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PC Resource Guide, Policie & Procedures

  1. 1.) Q.1.1. Can the Crew open the forward entry door when the security seals are in place?
    No.

    Reference: Operations Binder 2.6
  2. 2.) Q.1.2. Once the Ops Agent has opened the door, can they leave the WN-966 form unattended on the Flight Attendants workstation?
    No.

    Reference: Operations Binder 2.6
  3. 3.) Q.1.3. For the first flight of the day for the NG or MAX, what is the recommended engine stabilization time before applying takeoff thrust? Is this a Limitation?
    • On the first flight of the day, operate engines at or near idle, after rollback, for a minimum of five minutes prior to applying takeoff thrust.
    • This is only a recommendation as indicated by the “R.”

    Reference: AOM Chapters 1 and 3
  4. 4.) Q.1.4. If it's hot on the aircraft and preconditioned air is being used, can we also use a pack to help cool the aircraft?
    The use of a pack is not authorized when a preconditioned air source is being used to heat or cool the aircraft.
  5. 5.) Q.1.5. Use of WiFi on the flight deck is limited to [ ] and [ ] via the WiFi network 2Wire43612.
    • Approved EFB devices;
    • applications (e.g., WSI Pilot Brief Optima).
  6. 6.) Q.1.6. When must shoulder harnesses be worn by the Flight Crew?
    • Takeoff - From before commencing pushback until flaps indicate up
    • Landing - From the Approach Checklist until clearing the runway
  7. 7.) Q.1.7. What bank angle for an aircraft with split scimitar winglets will result in a lower ventral strake striking the ground?
    • Greater than 8.8 degrees.
    • To ensure sufficient ground clearance, do not use the slideslip (wing low) crosswind landing technique alone when crosswinds exceed 15 kt.
  8. 8.) Q.1.8. If PWB manual wind entries are required, what additional step is necessary before TAF, METAR, or SPECI wind information is entered?
    Manual entries of TAF, METAR, or SPECI wind information must be converted from true to magnetic before entry.
  9. 9.) Q.1.9. What is the maximum wind velocity for takeoff and landing?
    The maximum wind velocity for takeoff and landing is 50 kt steady and 70 kt peak gust.
  10. 10.) Q.1.10. What is the limitation if the window heat is inoperative?
    The window heat inoperative maximum speed is 250 kt below 10,000 ft.
  11. 11.) Q.1.11. What is the maximum turbulent air penetration speeds above 15,000 MSL?
    280 kt/0.76 Mach.


    Reference: AOM Chapter 3
  12. 12.) Q.1.12. What is our policy on extending flaps for landing?
    • Avoid selecting flaps at or near the speeds indicated on the Flaps Placard Limit Speed (IAS),
    • extend and retract flap using the PFD flap maneuvering speed (on the recommended speed schedules).
  13. 13.) Q.1.13. What reverse thrust setting must the crew use
    during landing rollout?
    Reverse thrust, if operable, must be used on all landings at a minimum of detent 2 unless a higher level is specified.
  14. 14.) Q.1.14. What are the idle thrust cooldown time limit requirements for an NG and MAX aircraft?
    • NG: 1 minute; 3 minutes recommended
    • MAX: 3 minutes
  15. 15.) Q.1.15. How much time is required between APU start attempts?
    Wait 90 seconds between APU start attempts.
  16. 16.) Q.1.16. How long should the APU run before being used as a bleed air source?
    The APU should be operated for two minutes before being used as a bleed air source.
  17. 17.) Q.1.17. When can you use engine and/or APU bleeds after deicing?
    Wait one minute prior to turning engine and APU bleeds on after deicing.
  18. 18.) Q.1.18. How long do you need to wait after turning off the APU to turn the battery switch off?
    Wait at least 2 minutes (5 minutes for MAX) after the APU GEN OFF BUS light extinguishes prior to positioning the battery switch OFF.
  19. 19.) Q.1.19. If the APU fails to start with no indications of a malfunction, what are the considerations before conducting a restart?
    • Wait 90 seconds between APU start attempts and if the APU fails to start after the 3rd attempt, call Dispatch and Maintenance.
    • Do not attempt a 4th start.

    Reference: AOM 3.8.6
  20. 20.) Q.1.20. When scheduling fuel in the center tank, when
    must the wing fuel tanks be full?
    The Main tanks must be full if the center tank quantity is greater than 1,000 lbs.

    Reference: AOM 3.12.1
  21. 21.) Q.1.21. Is the Captain responsible for providing instruction to the First Officer?
    • Yes, the Captain is responsible for providing instruction to the First Officer, as necessary, to ensure professional growth and proficiency.
    • The Captain should advise the First Officer of deviations from established policies, procedures, and/or regulations.
  22. 22.) Q.1.22. During the Arrival Briefing, the Captain does not brief the touchdown point/exit plan. As the First Officer, what is your responsibility in this situation?
    • Ensure the Captain briefs all applicable items.
    • In accordance with the FOM, the First Officer should advise the Captain of deviations from established policies, procedures, and/or regulations.
  23. 23.) Q.1.23. When should cell phones (PEDs) be turned off by the Flight Crew?
    Ensure PEDs are turned off and stowed prior to pushback.

    Reference: FOM Chapter 3
  24. 24.) Q.2.1. Can we leave the MASTER CAUTION light illuminated as a memory cue while performing any task (e.g. fuel balancing)? Why?
    • No, this undesirable practice defeats the alerting function of the Master Caution system.
    • Any new warning would not generate a caution event.

    Reference: AOM Chapter 4
  25. 25.) Q.2.2. What is required to arm VNAV for takeoff?
    •  A valid flight plan has been entered
    •  Performance data has been entered and executed
    •  Both flight director switches are set to ON
    •  MCP SPD is set to V2
  26. 26.) Q.2.3. How can the airspeed be limited for airspace or ATC restrictions, if VNAV is armed for takeoff?
    •  After VNAV is engaged, manually use SPD INTV to set the speed restriction at 1000 ft. AAE.
    •  Note: When the MCP SPD window opens, the MCP displayed speed may be higher than the Up Bug speed (e.g., 230 kts).
    •  Program the CLB page SPD REST to the speed restriction. On departure, when the speed restriction is no longer applicable, re-enter the SPD REST to 250 kts below 10,000 ft. MSL.
    •  Enter speed restriction(s) at appropriate waypoints only if more restrictive than the LARGE font speeds on the LEGS page.


