17)
  13. 13.) After pushing back, you are called on the Ops Frequency and informed “Your Zero Fuel Weight has changed. Ten late bags were added in the aft bin.” Shortly after that information, you receive an ACARS message from Dispatch informing you of the same change to the Zero Fuel Weight. Can you make the adjustments in the OPC and FMC and takeoff in a -700, or do you return to the gate for an amended Loading Schedule? How about in an -800?
    - You can make the adjustments and takeoff in all aircraft models.

    - (AOM Chapter 17)
  14. 14.) During your preflight on an originator, you discover a tripped circuit breaker behind the First Officer’s seat. You suspect it was tripped inadvertently the previous night by the terminating crew. Can you reset the circuit breaker and continue your preflight? What is the proper procedure?
    - The Flight Deck Crew should not reset a tripped circuit breaker on the ground until Maintenance has determined that it is safe to reset. Aircraft logbook documentation is required and includes one of the following:

    ° Any time a tripped circuit breaker is reset by a Flight Deck Crew Member, an Info-Only entry is required in the aircraft logbook. The Maintenance Controller’s name must be included in the entry.

    ° If Maintenance Control directs the tripped circuit breaker is not to be reset, the defect is entered into the logbook.

    - (AOM Chapter 3)
  15. 15.) During the Captain’s Flight Deck Preparation on an originator, the OFF light does not extinguish when the Flight Recorder Test Switch is moved to TEST. Is this a successful test? Should the OFF light be extinguished after the test switch is returned to the normal (guarded) position?
    • - No, this test is not successful.
    •    - The OFF light should extinguish when the test switch is moved to TEST. 
    •    - After returning the switch to the normal (guarded) position, the OFF light will be illuminated (with the engines shut down and AC power available).

    - (AOM Chapter 6, FRM Chapter 10)
  16. 16.) You’re at the gate with an inoperative APU and require a ground air start. Which engine will you start first? Why?
    - Engine #1, to minimize the hazard to the ground crew.            

    - (AOM Chapter 16)
  17. 17.) What is the minimum duct pressure required for the ground air start?
    • - 30 psi.
    • - Allow for a 0.5psi reduction per thousand feet above sea level.

    (AOM Chapter 16)
  18. 18.) What must be accomplished before placing the #1 generator online?
    - Verify with the Ground Crew that the towbar and nose wheel are aligned prior to placing the generator on the buses.            

    -  (AOM Chapter 16)
  19. 19.) After pushback is complete and the ground crew has departed, you determine a two-engine taxi is appropriate and need to perform a Crossbleed start.  What must the crew first do? How much Duct Pressure is required to start?
    • - Ensure the area behind the aircraft is safe to accomplish the crossbleed start.
    • - Advance thrust lever to obtain a minimum duct pressure is 30 psi (subtract 0.5 psi per thousand feet above sea level).            

    - (AOM Chapter 16)
  20. 20.) After pushback has commenced, do not make _____ or _____ power changes with the towbar connected.
    - Electrical or hydraulic            

    - (AOM Chapter 7)
  21. 21.) After the start of the first engine (through the rollback), what is the only After Start Flow item that is allowed prior to Pushback Crew departure?
    - Configure the air conditioning panel as appropriate for conditioned air.            

    - (AOM Chapter 7)
  22. 22.) You are starting the #2 engine. Before the start lever is raised to IDLE you notice no N1 rotation. You should:
    - Accomplish the Aborted Engine Start checklist in the QRC.            

    - (QRH/QRC)
  23. 23.) You have completed a normal pushback and start of the #2 engine. You elect to single engine taxi. How will you configure the Bleed Air control panel?
    • - Rt PACK Switch – AUTO/HIGH           
    • - Lft PACK Switch – AUTO/HIGH           
    • - Lft Engine BLEED Air Switch – OFF           
    • - APU BLEED Air Switch – ON           
    • - Rt Engine BLEED Air Switch – ON            

    - (AOM Chapter 7)
  24. 24.) During engine start, the START VALVE OPEN alert comes on and starts flashing. What is the proper procedure to deal with this problem?
    - Perform the QRH “Start Valve Open” checklist.            

