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Southwest Boeing > 2023 CQ > Flashcards

2023 CQ Flashcards

1
Q

Q.1.1. Does the nose or wingtip determine the minimum obstruction clearance path while turning?

A

With a minimum wingspan of 117’5” for the -700 and -800 to a maximum of 117’10” for the MAX, the wingtip swings the largest arc.

Reference: FRM 1.1.1 , AOM 2.1

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2
Q

Q.1.2. Which side of the aft flight deck wall are the P6 Circuit Breakers located? P18 Circuit Breakers?

A
  • P6 FO Side
  • P18 CA Side

Reference: FRM 1.2.2

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3
Q

Q.1.3. What color collar can a Crew use to identify a CB that may be required to be pulled as part of a non-normal procedure?

A

Blue (all other colors are reserved for Maintenance).

Reference: B737-700/-800 / B737MAX FOM 5.1.1

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4
Q

Q.1.4. Where can the Flight Attendants activate the Emergency Exit Lights?

A

Aft Attendant Panel, this will override the flight deck control.

Reference: FRM 1.2.13, FRM 1.2.14, FRM 1.4.2.5

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5
Q

Q.1.5. With the Emergency Exit Lights in the ARMED position, what will cause the Emergency Lights to illuminate automatically?

A

If electrical power to the DC bus No. 1 fails or if AC power has been turned off.

Reference: B737-700/-800 / B737MAX FRM 1.3.3.1

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6
Q

Q.1.6. With the FASTEN BELTS Switch in AUTO, what conditions must be met for the FASTEN SEAT BELTS and RETURN TO SEAT lights to illuminate?

A

When flaps or gear are extended.

Reference: FRM 1.4.2.4

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7
Q

Q.1.7. With the PASS OXYGEN Switch in NORMAL, when will the passenger oxygen masks drop?

A

When the Cabin Altitude climbs to 14,000’ (14,650’ for aircraft N550WN and N551WN).

Reference: FRM B737NG 1.3.5.1, FRM B737MAX 1.3.6.1, 1.4.3.4, FRM B737NG 1.4.3.3

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8
Q

Q.2.1. What are the three sources of Bleed Air?

A

Engines, APU, or an external air cart/source.

Reference: FRM 2.2.1

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9
Q

Q.2.2. What are some systems that rely on Bleed Air?

A
  • Air conditioning/pressurization
  • Wing and engine thermal anti-icing
  • Engine starting
  • Hydraulic reservoirs pressurization
  • Water tank pressurization
  • Nitrogen generation system
  • Aspirated TAT probe

Reference: FRM 2.2.1

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10
Q

Q.2.3. On the NG, what does a BLEED TRIP OFF light mean, what happens, and can it be reset?

A
  • Illuminates when engine bleed air temperature or pressure exceed a predetermined limit.
  • The engine bleed valve closes automatically.
  • If temperature and/or pressure have returned to a normal range, it can be reset with the TRIP RESET button.

Reference: FRM B737NG 2.1.1, 2.2.2.2

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11
Q

Q.2.4. What is the purpose of the WING-BODY OVERHEAT light?

A

Indicates overheat from bleed air duct leak.

Reference: FRM 2.1.1, FRM B737NG 2.2.2.9, FRM B737MAX 2.2.2.11

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12
Q

Q.2.5. Where does the Wing-Body Overheat system monitor for both the Left and Right side?

A
  • Left/Right engine strut
  • Left/Right inboard wing leading edge
  • Left/Right-hand air conditioning bay

Reference: FRM 2.1.1, FRM B737NG 2.2.2.9, FRM B737 MAX 2.2.2.11

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13
Q

Q.2.6. What two unique areas does the Left side Wing-Body Overheat system monitor?

A
  • Keel beam
  • Bleed duct from APU

Reference: FRM 2.1.1, FRM B737NG 2.2.2.9, FRM B737MAX 2.2.2.11

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14
Q

Q.2.7. What is the purpose of the TRIP RESET switch?

A
  • 700: Resets BLEED TRIP OFF, PACK TRIP OFF, and DUCT OVERHEAT lights
  • 800: Resets BLEED TRIP OFF, PACK, and ZONE TEMP lights
  • MAX: Resets BLEED, PACK, or ZONE TEMP lights

Reference: FRM B737 -700/-800 2.1.1, 2.1.2, FRM MAX 2.1.2

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15
Q

Q.2.8. With the Isolation Valve switch in AUTO, when will the valve automatically go from closed to open?