    Reference: AOM 4.8.1
  27. 27.) Q.2.4. At what altitude do LNAV and VNAV become active if armed before takeoff?
    •  LNAV 50 ft RA
    •  VNAV 400 ft RA


    Reference: AOM 4.7.1, 4.8.1
  28. 28.) Q.2.5. Prior to depressing the EXEC key, what is required to verify an arrival programming change (STAR and or runway) after it is selected in the FMC?
    Select the LEGS page and review the waypoint sequence.


    Reference: B737MAX/B737NG AOM 4.9.4
  29. 29.) Q.3.1. While airborne, if the crew attempts to call Dispatch on the SATCOM and the SATCOM LOG 2/2 page shows all three channels display FAIL, what is the appropriate crew action?
    Go to the AOM Chapter 5 SATCOM System Malfunctions where it will direct you to pull the SATCOM circuit breaker as installed.


    Reference: AOM Chapter 5
  30. 30.) Q.3.2. With flaps at 1 and IAS DISAGREE displayed,
    what pitch and power setting would you establish?
    •  10° pitch
    •  80% N1


    Reference: QRC Airspeed Unreliable
  31. 31.) Q.3.3. If you are unable to determine which airspeed indicator is malfunctioning, where would you locate the pitch and thrust settings for difference phases of flight?
    Flight With Unreliable Airspeed table in the Performance Inflight chapter of the QRH.


    Reference: QRH Airspeed Unreliable, QRH Performance Inflight
  32. 32.) Q.3.4. Where in the QRH would you continue the checklist after the QRC is completed?
    After reviewing the Condition and Objective section, enter the QRH Non-Normal Checklist below the red separator symbol.


    Reference: QRC Airspeed Unreliable, QRH Airspeed Unreliable, AOM 5.1.1.1
  33. 33.) Q.3.5. What other actions should you consider after completion of the APU Fire Immediate Action Items?
    •  Confirm the existence of a fire
    •  Request external assistance
    •  Determine need to evacuate
    •  Develop a Shared Mental Model with flight attendants and passengers


    Reference: AOM 5.6, 5.13
  34. 34.) Q.3.6. While assessing the APU Fire indications, Ground Control notifies you there is smoke at the tail of the aircraft. You decide an evacuation is appropriate. Is the use of the Evacuation Checklist required?
    • Flight Deck Crew Members must rely on RRM principles to continually assess the situation and base their actions on this assessment.
    • The expectation is the Evacuation checklist will be completed without delay, in a methodical manner, in its entirety.
    • If the assessment indicates that the checklist cannot be completed due to deteriorating conditions, immediately shut down both engines, then command the evacuation.


    Reference: AOM 5.13
  35. 35.) Q.3.7. If an engine fails while on final approach and landing flaps are selected, what options are available?
    •  Continue flaps 30 or 40
    • (Note: The aircraft may not be able to maintain a normal glideslope under adverse conditions)
    •  Continue flaps 15
    •  Execute a go around


    Reference: AOM 5.5.11
  36. 36.). Q.3.8. Flight Attendants report the activation of a lavatory smoke detector to the Flight Deck Crew.
    What resource is available to determine if a Lavatory Smoke Detector activation constitutes a fire emergency on board?
    AOM 5.6 Fire Protection and Smoke/Fumes on the Aircraft


    Reference: AOM 5.6
  37. 37.) Q.3.9. What are some factors associated with determining the method of evacuation?
    •  The urgency of the situation, including the possibility of significant injury or loss of life if a significant delay occurs
    •  The possibility of Passenger injury during an emergency evacuation using the escape slides
    •  The type of threat to the aircraft (e.g., structural damage, fire, reported bomb on board)
    •  The possibility of fire spreading rapidly from spilled fuel or other flammable materials
    •  The extent of damage to the aircraft.

    Reference: AOM 5.13.1
  38. 38.) Q.3.10. The aural GPWS Caution “CAUTION TERRAIN” sounds accompanied by an amber “TERRAIN” message on the ND.
    How would you respond to the CAUTION TERRAIN alert?
    Correct the flight path, aircraft configuration, or airspeed.
  39. 39.) Q.3.11. Describe the maneuver to perform if you receive a “TERRAIN, TERRAIN, PULL UP” aural alert accompanied by a red “PULL UP” message on your ND?
    Terrain Avoidance Maneuver

    • Pilot Flying:
    •  Disengage autopilot (if engaged)
    •  Disengage autothrottle (if engaged)
    •  Aggressively apply emergency thrust
    •  Simultaneously roll wings level and rotate to an initial pitch of 20°
    •  Retract speedbrakes (if extended)
    •  If terrain contact is still a threat, continue rotation up to pitch limit indicator (if installed) or respect the stick shaker or initial buffet
    •  Do not change gear or flap configuration until terrain separation is assured
    •  Monitor radio altimeter for sustained or increasing terrain separation
    •  When clear of terrain, slowly decrease pitch attitude and accelerate

    • Pilot Monitoring:
    •  Ensure emergency thrust
    •  Verify all needed actions have been completed and call out any omissions
    •  Monitor vertical speed and altitude. (Radio altitude for terrain clearance and barometric altitude for a minimum safe altitude).


    Reference: AOM 5.18 Non-Normal Maneuvers
  40. 40.) Q.3.12. During your takeoff, a “Monitor Radar Display” aural alert sounds and the windshear icon appears on the navigation display. How would you respond?
    • Continue the takeoff and use the precautionary takeoff profile.
    • Be prepared to execute windshear recovery maneuver.
  41. 41.) Q.3.13. During your takeoff a “WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural alert sounds and the windshear icon appears on the navigation display.
    How would you respond?
    • Reject the takeoff if it can be done safely, or
    • continue the takeoff using the precautionary takeoff profile.