    - (QRH Section 7)
  25. 25.) After pushback, if the taxi clearance is to a runway different from the runway planned in the FMC, what must be accomplished?
    - Program the correct runway in the FMC, confirm takeoff performance on OPC, re-accomplish the Departure Briefing, and conduct the Departure Plan Checklist

    (Accomplish this either prior to taxi or plan/coordinate to stop the aircraft prior to takeoff.)             

    - (FOM Chapter 8)
  26. 26.) After a two engine start, you decide to single engine taxi. Do the engine idle limitations for Engine Shutdown apply to a shutdown following ramp departure?
    - No.            

    - (FOM Chapter 8)
  27. 27.) During single and dual engine taxi use caution when exceeding the following recommended thrust values: ____ percent N1 congested ramps, ____ percent N1 non-congested ramps, and ____ percent N1 taxiways.
    • - 35,
    • - 40,
    • - 45.           

    - (AOM Chapter 8)
  28. 28.) You are planning a two engine taxi in hot weather. What is the recommended configuration for maximum cooling air to the Passengers?
    • - Both Pack Switches – AUTO/HIGH
    • - Isolation Valve Switch – CLOSED
    • - Left ENG BLEED Air Switch – OFF
    • - APU Bleed – ON
    • - Right ENG BLEED Air Switch – ON 

    - (AOM Chapter 15)
  29. 29.) During taxi out, you incur a significant ground delay which results in a fuel load of 11,000 lbs. Minimum Takeoff Fuel specified on the Dispatch Release is 11,300 lbs. Are you legal to depart with this fuel value?
    - No.

    - The aircraft may not legally initiate the takeoff roll with less than minimum takeoff fuel on board.            

    - (FOM Chapter 17)
  30. 30.) What additional steps must be taken prior to departure, if you realize that you are below your Min. TO fuel, at TO time?
    - The Captain must contact the Dispatcher for an amendment to the Dispatch Release fuel requirements or, 

    - return to the gate for additional fuel.            

    - (FOM Chapter 17)
  31. 31.) In an NG aircraft, with LNAV armed on the ground, LNAV guidance becomes active at ____ ft. AGL.
    - 50            

    - (FRM (700/800) Chapter 10)
  32. 32.) Southwest Airlines is not authorized for takeoff visibility below ____ RVR unless the Jeppesen -9A page lists HGS ____ RVR.
    - 500/300            

    - (FOM Chapter 9)
  33. 33.) During takeoff (NG), you slowly advance the thrust levers. By the time you push the TOGA button the aircraft is past 95 knots. You expect the thrust levers to advance to the FMC N1 setting, but they do not. What caused the thrust levers to remain where you last set them and how can you manage the situation?
    • - Because the aircraft was greater than 84 KIAS when the TOGA button was pushed, the autothrottle engaged in THR HLD mode.
    • - The thrust lever autothrottle servos are inhibited; the pilot must then set the thrust levers manually.
    • - The autothrottles remain in the THR HLD mode until 800 ft. RA.            

    - (FRM (700/800) Chapter 4)
  34. 34.) Takeoff or landing is not authorized if the most current runway friction Mu report includes what value?
    - 20 or less on any section of the runway.            

    - (AOM Chapter 3)
  35. 35.) You’re preparing for an HGS Takeoff at 300 RVR. What is the maximum steady crosswind allowed? Peak gust tailwind?
    - 10 knots, 10 knots            

    - (Reference: AOM Chapter 3)
  36. 36.) Above what speed will the Autobrakes apply maximum braking when thrust levers are retarded to idle during takeoff roll in the Classic? In the NG?
    - 90 Knots in Classic and NG aircraft. 