A

Opens automatically if either engine BLEED air or air conditioning PACK switch is positioned OFF.

Reference: FRM 2.1.1, 2.1.2

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16
Q

Q.2.9. In the -700, what would cause the PACK TRIP OFF light to illuminate? What happens?

A

Indicates pack temperature has exceeded limits. Related pack valve automatically closes and mix valves drive full cold.

Reference: FRM B737NG 2.1.2

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17
Q

Q.2.10. In the -800, what would cause a PACK light to illuminate? What about on recall?

A
  • Pack trip off (over temperature) or
  • Failure of both primary and standby pack controls or
  • Failed closed Smart Ram Air Door Actuators (SRADA) system fault (as installed)

Recall

  • Failure of either primary or standby pack control or
  • Smart Ram Air Door Actuator (SRADA) system fault (as installed)

Reference: FRM B737NG 2.1.2, 2.4.7

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18
Q

Q.2.11. If an amber caution light illuminates only on MASTER CAUTION recall but goes out when the MASTER CAUTION is reset, is running the associated QRH required?

A

No.

Reference: AOM 5.1.1.2

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19
Q

Q.2.12. In the MAX, what would cause both PACK lights to illuminate?

A

Incorrect pack configuration after takeoff or go-around 45 seconds after flap retraction.

Reference: FRM B737MAX 2.1.2, 2.3, MAX QRH 2.22

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20
Q

Q.2.13. What does a DUAL BLEED light mean?

A

APU bleed air valve open and engine No. 1 BLEED air switch ON, or engine No. 2 BLEED air switch ON, APU bleed air valve and isolation valve open.

Reference: FRM 2.1.1, FRM B737NG 2.2.2.7, FRM B737MAX 2.2.2.9, B737NG QRH 2.12, B737MAX QRH 2.17

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21
Q

Q.2.14. In the -700, what would cause the DUCT OVERHEAT lights to illuminate and what happens?

A

Distribution air temperature in related duct exceeds limit. Air mix valves drive full cold.

Reference: FRM B737NG 2.1

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22
Q

Q.2.15. In the -800, what would cause the ZONE TEMP lights to illuminate? During recall?

A

Illuminates
- CONT CAB indicates a duct temperature overheat or failure of the flight deck primary and standby temperature control.
- FWD CAB or AFT CAB indicates duct temperature overheat.

Illuminates during recall

  • CONT CAB - indicates failure of the flight deck primary or standby temperature controller.
  • Either FWD CAB or AFT CAB indicates failure of the associated zone temperature control.

Reference: FRM B737NG 2.1.2, 2.4.9

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23
Q

Q.2.16. In the MAX, what causes the ZONE TEMP light(s) to illuminate?

A

CONT CAB indicates a duct temperature overheat or failure of the flight deck primary and standby temperature control.
FWD CAB or AFT CAB indicates duct temperature overheat.

Reference: FRM B737MAX 2.1.2

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24
Q

Q.2.17. How many fans are in the Equipment Cooling system?

A

Four. A normal and alternate fan for both the supply and exhaust system.

Reference: FRM B737NG 2.3.3.5, 2.4.13.4, FRM B737MAX 2.3.4.4

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25
Q

Q.2.18. What would cause the equipment cooling OFF light to illuminate?

A

Loss of airflow due to failure of an equipment cooling fan.

Reference: FRM B737NG 2.1.3, 2.3.3.5, 2.4.13.4, FRM B737MAX 2.3.4.4, B737NG QRH 2.13, B737MAX QRH 2.18

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26
Q

Q.2.19. What are the effects of a forward cargo fire warning on the equipment cooling system?

A

800 (-700 as installed) and MAX, the equipment cooling exhaust fan is shutoff and the equipment cooling exhaust OFF light is inhibited.

Reference: FRM B737NG 2.3.3.5.1, 2.4.13.4.1, FRM B737MAX 2.3.4.4

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27
Q

Q.2.20. The MAX has an additional light on the equipment cooling panel, EQUIP SMOKE, what causes this light to illuminate?