    Be prepared to execute a windshear recovery.
  42. 42.) Q.3.14. What are the only reasons a Captain should reject a takeoff after 80 kts?
    •  Engine failure
    •  Fire or fire warning
    •  Predictive windshear warning
    •  Aircraft is unsafe/unable to fly
  43. 43.) Q.3.15. After takeoff, as you climb through 200 ft., you hear a two tone siren followed by a “WINDSHEAR WINDSHEAR” aural alert and see a red WINDSHEAR warning light.
    Describe the maneuver to perform.
    Windshear Escape Maneuver

    • Pilot Flying:
    •  Disengage autopilot (if engaged)
    •  Disengage autothrottle (if engaged)
    •  Press either TO/GA switch
    •  Aggressively apply emergency thrust
    •  Simultaneously roll wings level and rotate to an initial pitch of 15°
    •  Retract speedbrakes (if extended)
    •  Follow flight director TO/GA guidance, if available (do not exceed the Pitch Limit Indication)
    •  Do not change flap or gear configuration until windshear is no longer a factor
    •  Monitor vertical speed and altitude
    •  Do not attempt to regain lost airspeed until windshear is no longer a factor

    • Pilot Monitoring:
    •  Verify emergency thrust
    •  Verify all needed actions have been completed and call out any omissions
    •  Monitor vertical speed and altitude
    • Call out any trend toward terrain contact, descending flight path, or significant airspeed changes
  44. 44.) Q.3.16. How do you distinguish between GPWS Terrain/Obstacle cautions and warnings?
    • All GPWS warnings include the words PULL UP.
    •  “PULL UP”
    •  “TERRAIN, TERRAIN PULL UP”
    •  “OBSTACLE, OBSTACLE PULL UP”


    Reference: AOM 5.18 Non-Normal Maneuvers
  45. 45.) Q.3.17. When responding to a GPWS warning, what actions should be taken if ground contact becomes a threat?
    Continue rotation up to pitch limit indicator or respect the stick shaker or initial buffet.


    Reference: AOM 5.18 Non-Normal Maneuvers
  46. 46.) Q.3.18. Describe the BLUE circuit breaker collar color system used by Southwest Airlines.
    BLUE collars are used exclusively to identify circuit breakers that are required to be pulled by Flight Deck Crew as part of a non-normal procedure.
  47. 47.) Q.3.19. What are the other color circuit breaker collars used for?
    All other colored circuit breaker collars are used by maintenance.


    Reference: FOM Chapter 5
  48. 48.) Q.3.20. When must a Crew land at the nearest suitable airport?
    • 1 - When directed by the QRH,
    • 2 - Engine failure,
    • 3 - engine fire,
    • 4 - APU fire,
    • 5 - wheel well fire,
    • 6 - cabin smoke/fire that persists,
    • 7 - one main AC power source remaining,
    • 8 - one hydraulic system remaining,
    • 9 - any other situation determined by the Flight Deck Crew to present a significant adverse effect on safety if the flight is continued.
  49. 49.) Q.3.21. If the Crew has an engine failure, but are able to restart it, can they proceed to their destination?
    • No, whenever an engine fails the Captain must land at the nearest suitable airport.
    • Subsequently restarting the engine does not relieve this requirement.


    Reference: FOM Chapter 5
  50. 50.) Q.3.22. Which QRH Checklist would you call for with the loss of both A and B hydraulic systems?
    • QRH MANUAL REVERSION or LOSS OF SYSTEM A AND
    • SYSTEM B


    Reference: QRH MANUAL REVERSION or LOSS OF SYSTEM A AND B
  51. 51.) Q.3.23. Using available resources, how would you assess the continuation of the flight with the loss of both A and B hydraulic systems?
    • With one hydraulic system remaining (standby system is considered a hydraulic system)
    • landing at the nearest suitable airport is required.


    Reference: FOM 5.1.9
  52. 52.) Q.3.24. With the loss of both A and B hydraulic systems, the QRH procedure directs to compute PWB non-normal performance.
    Describe some reasons why your landing distance increases.
    •  Flaps 15
    •  Normal and alternate brakes inoperative, accumulator pressure only
    •  Flight and ground spoilers inoperative
    •  Thrust reversers slower deployment


    Reference: QRH Manual Reversion or Loss of System A and B
  53. 53.) Q.3.25. With the loss of both A and B hydraulic systems, once you have landed successfully, why does the checklist instruct you not to taxi after stopping?
    The nose wheel steering and alternate nose wheel steering are inoperative.


    Reference: QRH MANUAL REVERSION or LOSS OF SYSTEMS A AND B, FRM 14.2.3
  54. 54.) Q.3.26. With the loss of both A and B hydraulic systems, if you were to go around, why are the FMC fuel predictions inaccurate?
    • Per the Go-Around Procedure Review,
    • - flaps remain at 15 and
    • - landing gear cannot be retracted.


    Reference: QRH MANUAL REVERSION or LOSS OF SYSTEMS A AND B
  55. 55.) Q.4.1. Who performs the Flight Deck Door Access System test?
    Describe the test.
    Normally the First Officer, but either Pilot can accomplish.


    Reference: AOM Chapters 6 and 16.1.7
  56. 56.) Q.4.2. Who performs the preflight of the Lockout/Tagout (LOTO) box?
    The Captain.
  57. 57.) Q.4.3. Who can select the LOAD FMC prompt (lsk 5L) on the ACARS PERF WB 1/2 page after reviewing the PWB takeoff data?

    Either Pilot.


    Reference: AOM Chapter 6
  58. 58.) Q.4.4. Where is the emergency flashlight located in the MAX flight deck?
    Behind the Captain’s seat on lower front of 4th flight deck jumpseat.


    Reference: MAX AOM Chapter 6
  59. 59.) Q.4.5. When is the Ignition Select Switch placed in BOTH for the first flight of the day?
    • When all conditions are met;
    • - first flight of the day,
    • - airport elevation at or above 2,000 ft MSL, and
    • - temperature is below 5°C/41°F.


    Reference: AOM Chapters 6 and 15
  60. 60.) Q.4.6. What lateral mode does the Flight Director select if VNAV is armed for takeoff but LNAV is not?
    At 400 ft. AGL, HDG SEL automatically becomes the active roll mode.

    CAUTION: The HDG SEL mode commands a turn in the shortest direction to the heading set.


    Reference: AOM 6.3.1
  61. 61.) Q.4.7. What is required prior to selecting the LOAD FMC prompt after receiving PWB Data?
    • A review of each page of PWB Takeoff Data including
    • - fuel audit,
    • - Engine Failure procedure (EFP),
    • - pertinent notes, and remarks.