    Reference: FRM Chapter 14
  37. 37.) With the First Officer as PF and at 100 knots on takeoff roll, the FO’s sliding window comes open. Should the takeoff be continued? If you continue, when would you attempt to close the window?
    - Continue the takeoff, the aircraft is safe to fly. Do not attempt to close the window until at least 400 ft AGL. 

    Reference: QRH Maneuvers
  38. 38.) While waiting to take off, ATC issues a Windshear Alert for the departure end of the runway. Can you take off?
    - No. Do not take off if known windshear exists at the airport. 

    Reference: AOM Chapter 15
  39. 39.) After a normal takeoff, when can VNAV be selected?  What will it command the AFDS to do?
    • - In no case should the VNAV be selected before flap retraction is complete.
    • - When VNAV is selected, the AFDS will command immediate acceleration to 250 (default climb speed below 10,000 feet) knots or slower if FMC restriction exists. 

    Reference: FOM Chapter 2, FOM Chapter 3
  40. 40.) Immediately after passing V1 on the takeoff roll on a long runway, a MASTER CAUTION light illuminates.  You perceive a large percentage of the runway remains in front of you. Is there still time to reject the takeoff? Why or why not?
    • - Rejecting the takeoff after V1 is not recommended unless the Captain judges the airplane incapable of flight.
    • - If excess runway remains after V1, there is no assurance that the brakes have the capacity to stop the airplane before the end of the runway. 
    • - Under runway limited conditions, if the reject procedure is initiated after V1, the airplane may not be stopped before reaching the end of the runway. 

    Reference: QRH Maneuvers
  41. 41.) You’ve been issued a “Climb Via” PDC clearance on the Las Vegas COWBY 5 Departure (above). ATC has issued no restrictions to your climb. What should your first transmission to Departure be?
    - “SWA 123, Leaving Two Thousand Six Hundred, Climbing Via the Cowboy Five Departure” 

    Reference: FOM Bulletin 14-06
  42. 42.) You are still on your “Climb Via” clearance, but ATC has restricted your climb on the COWBY 5 to FL130 before takeoff. What should your first Departure transmission be?
    - “SWA 123, Leaving Two Thousand Six Hundred for One-Three Thousand, Climbing Via the Cowboy 5 Departure” 

    Reference: FOM Bulletin 14-06
  43. 43.) After receiving a “climb via” PDC clearance and taking off, you have contacted Departure. Departure responds “SWA 123, climb and maintain FL190”. What does this clearance mean?
    - You are cleared to climb unrestricted to FL190 via the COWBY 5 airspeed and lateral restrictions. 

    Reference: FOM Bulletin 14-06
  44. 44.) Shortly after takeoff the fire bell sounds, and both master FIRE WARN lights and the WHEEL WELL fire light illuminate. What does this indicate?
    - The indication means the temperature in the main wheel well has risen to a level that the single fire detector loop senses a fire. 

    Reference: QRH Section 8
  45. 45.) Could hot brakes alone cause the WHEEL WELL fire light to illuminate?
    - Boeing engineering analysis indicates that the brakes alone cannot generate enough heat to activate the fire detector system. 

    Reference: QRH Section 8
  46. 46.) What fire protection is available in the wheel well?
    - None. 

    Reference: QRH Section 8
  47. 47.) During climb-out on a clear day, you encounter a TCAS Resolution Advisory as a result of an approaching aircraft that you observe. You assess the aircraft is “not a factor” and decide to disregard the TCAS guidance.  No deviation from your ATC clearance is required. Is this the correct procedure?
    • - No, this is not correct.
    • - Flight Crews must immediately respond to TCAS information. 

    Reference: FOM Chapter 22, AOM Chapter 3, QRH Maneuvers
  48. 48.) If you only notify ATC of an "RA", are your reporting requirements complete?
    • - No.
    • - A TCAS RA requires an Immediate Notification of Dispatch as described in FOM Chapter 22.
    • - The Captain will contact Dispatch as soon as practical via the most expeditious means available. 