A

Smoke is detected in the equipment cooling system. Light extinguishes 30 seconds after smoke is no longer detected.

Reference: FRM B737MAX 2.1.3, FRM B737MAX 2.3.4.4

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28
Q

Q.2.21. What does the CABIN ALTITUDE WARNING indicate, can it be silenced?

A

It Indicates the cabin altitude has exceeded 10,000 ft. It can be silenced by pressing the ALT HORN CUTOUT Switch.

Reference: FRM 2.1.4

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29
Q

Q.2.22. What is our policy/guidance on silencing aural alert and resetting the MASTER CAUTION System?

A

Flight Deck Crew should silence any aural alert and reset the MASTER CAUTION System as soon as the cause of the alert is recognized.

Reference: AOM 5.1.1.2

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30
Q

Q.2.23. What causes an OFF SCHED DESCENT light to illuminate?

A

An amber OFF SCHED DESCENT light illuminates if the aircraft begins to descend without having reached the preset cruise altitude in the FLT ALT indicator.

Reference: FRM 2.1.5, FRM B737NG 2.5.5, FRM B737MAX 2.4.5

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31
Q

Q.2.24. What is the pressurization controller scheduling for the landing altitude after receiving an OFF SCHED DESCENT light?

A

The controller programs the cabin to land at the takeoff field elevation (unless the Crew resets the FLT ALT setting).

Reference: FRM B737NG 2.5.5, FRM B737MAX 2.4.5

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32
Q

Q.2.25. How many pressure relief valves are on the aircraft?

A

2 positive pressure relief valves, and 1 negative pressure relief valve

Reference: FRM B737NG 2.5.2, FRM B737MAX 2.4.2

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33
Q

Q.2.26. Why is there a CAUTION associated with using manual pressurization?

A

The manual motor operates at higher rate than AUTO or ALTN motor.
A small movement of the outflow valve can cause a large change in cabin rate of climb rate or descent. Manual actuation of the outflow valve can produce large, rapid changes in cabin pressure which could result in passenger and crew discomfort and/or injury.

Reference: FRM B737NG 2.5.2, FRM B737MAX 2.4.2

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34
Q

Q.3.1. What are some of the reasons that the green ON light would extinguish on the Window Heat Panel?

A
  • Switch is OFF
  • An overheat is detected
  • A system fault has occurred
  • System is at correct temperature

Reference: FRM 3.1.1

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35
Q

Q.3.2. If a window heat switch is ON, and the associated green ON light is not illuminated, how can you determine if the system is operating normally?

A

Perform a window heat test.

Reference: AOM 16.3.1, FRM 3.1.1

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36
Q

Q.3.3. Selecting the OVHT position of the Window Heat Test Switch causes what to happen?

A

Simulates an overheat condition.

Reference: FRM 3.1.1

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37
Q

Q.3.4. With the PROBE HEAT Switch in AUTO, when is power automatically supplied to the probe heat system?

A

Power is automatically supplied to both the A and B probe heat systems when either engine is running.

(opens in a new tab)Reference: FRM 3.1.4

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38
Q

Q.3.5. What causes the COWL ANTI-ICE light to illuminate?

A

Indicates an overpressure condition in duct downstream of engine cowl anti-ice valve.

(opens in a new tab)(opens in a new tab)Reference: FRM 3.1.5

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39
Q

Q.3.6. The blue COWL VALVE OPEN lights have been replaced on the MAX with amber COWL VALVE lights, and associated QRH procedure; what do the amber COWL VALVE lights signify?

A
  • Momentary - Related cowl anti-ice valve is in transit.
  • Steady - Cowl anti-ice valve position disagree with related ENGINE ANTI-ICE switch position.

(opens in a new tab)Reference: FRM B737MAX 3.1.5

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40
Q

Q.3.7. What does the amber ENG ANTI-ICE light indicate on the MAX?

A

Cowl thermal anti-ice system has been inhibited due to a system failure or when an engine core anti-ice valve fails closed.

Reference: FRM B737MAX 3.1.5, B737MAX QRH 3.3

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41
Q

Q.3.8. The MAX has an additional engine anti-ice feature called Core anti-ice. How is it operationally controlled?