    Reference: B737NG/ B737MAX AOM 6.8
  62. 62.) Q.5.1. Hand signals may only be used for pushback, engine start, and towing operations under what conditions?
    •  The aircraft's communication panel is out of service (deferred)
    •  The ramp agent is under yellow alert for lightning within eight miles of the airport
    •  The station does not have headset capability
    •  All available headsets are out of service


    Reference: FOM Chapter 7
  63. 63.) Q.5.2. Are Crews authorized to make electrical or hydraulic power changes during pushback?
    No, momentary pressurization of nose wheel steering may cause towbar damage and injury to personnel.
  64. 64.) Q.5.3. How would the Pilots verify the new weight and balance report number after pushback has commenced?
    Contact Dispatch to verify.
  65. 65.) Q.5.4. On the first flight of the day, in what position should the Ignition Select Switch be placed?
    Right.
  66. 66.) Q.5.5. The FO completes the Before Start Flow and starts the number 2 engine.
    What defines ‘rollback’?
    EGT start limit redline is no longer shown.
  67. 67.) Q.5.6. How is stabilization/warmup time determined?
    After rollback, the FO’s start their clock.


    Reference: AOM Chapter 7
  68. 68.) Q.5.7. During taxi, Dispatch notifies you of an error in the current Weight and Balance Report.
    What is required of you before departure?
    • - You must request new TO DATA and
    • - review / upload the new data and
    • - complete the Departure Plan Checklist.


    Reference: B737NG/B737MAX AOM 7.1.2
  69. 69.) Q.5.8. During the engine start the FO should observe 25% N2 or maximum motoring. What is the indication for maximum motoring?
    Maximum motoring is less than 1% N2 rise in approximately 5 seconds.

    Minimum N2 for start is 20%.
  70. 70.) Q.5.9. What is the normal starter cutout speed?
    • NG 56% N2
    • MAX 63% N2


    Reference: AOM 7.2
  71. 71.) Q.6.1. What are the recommended breakaway thrust settings to begin taxi?
    • 35 percent N1 - congested ramps
    • 40 percent N1 - non-congested ramps
    • 45 percent N1 - taxiways


    Reference: FOM Chapter 8 / AOM Chapter 8
  72. 72.) Q.6.2. When does the Captain perform the Thrust Lever Check?
    • Immediately following pushing the ATTEND button,
    • approaching the departure runway.
  73. 73.) Q.6.3. When does a route change NOT require accomplishing the Departure Plan Checklist?
    • When route change does not affect
    • - runway,
    • - SID, or
    • - transition.
  74. 74.) Q.6.4. When shall the Before Takeoff Checklist be completed?
    Prior to crossing the Hold Short Line.



    Reference: AOM Chapter 8
  75. 75.) Q.6.5. What additional checklist is required after receiving your updated PWB takeoff data?
    The Departure Plan Checklist must be accomplished if any changes are made to the FMC programming or PWB data after pushback has commenced and following accomplishment of the Before Taxi Checklist.


    Reference: AOM 8.5
  76. 76.) Q.7.1. How can a Crew determine if an intersection takeoff can be used?
    An intersection takeoff may only be performed if the Flight Deck Crew determines that performance data is available and used for that intersection takeoff.


    Reference: FOM Chapter 9
  77. 77.) Q.7.2. Because the runway is considered a critical zone, what should pilots consider before entering the departure runway?
    • Do not perform flight deck tasks, except momentary items (lighting).
    • Monitor the movement of other aircraft and vehicles.
    • Ensure the runway and any intersections are clear.
    • Be vigilant for aircraft and vehicles crossing without clearance.


    Reference: AOM Chapter 9
  78. 78.) Q.7.3. After takeoff, when does the Captain turn off the taxi light?
    When flaps are up.
  79. 79.) Q.7.4. What is the proper rotation rate for takeoff in degrees per second?
    • 2-3 degrees per second.
    • Rotation rates in excess of the recommended 2-3 degrees per second can cause a tail strike.


    Reference: FOM Chapter 3/AOM Chapter 9
  80. 80.) Q.7.5. If an engine exceedance occurs past V1, when is the minimum altitude that the thrust lever may be retarded?
    400 ft. AGL


    Reference: FOM Chapter 3/AOM Chapter 9
  81. 81.) Q.7.6. Should you follow flight directors for takeoff rotation rate?
    No.


    Reference: FOM Chapter 3/AOM Chapter 9
  82. 82.) Q.7.7. For Southwest standard noise abatement takeoff, what speed should be held from flap retraction until 3,000 ft AAE (unless SIP, NOTAM, airspace requirements dictate a higher/lower altitude)?
    Flaps Up Maneuvering Speed (displayed as “UP”)
  83. 83.) Q.7.8. You plan to use Speed Intervention for a flaps 15 takeoff.
    What is the proper the callout sequence upon reaching the minimum cleanup altitude?
    “Set speed, flaps 5, climb thrust.”


    Reference: AOM Chapter 9
  84. 84.) Q.7.9. What are the flap retraction calls at minimum cleanup altitude?
    • “Set speed” (if required) then call the following, as appropriate:
    •  “Climb thrust” for a flaps 1 takeoff
    •  “Flaps 1, climb thrust” for a flaps 5 takeoff
    •  “Flaps 5, climb thrust” for a flaps 10 or 15 takeoff
    •  “Flaps 15, climb thrust” for a flaps 25 takeoff



    Reference: AOM 9.2.3
  85. 85.) Q.8.1. How many miles out from the top of descent should crews begin top of descent tasks?
    • In general, approximately 50 NM.
    • For airports where ATC gives stepdown arrivals, or for low altitude cruise, start about 150 NM out.


    Reference: FOM 10.4
  86. 86.) Q.8.2. When does the Pilot Flying call for the Descent Checklist?
    Prior to the top of descent.


    Reference: AOM Chapter 10
  87. 87.) Q.8.3. What is the minimum altitude (Flight Deck workload permitting) to delete a reduced climb (i.e. CLB-1, CLB-2)?
    • 5,000 ft AAE, as flight deck workload permits.
    • Occasionally, it may be necessary to use CLB sooner (e.g., ATC requests a “best rate” climb due to traffic).
  88. 88.) Q.8.4. Why do we not delete the reduced climb settings at 5,000 ft AAE in the MAX?
    • GE has determined that wear and tear on the hot section is reduced by running the engines cooler for a longer period of time.
    • The reduction is phased out gradually by 15,000ft.