    Reference: FOM Chapter 22, AOM Chapter 3, QRH Maneuvers
  49. 49.) What is the proper response to a TCAS Resolution Advisory? (other than a "Monitor" or "Maintain" RA)
    • - Disengage the autopilot.
    • - Disengage the autothrottle.
    • - Smoothly adjust pitch and thrust to satisfy RA command.
    • - Follow the planned lateral path unless contact with the conflicting traffic requires other action. 

    Reference: FOM Chapter 22, AOM Chapter 3, QRH Maneuvers
  50. 50.) While climbing out, you elect to use the Vertical Speed mode. What will you expect from the AFDS (Autoflight/Flight Director System)?
    • - The AFDS will use pitch to control the vertical speed as desired.
    • - If the selected climb rate is too low, the autothrottle will reduce engine thrust resulting in a less efficient climb.
    • - If the selected climb rate is too high, the autothrottle will advance the engine to the N1 limit.
    • - The airspeed may start to decay, also resulting in a less efficient climb or unsafe speed. 

    Reference: FRM Chapter 4
  51. 51.) You have a non-normal situation occur at cruise altitude.  Using the “Challenge-Response-Response” method, you accomplish the QRH/QRC checklist. What is the job of the PM and PF using this method?
    - (PM) - Read the checklist item, then give the response.

    - (PF) - Verify/guard critical items or systems, then repeat the response.

    - (PM) - Accomplish the action. 

    Reference: QRH Checklist Instructions
  52. 52.) You decide to program the FMC Descent Forecast Page with the proper descent winds and temperature/altimeter setting. How do you calculate the proper ISA Deviation?
    • - On a standard day, the temperature at FL 180 is approximately ־ 21ºC.
    • - Refer to the enroute wind and temperature summary on the Dispatch Release.
    • - Calculate the difference between the forecast temperature at FL 180 and the ISA Temperature (־ 21ºC), and enter that value. 

    For example: The release shows a forecast temperature at FL 180 of ־16ºC, or 5 degrees warmer than ISA. You should enter +5 into the FMC.

    30000            18000            12000

    00/050M24    01/035M16    040/023_01

    Reference: AOM Chapter 4
  53. 53.) While at cruise altitude you note a fuel imbalance of 1300 lbs. You begin to balance the fuel, but immediately encounter moderate turbulence. What must be accomplished?
    • - Immediately: An immediate notification of dispatch by the Captain is required.
    • Contact Dispatch as soon as practical via the most expeditious means available (e.g., ACARS, radio, telephone).            

    - Upon arrival: a logbook entry is required.              

    - Within 24 hours: An Irregularity Report should be submitted no later than 24 hours following completion of the paring. 


    - The above notification and documentation also must occur when: the lateral imbalance is greater than or equal to 3,000 lb.

    - Or, when the lateral imbalance exceeds 1,000 lb. and during the following: 

    • ---- Taxi or Takeoff — when encountering noticeable roughness, hard ground turn, significant side load during taxi, or hard braking.
    • ---- Flight (climb, cruise, descent)—When encountering moderate turbulence, significant load factors, or rapid or large control inputs.
    • ---- Landing — when encountering moderately hard landing (as reported by the Pilot) on single main gear. 

    Reference: FOM Chapter 22
  54. 54.) You’re at cruise in your NG aircraft and get a STANDBY POWER OFF light. What does this indicate? What does this light indicate in the Classic?
    - NG:   The Battery Bus, AC Standby Bus or DC Standby Bus (or any combination) are unpowered.            

    - Classic:   The AC standby bus is unpowered only.            

    (This light functions both on the ground and in the air, in the NG and Classic.) 

    Reference: FRM Chapter 6
  55. 55.) You have accomplished the CARGO BAY FIRE Checklist including the pressing of the FWD discharge button. How soon must you land?
    - 60 minutes 

    Reference: AOM Chapter 3
  56. 56.) You experience an engine failure in a Classic at FL370.  You attempt to start the APU immediately, but it fails to start. What should you do before you attempt another start?
    - Maximum operating altitude for the APU in the Classic is FL350.