A

Core anti-ice is automatically controlled by the EEC’s with no crew input or indication of normal operation.

Reference: FRM B737MAX 3.2.5

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42
Q

Q.3.9. Besides controlling the engine anti-ice functions, what does placing the ENG ANTI-ICE switches to the ON position do?

A

Sets stall warning logic for icing conditions.

Note: Stall warning logic adjusts stick shaker and minimum maneuver speed bars on the airspeed indicator. FMC displayed VREF is not adjusted automatically.

Stall warning logic, airspeed indications, and minimum maneuver speeds on the airspeed indicator return to normal when the engine anti-ice is positioned OFF if wing anti-ice has not been used in flight.

Reference: FRM 3.2.5.1

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43
Q

Q.3.10. When using engine anti-ice, what additional idle speed is available in the MAX?

A

Icing idle, with the flaps UP and Approach Idle when flaps are extended.

Reference: FRM B737MAX 3.2.5.1

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44
Q

Q.3.11. What areas of the aircraft are heated with the Wing Anti-Ice Switch ON?

A

3 inboard leading-edge slats by using bleed air.

Reference: FRM 3.2.6

45
Q

Q.3.12. What is the guidance for using wing anti-ice on the ground?

A

Do not operate wing anti-ice on the ground when OAT is above 10 degrees C.

Do not use wing anti-ice as a substitute for ground deicing/anti-icing.

The wing anti-ice switch will be turned OFF prior to beginning the takeoff roll.

Reference: AOM 3.5

46
Q

Q.3.13. If the wing anti-ice is activated on the ground, what happens when the thrust levers are advanced for takeoff?

A

The wing anti-ice valves automatically close and at liftoff the wing anti-ice switch trips to the off position.

Reference: FRM 3.2.6.1

47
Q

Q.3.14. In the MAX, what is the logic associated with the amber L VALVE and R VALVE lights?

A

Momentary
- Related wing anti-ice valve is in transit.

Steady
- Wing anti-ice valve position disagrees with related WING ANTI-ICE switch position.

Extinguished
- Related wing anti-ice valve is closed (switch OFF), or related wing anti-ice valve is open (switch ON).

Reference: FRM B737MAX 3.1.6, 3.2.6.1

48
Q

Q.4.1. What would be the indication that the Radio Tuning Panel had failed?

A

PANEL would be displayed in the active frequency window and FAIL would be displayed in the standby frequency window.

Reference: FRM 5.1.1.1

49
Q

Q.4.2. On aircraft with a Radio Tuning Panel installed, what would be the indication if the selected radio had failed?

A

FAIL would be displayed in both the active and standby frequency window.

Reference: FRM 5.1.1.1

50
Q

Q.4.3. The three flight deck Audio Control Panels have an NORM/ALT position, what radios are useable in each position with the switch in ALT (Degraded Audio System Operation)?

A

CA
VHF-1

FO
VHF-2

Observer
VHF-1

Reference: FRM B737NG 5.2.7, FRM B737MAX 5.2.6

51
Q

Q.4.4. What effect does operating in ALT have on the Audio Control Panels (ACP) volume control?

A

Volume cannot be adjusted and only the usable radio is heard at a preset volume through the headset.

Reference: FRM B737NG 5.2.7, FRM B737MAX 5.2.6

52
Q

Q.4.5. What effect does operating Audio Control Panels (ACP) in ALT have on the associated overhead speaker?

A

The speaker and speaker switch are not functional at that station.

Reference: FRM B737NG 5.2.7, FRM B737MAX 5.2.6

53
Q

Q.4.6. If operating the Audio Control Panels (ACP) in ALT, can you still use the Flight and Service Interphone?

A

No.

Reference: FRM B737NG 5.2.7, FRM B737MAX 5.2.6

54
Q

Q.4.7. If operating the Audio Control Panels (ACP) in ALT, how are audio warnings affected?

A

Audio warnings for altitude alert, GPWS, and wind shear are not heard on an audio system operating in the degraded mode.

Reference: FRM B737NG 5.2.7, FRM B737MAX 5.2.6

55
Q

Q.4.8. Which models have a stuck microphone alarm?

A

737-800 and MAX

Reference: FRM B737NG 5.2.5, FRM B737MAX 5.1.2

56
Q

Q.4.9. How does the stuck microphone alarm work?