    Reference: AOM Chapter 10/ FRM Chapter 11
  89. 89.) Q.8.5. At 280 kts idle descent what is the average number of NM traveled for each 1,000’ of altitude loss?
    2.5 to 3 NM (depending on weight) per 1,000 ft of altitude loss.


    Reference: AOM Chapter 10
  90. 90.) Q.8.6. What is the maximum holding airspeed and timing for turns when aircraft is above 6,000 and up to and including 14,000 ft?
    230 kts and 1 minute.
  91. 91.) Q.8.7. What are the maximum speeds and timing for holding when at or below 6000 ft.?
    • 200 kts or flaps up maneuvering speed (whichever is faster)
    • and 1 minute.



    Reference: FOM Chapter 10
  92. 92.) Q.8.8. How do you determine if your intended runway is grooved?
    The Jeppesen -9A page for the specific airport.
  93. 93.) Q.8.9. What are some performance considerations when landing in moderate or heavy rain?
    • Pilots must confirm that landing data using a PWB input of 2-MED TO POOR results in a positive stopping margin for:
    •  Grooved or porous friction course (PFC) with heavy rain (+RA), or
    •  Non-grooved runway with moderate or greater rain (RA/+RA)

    If the PWB calculation does not result in a positive stopping margin the flight must go-around, hold, or divert as necessary.


    Reference: AOM 10.7.1
  94. 94.) Q.9.1. During an RNP approach with an RF leg on the final approach segment, what is the maximum allowable airspeed? Why?
    • 165 kts (Cat D) Flying above these programmed speeds may
    • exceed the autopilot/flight director capabilities.
  95. 95.) Q.9.2. Are there preferred automation modes to use while flying approaches?
    What would be the preferred modes to use while flying a LOC approach?
    • Yes; LNAV and VNAV would be the preferred modes.
    • Other modes may be used, as appropriate, based on RRM principles.


    Reference: AOM Chapter 11
  96. 96.) Q.9.3. What is the reason we set the MCP Alt to zeros on all instrument approaches except circle-to-land procedures?
    This ensures that ALT ACQ doesn't interrupt the VNAV PATH or vertical speed descent to the DA/DDA.
  97. 97.) Q.9.4. When using the HGS on visual approaches, where do we want to place the 3 degree ref line and how do we adjust aircraft pitch?
    • We adjust the descent rate to place the 3° reference line over the point of intended touchdown.
    • Then, adjust aircraft pitch to place the flight path symbol over the intended touchdown point, resulting in an approximate 3° glidepath.
  98. 98.) Q.9.5. When is the Pilot Flying required to have their hands and feet on the aircraft controls?
    Prior to the final approach segment when the autopilot is engaged and Flaps are extended for maneuvering or approach.
  99. 99.) Q.9.6. While on an approach using VNAV, flaps extended, what is the airspeed cursor set by and how can this be changed?
    • In VNAV, the airspeed cursor is set automatically by the FMC unless SPD INTV is in use.
    • SPD INTV may be required for airspeed management during the approach (in order to comply with an ATC-assigned speed).


    Reference: AOM Chapter 11
  100. 100.) Q.9.7. What Operational Requirements must be met regarding the Jeppesen approach page to conduct a CAT III approach?
    “CAT III” must be in the title and CAT III approaches are authorized only when using a tailored approach chart that is labeled “SOUTHWEST HGS ONLY.”
  101. 101.) Q.9.8. What is required to get the HGS 4000 to auto capture for an AIII approach?
    The STBY mode key on the HCP must be pushed when AIII is displayed on the right side of the standby line.
  102. 102.) Q.9.9. Are we required to change the RNP value for an RNAV(GPS) approach?
    No, it’s always .30 NM and is not listed in the minima block.
  103. 103.) Q.9.10. What RNP value should we choose for an RNP approach?
    • Use the largest RNP value that allows the successful completion of the approach given the reported
    • - visibility,
    • - ceiling and
    • - RNP Availability Forecast.
  104. 104.) Q.9.11. If flap maneuvering speeds are not displayed on the PFD’s, what reference speed is used to calculate flap maneuvering speeds?
    Vref 40


    Reference: AOM Chapter 11
  105. 105.) Q.9.12. At what altitude must the plane be in the planned landing configuration?
    1,000 ft above TDZE
  106. 106.) Q.9.13. Whose mandatory duty and responsibility is it to call a go-around/missed approach if a stabilized approach is not obtained?
    Any Flight Crew Member.
  107. 107.) Q.9.14. If only approach lighting system is visible, what other lights must be in sight to descend below 100 ft above TDZE?
    • Red terminating bars or the
    • Red side row bars are also distinctly visible and identifiable.


    Reference: FOM Chapter 11
  108. 108.) Q.9.15. What criteria should be considered when conducting an RNAV (RNP) approach?
    •  Autopilot use is required for approaches with an RNP less than 0.30 NM
    •  Both flight directors must be operative and used for the approach
    •  Either pilot may fly the approach and land


    Reference: JEPP KSAT 12-21, AOM 11.4.2.2
  109. 109.) Q.9.16. When conducting a non-precision approach in VS, by when must the aircraft be fully configured and what initial descent rate will you fly after the FAF?
    • Select landing flaps prior to the FAF.
    • Descent rate of 750 fpm.


    Reference: JEPP KSAT 11-2, AOM 11.4.3.1
  110. 110.) Q.9.17. Barring charted or ATC assigned airspeeds, what guidance is in the AOM for normal flap extension sequence?
    • The normal flap extension sequence is
    • - flaps 5,
    • - then flaps 15,
    • - then landing flaps.


    Reference: B737NG/B737MAX AOM 11.1.3.3
  111. 111.) Q.9.18. If ATC instructs a missed approach while you are flying an RNAV approach and on an RF Leg, how will you navigate and what altitudes will you fly?
    •  Maximum airspeed on the RF Leg
    •  Lateral flight path tolerances
    •  Setting missed approach altitude



    Reference: AOM 11.5.2, AIM 5-5-5
  112. 112.) Q.9.19. What effect does selecting TO/GA have on an LNAV active roll mode?
    • LNAV remains the active mode because you are on an
    • RNAV approach in LNAV.


    Reference: AOM 11.5.2
  113. 113.) Q.9.20. When must the Captain disengage the autopilot and autothrottle during an HGS AIII approach?
    • The autopilot and autothrottle must be disengaged no later
    • than 1,000 ft above TDZE.