    - Wait a minimum of 90 seconds and descend below FL350 before attempting another start. 

    Reference: AOM Chapter 3
  57. 57.) While airborne, you just received an indication from the A Flight Attendant that the Wireless Broadband System is not working. You notice that the Broadband Control DC circuit breaker (P6-1-B-17) has tripped. Can you reset the circuit breaker?
    - No. The in-flight reset of a tripped circuit breaker should only be accomplished when directed by the QRH. 

    Reference: AOM Chapter 3
  58. 58.) At FL370, as the Pilot Flying, you experience a #1 engine failure. How do you perform the driftdown maneuver?
    • - Disconnect autothrottle if engaged           
    • - Manually set CON thrust           
    • - Set engine out MAX ALT in the MCP           
    • - Select LVL CHG           
    • - Set ENG OUT SPD in the MCP           
    • - Initiate turn (if required).           
    • - At single engine altitude, maintain CON thrust. 

    Reference: QRH Maneuvers
  59. 59.) As the Pilot Monitoring, what are your duties during a driftdown maneuver?
    • - Select CON thrust in the FMC           
    • - Select L ENG OUT on the FMC CRZ page
    • - Notify ATC 

    Reference: QRH Maneuvers
  60. 60.) What are the turbulent air penetration speeds above 15,000’MSL?
    - Classic:   280kt / .73 Mach            

    - NG:         280kt / .76 Mach 

    Reference: AOM Chapter 3
  61. 61.) You are flying on a VNAV PATH descent, but did not program the Descent Forecast Page. Passing FL180, you set the local altimeter setting of 30.45 .
    What will most likely occur to the VNAV mode at that point?
    • - With a local altimeter of 30.45 set, the aircraft will now be about 500 feet high on the path.
    • - VNAV will revert to VNAV SPD. 

    Reference: FRM Chapter 4
  62. 62.) During a VNAV Idle Path Descent, does the FMC attempt to maintain target speed? If not, how can you “help” the aircraft stay at target speed?
    • - The FMC does not attempt to maintain target speed during an Idle Path Descent.
    • - If necessary, you may use the thrust levers or the speedbrake to stay at the target speed. 

    Reference: FRM Chapter 4
  63. 63.) During a VNAV PATH descent, you get a DRAG REQUIRED message. What does this mean? Should you deploy speedbrakes?
    • - This message indicates that your airspeed is more than 10 knots above the planned target speed. 
    • - You may or may not need to deploy speedbrakes depending on speed restrictions. 

    Reference: FRM Chapter 4
  64. 64.) If you get high, how can you get back on the PATH?
    • - Deploy the speedbrake           
    • - Increase the descent speed in the FMC           
    • - Increase the descent speed using Speed Intervention           
    • - Use vertical speed 

    Reference: FRM Chapter 4
  65. 65.) You have been cleared for an ILS approach. When is it appropriate to select the MCP Approach Mode and why?
    • - VOR/LOC or LNAV should be used to intercept the localizer course.
    • - After VOR/LOC capture, select the Approach Mode.
    • - If Approach Mode selected prior to course capture, the aircraft could descend on the glide slope regardless of course guidance. 

    Reference: AOM Chapter 3
  66. 66.) To manage risk on an ILS approach with many altitude restrictions, what automation mode should be utilized prior to the Glideslope Intercept Altitude (GSIA)?
    - Use VNAV to ensure all restrictions are met, then select Approach Mode at the GSIA. 

    Reference: AOM Chapter 11
  67. 67.) During an ILS approach, when must crews execute a missed approach?
    • - The CDI exceeds a 2 dot deflection while on the final approach segment in IMC.           
    • - A 2 dot low glideslope deflection on the final approach segment in IMC.           
    • - In the NG, the expanded LOC pointer becomes “unfilled” while on the final approach segment in IMC.           
    • - Either pilot directs a go-around. 