A

A timer limits VHF transmission to approximately 35 seconds. Approximately 25 to 30 seconds after
any PTT is selected, the transceiver makes an aural tone (or side-tone) in the headset. This tone continues for approximately five seconds. When the tone stops, the RF transmission also stops, and the radio is set to receive mode automatically. The radio remains in receive mode until the PTT is released and selected again.

Reference: FRM B737NG 5.2.5, (opens in a new tab)FRM B737MAX 5.1.2

57
Q

Q.4.10. What effect does the PTT switch or MASK-BOOM switch have on the flight deck hand microphones?

A

None, the MASK-BOOM and/or PTT switches does not affect the operation of the hand microphones.

Reference: FRM 5.2.4

58
Q

Q.4.11. When using the PTT switch are the overhead speakers muted?

A

Yes, the two flight compartment speakers are muted for the Captain’s and First Officer’s push-to-talk microphone operation.

Reference: FRM 5.2.3

59
Q

Q.4.12. When using the mask microphone are the overhead speakers muted?

A

No, the speakers are not muted for oxygen mask microphone operation.

Reference: FRM 5.2.3

60
Q

Q.4.13. When STAT MD services are needed what VHF radio should the crew establish communication on?

A

VHF #2

Reference: FRM B737NG 5.2.12, B737MAX 5.2.13, AOM 16.5.5.1

61
Q

Q.4.14. Which audio control panel is used to allow the Flight Attendant’s to communicate with STAT MD?

A

Observer’s ACP.

Reference: FRM B737NG 5.2.12, B737MAX 5.2.13, AOM 16.5.5.1, 16.5.5.2

62
Q

Q.4.15. What should be the only selection on the observers ACP when on the line with STAT MD?

A

STAT MD with VHF
VHF #2, adjust to full volume for best communication

STAT MD with SATCOM
SAT #1 or SAT #2, ensure the volume level for the selected transmitter is turned up to a suitable level so that the Flight Attendant is able to hear the transmission.

Both
Deselect all other audio sources on the Flight Deck Jumpseat Observer’s ACP.

Note: The Flight Deck Crew should not use the ‘hot mic’/FLT interphone transmission feature during STAT MD procedures. “Hot mic” transmissions are audible to STAT MD personnel and Flight Attendants, which may cause confusion.

Reference: FRM B737NG 5.2.12, B737MAX 5.2.13, AOM 16.5.5.1, 16.5.5.2

63
Q

Q.4.16. When is the area microphone active on the Cockpit Voice Recorder?

A

Active anytime 115V AC is applied to aircraft.

Reference: FRM B737NG 5.1.8, B737MAX 5.1.11

64
Q

Q.4.17. What is the expectation when the flight attendants ring the flight deck 4 times over the Crew Call System?

A

There is an emergency in the cabin that requires immediate communication, via the service interphone, with the flight deck.

Reference: FOM 16.9.1

65
Q

Q.4.18. What are some of the allowable exceptions to the requirement for Ramp Personnel to utilize headset?

A

-The aircraft’s communication panel is out of service (deferred).
- The ramp 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 16.10.1

66
Q

Q.5.1. On initially receiving power, what format are the engine instruments displayed?

A

NG
A Compact Engine Display

MAX
Secondary Engine Indications

(opens in a new tab)Reference: FRM B737NG 7.3.2.4.1, FRM B737MAX 7.2.2.2

67
Q

Q.5.2. On the NG, what format is required for the engine instruments before the engine is started?

A

Set the engine displays to the compact format.

Reference: AOM 7.2

68
Q

Q.5.3. On the MAX, which DU is required to display the engine instruments?

A

Set the engine displays to the Captain’s inboard DU.

Reference: AOM 7.2

69
Q

Q.5.4. When is the engine failure alert, ENG FAIL, displayed in amber on the EGT indicator?

A

An engine failure alert indication (ENG FAIL) is displayed in amber on the EGT indicator when the respective engine is operating at a condition below sustainable idle [NG (50 percent N2)] and the engine start lever is in the IDLE position.

Reference: FRM B737NG 7.3.2.3, FRM B737MAX 7.2.2.3

70
Q

Q.5.5. What would remove the amber ENG FAIL alert displayed on an EGT indicator?