    Reference: AOM 11.3.7
  114. 114.) Q.9.21. When is use of the HGS required for takeoff and/or landing?
    •  Takeoff - Visibility below 500 RVR, where allowed.
    •  Landing – less than 1800 RVR, depending on the
    • Approach or “SOUTHWEST HGS ONLY” is
    • published on the approach plate.


    Reference: AOM Table 11.5
  115. 115.) Q.9.22. Who initiates the 1000 ft above TDZE call on an HGS AIII approach?
    • The FO initiates the call. For approaches requiring the AIII
    • mode, call, “1,000 ft, AIII mode.” For all other HGS
    • approaches, call, “1,000 ft.”


    Reference: AOM 11.3.7
  116. 116.) Q.9.23. When does the FO’s instrument monitoring responsibility end on an AIII approach?
    When slowed to taxi speed, or 500 ft AGL on a go-around.
  117. 117.) Q.9.24. Where do we find the correct runway distance when inputting HGS data for landing?
    • Enter the runway length from the PWB landing data.
    • If runway length exceeds 13,500 ft enter 13500.
  118. 118.) Q.9.25 What is the correct callout when an APCH WARN illuminates during an AIII Mode approach?
    A callout from the FO stating “Approach Warning, Go-Around.”


    Reference: AOM 11.3.7
  119. 119.) Q.10.1. At what point is a go-around no longer possible?
    Thrust reverser levers are raised.


    Reference: AOM Chapter 12
  120. 120.) Q.10.2. What statement within the QRH procedures always requires the crew to re-request landing data ensuring the performance limiting Non-Normal checklist is selected within PWB?
    Compute non-normal PWB performance data.


    Reference: QRH Example
  121. 121.) Q.10.3. How are Non-Normal procedures listed in the PWB system compared to the QRH?
    • Non-Normal conditions are grouped by system, appear in
    • the same order as in the QRH, and are titled the same as in
    • the QRH.


    Reference: AOM Chapters 12 and 17
  122. 122.) Q.10.4. What color is a runway distance remaining sign?
    White number on black background.


    Reference: Jepp B737 International Manual
  123. 123.) Q.10.5. What does landing longer than 1,500 ft from the threshold invalidate?
    PWB Calculated Stopping Margin.



    Reference: AOM Chapter 12
  124. 124.) Q.10.6. When is landing in excess of the maximum structural landing weight permitted?
    • Only in an abnormal or emergency situation where the
    • Captain exercises command (emergency) authority. The
    • declaration of an emergency is not required solely for an
    • overweight landing but the situation that caused the
    • overweight landing may necessitate a declaration.
  125. 125.) Q.10.7. What flaps setting is recommended for an overweight landing?
    Flaps 30



    Reference: AOM 12.1.6
  126. 126.) Q.10.8. What are the reporting requirements for an overweight landing?
    •  Notify Station Ops
    •  Notify Dispatch
    •  Make a logbook entry
    •  Complete an IR


    Reference: AOM 12.1.6, FOM Table 22.1
  127. 127.) Q.10.9. If runway conditions are RCC 3-MED or less.
    What are the recommended flaps setting?
    Flaps 40



    Reference: AOM 12.1.3
  128. 128.) Q.10.10. What are you required to do when your braking action is less than GOOD?
    • Provide a PIREP when braking action advisories are in
    • effect or anytime actual braking action is less than GOOD.


    Reference: FOM 12.2.1
  129. 129.) Q.10.11. What is the purpose of Runway Condition Codes (RCC)?
    • RCC are used for determining takeoff and landing
    • performance calculations when more than 25% of the
    • runway surface area is contaminated. They are numbered 0
    • to 6.
  130. 130.) Q.10.12. What is the significance of three RCC values for a specific runway?
    • RCC values are reported for each third of a runway.
    • The most restrictive RCC value is used when multiple RCC values are reported.


    Reference: FOM 12.2.2
  131. 131.) Q.10.13. What is the purpose of the Pilot Braking Action Descriptor (PBAD) table in the FOM?
    • To assist in determining which braking action PIREP to
    • report after landing.


    Reference: FOM 12.2.4
  132. 132.) Q.11.1. Can the Captain shut down engine #2 prior to the APU being on the electrical buses?
    • Yes, a single electrical power source is operationally
    • acceptable from engine shut down until selecting ground
    • power.
  133. 133.) Q.11.2. What is the guidance regarding starting the APU after landing?
    • Delay as long as practical and ensure the APU is started
    • and on the busses prior to reaching the J-line.
  134. 134.) Q.11.3. When may the Captain release the parking brake after shut down?
    When the Marshaller provides the “insert chocks” signal.
  135. 135.) Q.11.4. When can the Captain call for “Flaps up”?
    • Any time after the flight deck clears the runway side stripe
    • marking.



    Reference: AOM Chapter 13
  136. 136.) Q.12.1. On a terminating flight, when can you turn off air conditioning?
    • Maintain passenger air conditioning until the last
    • Passengers are deplaning.
  137. 137.) Q.12.2. On a terminating flight, does the Captain need to do a cabin check if the flight attendants say “all clear”?
    • Yes, the Captain must perform a cabin check to ensure that
    • the girt bars are stowed, no one is left in the lavatories, and
    • the emergency exit lights are off.


    Reference: AOM Chapter 14
  138. 138.) Q.12.3. Who is the Captain required to contact when there is an open Maintenance defect with a terminating aircraft?
    • When terminating an aircraft with a defect or concern, call
    • Dispatch and ask for a patch with Maintenance Control to
    • inform both parties. Accomplish this whether or not
    • Maintenance Personnel have met the aircraft.


    Reference: AOM 14.1
  139. 139.) Q.12.4. How long after the APU GEN OFF BUS extinguishes should you wait to position the battery switch to OFF?
    • NG 2 minutes
    • MAX 5 minutes


    Reference: NG AOM 14.2, MAX AOM 14.2
  140. 140.) Q.13.1. What are the optimum cooling procedures?
    • R PACK Switch ......................................................... HIGH
    • ISOLATION VALVE Switch ..................................... OPEN
    • L PACK Switch ......................................................... HIGH
    • ENG BLEED Switches................................................ OFF
    • APU BLEED Switch ..................................................... ON
    • RECIRC FAN Switch(es).......................................... AUTO


    Reference: AOM Chapter 15
  141. 141.) Q.13.2. Besides our normal de-ice and anti-ice procedures, ENG ANTI-ICE switch – ON, are there any other considerations regarding the engines?
    Yes, engine run-up procedures.
  142. 142.) Q.13.3. How do we perform the run-up in an NG?
    Run-up to a minimum of 70% N1 for approximately 30-second duration at intervals no greater than 30 minutes.
  143. 143.) Q.13.4. Would the procedure change if you have extended ground operations in moderate icing conditions?
    Yes.