    Reference: AOM Chapter 11
  68. 68.) After holding, you are on a vector for the approach and the FMC shows that you will land with 4100 lbs. of fuel.  However, after you finish programming the approach, landing fuel now indicates 3800 lbs. Should you declare Minimum Fuel to ATC at this point?
    • You should verify that the routing in the FMC is truly the distance you will fly.
    • There are situations where quickly programming an approach will add 30 or more miles to your routing that you will not actually fly.
    • If the Captain (or Dispatcher) determines that landing fuel will be less than 4000 lbs, the Captain will declare Minimum Fuel. 

    Reference: FOM Chapter 17
  69. 69.) You’re the PF on a Flaps 40 approach in the weather.  Autothrottles and autopilot are engaged. At Decision Altitude, the runway environment is not in sight. To direct a Missed Approach, the correct callout is:
    - “Go Around, Flaps 15” 

    Reference: AOM Chapter 11, FRM Chapter 4
  70. 3470.) After calling for the Missed Approach, you advance the thrust levers to the desired go-around thrust and push TO/GA once. What is the callout for the PM? What do you expect him/her to do with the thrust levers?
    - “Go Around”; Adjust thrust levers, as necessary 

    Reference: AOM Chapter 11, FRM Chapter 4
  71. 71.) What will occur when you push the TO/GA button?
    • - Pushing the TO/GA button once will disconnect the autopilot and
    • - cause the autothrottle to advance the thrust levers to a reduced go-around setting. 

    Reference: AOM Chapter 11, FRM Chapter 4
  72. 72.) When can you re-engage the autopilot?
    - 1000 ft AAE 

    Reference: AOM Chapter 11, FRM Chapter 4
  73. 73.) At 1000 ft AAE, with the MCP airspeed window closed, what should the callout be for the PF?
    - “Flaps 5.” 

    Reference: AOM Chapter 11, FRM Chapter 4
  74. 74.) During a normal two-engine missed approach after pushing the TO/GA button, will the MCP window be open or closed? What will cause the window to open?
    - When the TO/GA button is pushed, the MCP airspeed window will close.

    - The window will open when:

    • - a manual selection of Vertical Speed or Level Change,
    • - the Autopilot is engaged, or
    • - the Flight Director transitions to Altitude Acquire. 

    Reference: AOM Chapter 11, FRM Chapter 4
  75. 75.) During the missed approach, what guidance will the Flight Director be giving in Pitch? In Roll Mode?
    • - Pitch: - 15 degrees nose up until reaching programmed rate of climb,                       
    •            - then –                       
    •            - target airspeed for each flap setting.            

    • - Roll:  - Ground track at time of engagement.           
    •             - When a missed approach exists in the FMC, the go-around track hold mode will automatically transition to LNAV. 

    Reference: AOM Chapter 11, FRM Chapter 4
  76. 76.) What is the maximum Takeoff and Landing Pressure Altitude limit?
    - 8,400 Feet 

    Reference: AOM Chapter 3
  77. 77.) You are landing in an -800 equipped with Split Scimitar Winglets. What bank angle at touchdown will result in the lower ventral strake hitting the ground?
    - 8.8° 

    Reference: AOM Chapter 3
  78. 78.) What is the maximum crosswind to ensure sufficient ground clearance using the “wing low” crosswind landing technique alone?
    - 15 knots of crosswind 

    Reference: AOM Chapter 3
  79. 79.) What is the maximum speed to exit via a high speed taxiway?
    - 60 knots ground speed 

    Reference: Jeppesen Glossary
  80. 80.) On short final in your -800, sudden loss of airspeed occurs due to a -10 knot gust. You add some thrust, but the aircraft experiences a high, hard bounce. At this point, what should you do?
    • - Initiate a go-around.
    • - Apply go-around thrust and use normal go-around procedures. 