A

The alert remains until the engine recovers, the engine start lever is moved to CUTOFF, or the engine fire warning switch is pulled.

Reference: FRM B737NG 7.3.2.3, FRM B737MAX 7.2.2.3

71
Q

Q.5.6. How does the EEC control thrust in the normal mode?

A

The EEC uses sensed flight conditions and bleed air demand based on autothrottle and/or Flight Deck Crew inputs to automatically set engine thrust.

Reference: FRM B737NG 7.3, FRM B737MAX 7.2

72
Q

Q.5.7. When does the EEC automatically switch to soft alternate mode?

A

If required signals are not available to operate in the normal mode, the EEC automatically changes to the soft alternate mode.

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.1

73
Q

Q.5.8. What indication on the Engine Panel would alert the Crew that automatic switching into the soft alternate mode has occurred?

A

When this occurs, the ALTN switch illuminates and the ON indication remains visible

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.2

74
Q

Q.5.9. How does an EEC in soft alternate control the engine?

A

The EEC uses the last valid flight conditions to define engine parameters which allows the mode change to occur with no immediate change in engine thrust.

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.2

75
Q

Q.5.10. What is the indication on the EEC switch on the Engine Panel if hard alternate mode is manually selected?

A

When ALTN is selected manually, the ON indication is blanked.

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.2

76
Q

Q.5.11. What is the effect on the EECs with a loss of either DEU (NG) or either DPC (MAX)?

A

Loss of either DEU (NG), DPC (MAX) results in a loss of signal to both EECs. The EEC ALTN lights illuminate and each EEC reverts to the [soft] alternate mode to prevent the engines from operating on a single source of data.

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.2

77
Q

Q.5.12. The hard alternate mode has what affect on thrust?

A

Hard alternate mode thrust is always equal to or greater than normal mode thrust for the same lever position. Thrust protection is not provided in the hard alternate mode and maximum rated thrust is reached at a thrust lever position less than full forward.

Reference: FRM B737NG 7.3.3.2, FRM B737MAX 7.2.3.2

78
Q

Q.5.13. How long must the APU run before being used as a bleed air source?

A

Two minutes.

Reference: FRM B737NG 7.4.2.4, FRM B737MAX 7.3.3, AOM 3.8.6

79
Q

Q.5.14. When accomplishing the TERMINATING CHECKLIST, how long must you wait to turn the battery off after the APU GEN OFF BUS light extinguishes?

A

NG
Two minutes.

MAX
Five minutes.

Reference: AOM 14.2

80
Q

Q.5.15. What is a consideration for APU use during a deicing/anti-icing event?

A

If not required, the APU should be shut down to eliminate the possibility of deicing/anti-icing fluid entering the APU inlet, which may cause erratic operation or damage to the APU.

Reference: AOM 15.1.9

81
Q

Q.5.16. Which side of the fuel manifold does the APU draw fuel from?

A

Fuel to start and operate the APU comes from the left side of the fuel manifold when the AC fuel pumps are operating. If the AC fuel pumps are not operating, fuel is suction fed from the No. 1 tank.

Reference: FRM B737NG 7.4.2.1, FRM B737NG 7.4.2.1.1, FRM B737MAX 7.3.2.2

82
Q

Q.5.17. When the APU is the only source of electrical power, what is the difference between load shedding on the ground and in flight?

A

On the ground, the APU attempts to carry a full electrical load. If an overload condition is sensed, the APU sheds galley busses and main busses until the load is within limits. In flight, all galley busses and main busses are automatically shed.

Reference: FRM B737NG 7.4.2.7, FRM B737MAX 7.3.3.3

83
Q

Q.5.18. Is engine shutdown required for flap area contamination removal?

A

Yes.

Reference: AOM 15.1.10.1

84
Q

Q.5.19. The MAX has two additional Alerts compared to the NG on the Engine Display per engine, what are the Alerts?

A

THRUST and FUEL FLOW.

Reference: FRM B737MAX 7.1.1.7

85
Q

Q.5.20. In the MAX, what does the FUEL FLOW Alert indicate?