    Reference: AOM Chapter 15
  144. 144.) Q.13.5. What is different in extended ground operations in moderate icing?
    • Run-ups to a minimum of 70% N1 for approximately a
    • one-second duration at intervals no greater than 10
    • minutes.
  145. 145.) Q.13.6. How do run-up procedures differ for MAX?
    The N1 and run-up times are different.


    Reference: AOM Chapter 15
  146. 146.) Q.13.7. When should the Precautionary Takeoff Profile be used?
    Anytime there is a possibility of windshear.
  147. 147.) Q.13.8. To use the Precautionary Takeoff Profile, what must be selected within the PWB system; specifically, the ACARS TO CONDITIONS 1/2 page?
    WINDSHEAR prompt, changing default NO, to YES.



    Reference: AOM Chapter 15
  148. 148.) Q.13.9. What is crucial when flight into forecast turbulence is unavoidable?
    Timely notification to the Flight Attendants.



    Reference: FOM Chapter 15
  149. 149.) Q.13.10. How can you mitigate the risk associated with low-level windshear on this departure?
    •  Do not takeoff if known windshear exists
    •  Use (and brief) the precautionary takeoff profile
    •  Review the windshear recovery procedure
    •  Use the longest suitable runway



    Reference: AOM 15.5.2
  150. 150.) Q.13.11. What considerations should be taken after landing on a contaminated runaway in icing conditions, or if accumulation of airframe ice is observed with flaps extended?
    Flaps should not be retracted to less than flaps 15.



    Reference: B737NG/B737MAX AOM 15.1.17
  151. 151.) Q.13.12. You are cruising at FL 260 and your radar indicates a thunderstorm in your flight path. What is the recommended distance to avoid radar echoes at this altitude?
    • When flying above 23,000 ft avoid all echoes by 20 NM.
    • If possible, circumnavigate all echoes by flying on the
    • upwind side.



    Reference: FOM 15.2.4
  152. 152.) Q.14.1. What do two rings from the Flight Attendants indicate?
    For the Flight Deck Crew to answer the service interphone.


    Reference: FOM Chapter 16
  153. 153.) Q.14.2 What additional resources are available for reference when performing an engine start using Ground air?
    AOM Supplemental Engine Start Procedures.
  154. 154.) Q.14.3. What extra briefings are required when performing an engine start using Ground air?
    A briefing is conducted between the Ground Crew and the Captain.



    Reference: AOM 16.7.1
  155. 155.) Q.14.4 What considerations must be given when transferring fuel while on the ground?
    • Deplane all Passengers and non-essential Crew Members
    • when defueling or transferring fuel from a tank that has a
    • fuel quantity less than 2,000 lb.



    Reference: AOM 16.12.4
  156. 156.) Q.14.5 What resource is available when a reset of the Lavatory Smoke Detector is required?
    AOM 16.8.3 Lavatory Smoke Detector Reset



    Reference: AOM 16.8.3
  157. 157.) Q.15.1. Is a Takeoff and Landing Report (TLR) required for flight?
    No.

    However, the TLR is normally included with the flight paperwork.
  158. 158.) Q.15.2. What would you do if you didn't receive a Takeoff and Landing Report (TLR) with the flight paperwork?
    • It is not required for flight; however, you can request that
    • the Ops Agent print it.
    • The TLR can be used to review
    • and brief Engine Failure Procedures (EFPs) before the
    • PWB Takeoff Data becomes available.
  159. 159.) Q.15.3. If the Crew doesn’t receive a TLR from the Ops Agent, and the runway is affected by a NOTAM, how can the Crew obtain the correct alias code to input on the ACARS TO CONDITIONS page 1/2?
    • By selecting RUNWAYS> LSK 1R, and then selecting
    • REQUEST RUNWAYS> LSK 4R.



    Reference: AOM Chapter 17
  160. 160.) Q.15.4. On the dispatch release, what fields are populated under the ALTERNATE DATA section for takeoff alternates compared to landing alternates?
    Takeoff alternates only have ELEV and MSA field data.



    Reference: FOM Chapter 17
  161. 161.) Q.15.5. What are the two possible terrain analysis methods for loss of an engine that can be listed on the Dispatch Release (Non-ETOPS)?      Describe them.
    Method 1 and Method 2.

    • ENROUTE (Method 1): ATOG values allows for enough
    • performance in the event of an engine failure anywhere
    • from V1 to destination to achieve a positive climb gradient
    • at an altitude of at least 1000 ft above all terrain and
    • obstruction within 5 SM on each side of the intended track.
    • The aircraft would also have a positive climb gradient at
    • 1500 ft above the destination airport.

    • DRIFTDOWN (Method 2): ATOG values allow for enough
    • performance in the event of an engine failure to continue
    • flight from the cruising altitude to a diversion airport where
    • a landing can be made, clearing all terrain and
    • obstructions within 5 SM of the intended track by at least
    • 2,000 ft vertically. The aircraft would also have a positive
    • climb gradient at 1,500 ft above the diversion airport.
  162. 162.) Q.15.6. When dispatched under Exemption 15466, what must be included in the remarks section of the Dispatch Release?
    • A remark identifying which rule was used (i.e.,
    • "Dispatched under Exemption 15466 1-1-2 Rule" or
    • "Dispatched under Exemption 15466 1-1-3 Rule").


    Reference: FOM Chapter 17
  163. 163.) Q.15.7. If a flight is being dispatched to Cuba, where would you locate the required communication equipment needed to operate this flight and what are they?
    IFOM 2 Region, SATCOM or HF radio.



    Reference: IFOM Chapter 2
  164. 164.) Q.15.8. What additional briefing is mandatory when departing Reagan National on Rwy 01?
    P-56 Avoidance Briefing.