    Reference: AOM Chapter 12
  81. 81.) If you elect to try and “save” the landing described above, what could occur?
    • - A tail strike could occur.
    • - If higher-than-idle power is maintained through initial touchdown, automatic speedbrake deployment may be disabled even when speedbrakes are armed.
    • - During the resultant bounce, if thrust levers are then retarded to idle, automatic speedbrake deployment can occur.
    • - This will result in a loss of lift and nose-up pitching moment that can result in a tail strike or hard landing.
    • - Almost all tail strikes that occur during landing result in significant damage to the aircraft. 

    Reference: AOM Chapter 12
  82. 82.) After landing, during taxi in, a MASTER CAUTION light comes on, but is promptly reset without noting the specific cause. Is this the proper procedure? What important malfunction could be missed?
    • - No, this is not the proper procedure.
    • - All MASTER CAUTION lights should be investigated, no matter what phase of flight.
    • - An ENGINE CONTROL (NG only) light (which only occurs on the ground and with the engine operating) could be missed, potentially causing a significant delay on the next flight. 

    Reference: FRM Chapter 7
  83. 83.) After engine shutdown, you get an FMS message (NG only) stating a Flap 30 limit was exceeded, max speed 174.8. What must you do now?
    • - You must write up the flap exceedance in the logbook.
    • - Notify Dispatch and Maintenance Control. 

    Reference: FOM Chapter 19
  84. 84.) Maintenance Control says to document the exceedance using an “Info Only” logbook entry. Is this OK?
    - An “Info Only” write up for any flap overspeed is not correct. 

    Reference: FOM Chapter 19
  85. 85.) In the gate area, a 90 degree turn into the gate is required. You decide to lead the turn, with your nose gear aligning on the J-line just before the Ramp Agent stops your aircraft. Is this the proper procedure? What might result in this case?
    • - This is not the correct procedure.
    • - Align the aircraft properly from the top of the J-line.
    • - Otherwise, a “tail drift” could result and the entire aircraft might not be inside the safety zone at shut down. 

    Reference: AOM Chapter 13
  86. 86.) You are terminating your NG aircraft at an out station with no Southwest Maintenance. Your #1 Engine oil quantity during the Parking Checklist is 62 percent. Do you need to request oil servicing?
    • - Yes,
    • - 65% is the minimum NG terminating oil quantity for non-Southwest Maintenance bases. 

    Reference: AOM Chapter 3
  87. 87.) Below what quantity must you request servicing when terminating a Classic at an out station with no Southwest Maintenance?
    - 2.5 gallons.  

    Reference: AOM Chapter 3
  88. 88.) You experience an aircraft malfunction during a flight, but successfully complete the flight and arrive at the planned gate. A Maintenance Technician meets the aircraft, and you describe the malfunction in detail to him. He acknowledges the problem and leaves to contact Maintenance Control, while you clean up the cockpit to get ready to go the hotel. Have you completed your duties?
    • - No. Flight Deck Crew Members are responsible for recording any mechanical defects encountered or observed during operation of the aircraft. 
    • - Complete the logbook write-up and ensure the Mechanic has no further questions regarding the malfunction. 

    Reference: FOM Chapter 19
  89. 89.) You have just landed your NextGen aircraft in San Diego after a flight of 4 hours. The fuel temperature reads 0 degrees C. What must you consider? Why?
    • - When the fuel tank temperature is less than 5° C, check for cold-soaked fuel frost (CSFF) on both surfaces of the wing.
    • - The B737 is susceptible on both upper and lower wing surfaces, most notably between the fuselage and the engine pylon.
    • - Check the wings for CSFF ten to 15 minutes after gate arrival.
    • - Cold soaked fuel frost up to 1/8" on the lower wing is permissible, but no CSFF on the upper wing surface is allowed. 

    • 3 methods are approved for CSFF removal:  
    •   - Radiant heating,  
    •   - adding fuel to raise the fuel tank temperature to 5° C or  
    •   - Type I deicing. 

    Reference: AOM Chapter 15
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