A

Illuminated (amber)
- Steady - Engine fuel flow is abnormally high when compared to the FMC expected fuel flow.
- Blinking - With fuel flow abnormally high, the alert and entire block will blink for 10 seconds and then the alert only will remain steady until the condition no longer exists.

Reference: FRM B737MAX 7.1.1.7, QRH 12.4

86
Q

Q.5.21. In the MAX, what does the THRUST Alert indicate?

A

Illuminated (amber)

Steady - The thrust is more than commanded thrust; or
- The thrust is less than the commanded thrust.
- Displayed in conjunction with amber N1 command sector for affected engine.

Blinking - With a condition of more than or less than commanded thrust. The alert and entire block will blink for 10 seconds and then the alert will remain steady until the condition no longer exists.

Reference: FRM B737MAX 7.1.1.7, QRH 7.27

87
Q

Q.5.22. In the MAX, what safety feature of the EEC protects against exceedance of engine design limits?

A

Electronic Overspeed System (EOS).

Reference: FRM B737MAX 7.2.3.5

88
Q

Q.5.23. In the MAX, what indication would you expect to see if the Electronic Overspeed System (EOS) activated?

A

The amber ENG FAIL alert illuminates. THRUST alert may or may not appear.

Reference: FRM B737MAX 7.2.3.5

89
Q

Q.5.24. How does the EEC provide flameout protection?

A

An auto-relight capability is provided for flameout protection. Whenever the EEC detects an engine flameout, both igniters are activated. A flameout is detected when an uncommanded rapid decrease in N2 occurs, or N2 is below idle RPM.

Reference: FRM B737MAX 7.2.7.2.1, FRM B737NG 7.3.6.2.1

90
Q

Q.5.25. In the NG, what does the REVERSER light indicate?

A
  • Isolation valve or thrust reverser control valve is not in commanded position.
  • One or more thrust reverser sleeves are not in commanded state.
  • Auto-restow circuit has been activated.
  • A failure has been detected in synchronization shaft lock circuitry.

Reference: FRM B737NG 7.2.3

91
Q

Q.5.26. The MAX has 3 different reverser amber lights on the Engine Panel. What does the REVERSER COMMAND light indicate?

A

Illuminated (amber) - The reverse thrust lever is not in the down position in flight.

Reference: FRM B737MAX 7.1.5

92
Q

Q.5.27. What does illumination of the REVERSER AIR/GRD amber light indicate?

A

Illuminated (amber) - The air/ground thrust reverser logic has failed.

Reference: FRM B737MAX 7.1.5

93
Q

Q.5.28. What does illumination of the REVERSER LIMITED amber light indicate?

A

Illuminated (amber) -
- On the ground - A fault has occurred in the thrust reverser system
- In flight - A fault in the thrust reverser system limits reverse thrust. Thrust reverser will not deploy or reverse thrust will be limited to idle.

Reference: FRM B737MAX 7.1.5

94
Q

Q.5.29. In the NG, what does an illuminated MAINT light on the APU Control Panel indicate?

A

Illuminated (blue) - APU maintenance problem exists:
- APU may be operated.
- Light is disarmed when APU switch is OFF.

Reference: FRM B737NG 7.2.5

95
Q

Q.5.30. In the MAX, what does the DOOR light on the APU panel indicate when illuminated?

A

Illuminated (amber) - APU door is not in the commanded position:
APU door is open when APU is shut down (in air or on ground).
- In flight - door is not in flight position.
- On ground - door is not in ground position.

Reference: FRM B737MAX 7.1.8

96
Q

Q.5.31 You are on taxi out and you power up to start taxi and go back to idle, the number 2 engine does not decelerate back to idle. What could you expect to happen in a MAX?

A

The EEC commands an engine shut down through the TCMA function due to indicated thrust above the selected idle position.

Reference: FRM B737MAX 7.2.3.4

97
Q

Q.6.1. You have been cleared for takeoff; OAT is -2C with -SN. What resource can you find guidance on engine run-up requirements?

A

Deice/Anti-Ice Procedures Card or AOM 15.1.14

NOTE:
NG
A static 70% N1 run-up is required. A 30 second run-up is highly recommended whenever possible.

MAX
A 50% N1 run-up for 5 seconds is required within 5 minutes of takeoff or in conjunction with the takeoff.