    Reference: KDCA SIP
  165. 165.) Q.15.9. Where can Crews find definitions for MOCA, MEA, MCA and Grid MORA?
    • Jeppesen B737 Route Manual, which can be accessed
    • through Comply365 or within JeppFD Pro X.



    Reference: Jepp B737 Route Manual
  166. 166.) Q.15.10. When does PWB return an all engine climb thrust setting (e.g., CLB2, CLB1, CLB, as indicated below the RDCD or MAX field on the TAKEOFF DATA page)?
    • When a climb gradient is input into the PWB takeoff
    • conditions page.
  167. 167.) Q.15.11. Why do the Pilots need to verify that the loaded PWB N1 data meets the requirement from the ACARS TAKEOFF DATA message?
    PWB all engine climb thrust settings do not auto-populate.
  168. 168.) Q.15.12. What information is displayed on the REMARKS page of the PWB LANDING DATA page 2/x?
    Any factors that affect landing performance.



    Reference: AOM Chapter 17
  169. 169.) Q.15.13. What are some resources you have available to help determine if you should continue to your destination if adverse weather is reported on approach?
    • Establish a shared mental model with Dispatch regarding
    • destination weather and approaches available.



    Reference: FOM 17.1.3
  170. 170.) Q.15.14. When does an Engine Failure Procedure prohibit arming VNAV for Takeoff?
    • VNAV must not be armed on the ground if the EFP for the
    • takeoff runway contains conditions that require either of
    • the following:
    •  The completion of a turn to a specified heading before
    • accelerating
    •  Becoming established on a defined lateral course
    • before accelerating



    Reference: AOM 17.5
  171. 171.) Q.15.15 If you choose to top off the main tanks is any coordination required?
    • If the Captain determines a change is necessary, the Dispatcher must be notified.
    • In this situation a new dispatch release or amendment (pen and ink) may be required.



    Reference: FOM 17.6.9
  172. 172.) Q.15.16. With the illumination of an antiskid master caution on approach, why is the current PWB performance data no longer valid?
    • Antiskid is inoperative and Manual speedbrake
    • deployment is required.


    Reference: AOM 17.7, QRH ANTISKID INOPERATIVE
  173. 173.) Q.15.17. Which conditions require use of the PWB Brake Cooling Module?
    Any time a rejected takeoff (RTO) is performed, a non-normal landing condition is selected or the MQTW is exceeded.



    Reference: B737NG/B737MAX AOM 17.8
  174. 174.) Q.16.1. Where are single engine performance charts located in the AOM?
    AOM Chapter 18 In-Flight Performance Data.
  175. 175.) An aircraft experienced an engine loss with the following information:
    B737-700,
    FL 330,
    Temp: TAT -20 C,
    140,000 lbs at start of driftdown,
    Engine Anti-Ice ON, Wings OFF,
    ISA +10 C.

    Q.16.2. What is your optimum driftdown speed and max level off altitude?

    (use chart in AOM Chapter 18 "In-Flight Performance Data".)
    232 KIAS, 24,700 ft. MSL
  176. 176.) Q.16.3. What is the Max Continuous Thrust % N1 the Crew would set on the operating engine to accomplish the driftdown?
    (Use info from question # 175)
    97.2 % N1.



    Reference: AOM Chapter 18
  177. 177.) Q.16.4. Where can you find the procedure regarding Fuel Measuring Sticks for the center tank?
    NG MEL Appendix or MAX MEL Special Procedures.



    Reference: NG MEL Appendix 28-6, MAX MEL SP 28
  178. 178.) Q.16.5. Who is required to visually monitor the fuel verification process if the use of fuel measuring sticks are required?
    • The Captain monitors any fueling operation requiring the use
    • of fuel measuring/ dripsticks to assure accuracy.



    Reference: NG MEL 28-7-01, MAX MEL 28-41-01
  179. 179.) Q.16.6. What resources are available if a repetitive logbook entry is required?
    •  FOM Aircraft Logbook Flightdeck Crew Responsibilities
    •  FOM Logbook Binder Examples



    Reference: FOM 19.3.6, FOM Figure 19.38
  180. 180.) Q.16.7. What resources are available for dealing with a blank fuel gauge?
    Dispatch, Maintenance (Tech Ops), MEL



    Reference: FOM 19.1.2
  181. 181.) Q.16.8. A blank fuel gauge defect is deferrable. According to the MEL, what methods are acceptable for verifying the fuel quantity?
    • Method 1: Fuel measuring stick readings are taken by the
    • fueler after each refueling.

    • Method 2: Tank is confirmed empty prior to departure by
    • turning on the center tank boost pump and verifying low
    • pressure light remains illuminated for 15 seconds.



    Reference: NG MEL 28-7, MAX MEL 28-41-01B/C
  182. 182.) Q.16.9. The PSEU system becomes inoperative as you taxi to the gate. What actions are required after shutdown?
    • A logbook entry is required. Dispatch and Maintenance
    • Control must be contacted.



    Reference: FOM 19.1.2
  183. 183.) Q.16.10. Who must the Crew coordinate with to utilize the HD10 Team Accommodation Delay Code?
    Dispatcher and Operations Agent.



    Reference: FOM Chapter 21
  184. 184.) Q.16.11. How do you rectify a situation where the Operations Agent hands you two copies of the NOTAC form and the dispatch release does not indicate
    “HAZMAT ON FLIGHT – REFER TO NOTAC” or something similar?
    • Coordinate with the dispatcher and make a pen and ink
    • amendment.



    Reference: FOM 21.9.14
  185. 185.) Q.16.13. What is required of the Pilot Monitoring when commanded to change flap position?
    • First, verify the airspeed is appropriate for a configuration change.
    • Repeat the command.
    • Then, move the flap lever and visually confirm it is positively seated at the correct detent.
    • Crosscheck the flap gauge and LE FLAPS TRANSIT light to ensure the flaps are extending properly.
  186. 186.) Q.16.14. How do you determine the appropriate level of response when a passenger smokes in the lavatory and then is compliant with FA instructions to extinguish their cigarette?
    • Consult the smoking policy in the FOM and apply the
    • correct criteria while determining the appropriate
    • response.


    Reference: FOM 21.6.7
Author
BBB68
ID
363602
Card Set
PC Resource Guide, Policie & Procedures
Description
SWA Captain Upgrade questions over policies and procedures.
Updated

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