Reference: AOM 15.1.14, Deice/Anti-Ice Procedures Card

98
Q

Q.6.2. What is the definition of “Icing Conditions?”

A

Icing conditions exist when the OAT on the ground and for takeoff, or TAT inflight is 10°C or below, and visible moisture in any form is present (e.g., clouds, fog with visibility of one mile or less, rain, snow, sleet, ice crystals).

Icing conditions also exist when the OAT on the ground and for takeoff is 10°C or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines or nacelles.

Reference: AOM 15.1.1

99
Q

Q.6.3. After aircraft deicing, when is a Flight Deck Check required?

A

A Flight Deck Check must be performed any time a HOT is calculated or frozen precipitation is present.

Note: This is directed during Step 8 of the Deice/ Anti-Ice Procedures Card.

Reference: AOM 15.1.13.1 Deice/Anti-Ice Procedures Card

100
Q

Q.6.4. After aircraft deicing, when is a Cabin Check required?

A

A Cabin Check is required when the holdover time is expired, heavy snow (+SN) is present, or the mixed icing conditions (that do not include moderate or heavy freezing rain, or hail) are not identified in the HOT app or FAA HOT tables.

Note: This is directed during Step 8 of the Deice/ Anti-Ice Procedures Card.

Reference: AOM 15.1.13.2, Deice/Anti-Ice Procedures Card

101
Q

Q.6.5. Considering the three types of Deice/ Anti-Ice Methods, when would you use Deicing Only, One Step, or Two Step?

A

Deicing Only:
The removal of frozen contamination (or removal Type IV fluid as indicated on WN-654) is required and the aircraft will remain free of contamination until takeoff.

One-Step:
Takeoff can be expected within the Type I fluid holdover time for the current/ forecast weather conditions and Type IV is not required.

Two-Step:
Current/ forecast weather conditions require the use of Type IV fluid or when Type I fluid holdover times are not sufficient.

Reference: AOM 15.1.9, Deice/Anti-Ice Procedures Card

102
Q

Q.6.6. How would you know if an Approach Climb Gradient is required to be programmed in the PWB Landing Input page?

A

When published on the approach chart, enter the most restrictive climb gradient of the planned runways. This gradient is applied to all LD DATA for requested runways.

Reference: AOM 17.6, RNO JEPP 11-4 ILS X or LOC X Rwy 16R, MROC/SJO 11-1 ILS DME Z Rwy 07

103
Q

Q.6.7. When an approach has a published missed approach climb gradient, what thrust setting is required during the missed approach?

A

If the missed approach has a published missed approach climb gradient, full go-around thrust must be used.

Reference: AOM 11.5.2

104
Q

Q.6.8. When is an exterior postflight inspection required?

A

When terminating an aircraft (Terminating Checklist is completed), except when at a maintenance base or maintenance station, unless Southwest Maintenance Personnel accept the responsibility

Reference: AOM 14.1

105
Q

Q.6.9. When releasing a terminating aircraft to a qualified Southwest Airlines Employee, can the Captain leave the aircraft before the passengers have fully deplaned?

A

No, when terminating an aircraft the Captain must perform a Cabin Check and ensure girt bars are stowed, no one is in the lavatories, and the emergency exit lights are off.

Reference: AOM 14.0, FOM 13.5.1

106
Q

Q.6.10. When terminating an aircraft, how can you determine if a station is, or is not, a Maintenance Base or Maintenance Station?

A

By referencing the MAINTENANCE block in the SIP for that station or the FOM Chapter 19.

Reference: FOM 19.6, STL SIP

107
Q

Q.6.11. When terminating an aircraft at a Maintenance Station or Base and an Aircraft Logbook entry will be made, is it a requirement to notify Dispatch?

A

Yes. In order to ensure the correct process is followed, the Captain must contact Dispatch if a fault is encountered. If local Maintenance is contacted directly concerning a fault/deferral, the Captain must also notify Dispatch.

Reference: FOM 19.1.2

108
Q

Q.6.12. You are terminating a MAX aircraft at a non-maintenance base/station and during the Parking Checklist you observe the Number One Engine oil is at 69%. What are your responsibilities?

A

The Captain must arrange for engine oil servicing.

Reference: AOM 3.8.4

Southwest Boeing (7 decks)

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