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Southwest Boeing > 2025 CQ > Flashcards

2025 CQ Flashcards

1
Q

Q.1.1 App versions are pushed and updated automatically. Where should Pilots look to verify their apps are updated and current?

A

App version status can be verified through the MyVersions app.

Reference: EFB Manual 2.4.2

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2
Q

Q.1.2. Which apps require data updates prior to the start of a pairing?

A

AvioBook FLIGHT, Comply365, FD Pro, WSI Pilotbrief Optima, and Flight Suite (within 24 hours of the start of a pairing).

Reference: EFB Manual 2.4.2

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3
Q

Q.1.3. What is required prior to selecting the LOAD FMC prompt after receiving PWB Data?

A

Both Pilots need to review the ACARS XXXX TAKEOFF DATA message by scrolling through the pages using the NEXT PAGE function key and closely review each page for pertinent notes and remarks.

Reference: AOM 6.8.2

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4
Q

Q.1.4. During taxi, Dispatch notifies you of an error in the current Weight and Balance Report. What is required of you before departure?

A

If new TO DATA is not automatically received, request it. Review/upload the new data, and complete the Departure Plan Checklist.

Reference: AOM 7.1.2

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5
Q

Q.1.5. After changing an arrival in the FMC (STAR and/or runway), what is required before selecting the EXEC key?

A

Select the LEGS page and review the waypoint sequence.

Reference: AOM 4.9.4

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6
Q

Q.1.6. What is required of the Pilot Monitoring when commanded to change flap position?

A

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.

Reference: AOM 11.1.4.7, 11.1.5, FOM 3.2.3

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7
Q

Q.1.7. Barring charted or ATC assigned airspeeds, what guidance is in the AOM for normal flap extension sequence?

A

The normal flap extension sequence is flaps 5, then flaps 15, then landing flaps.

Note: Although the normal flap extension sequence is 15, then landing flaps, momentary selection of flaps 25 is permissible as appropriate.

Reference: AOM 11.1.4.7, 11.1.5

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8
Q

Q.1.8.In cold weather operations, what considerations should be taken after landing on a contaminated runaway; or if accumulation of airframe ice is observed with flaps extended?

A

Flaps should not be retracted to less than flaps 15.

Reference: AOM 13.1, 15.1.18

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9
Q

Q.1.9. How long must the APU operate, once stabilized, before being used as a bleed air source?

A

Two minutes.

Reference: AOM 3.8.6

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10
Q

Q.1.10. 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?

A

Consult the smoking policies in the FOM and apply the correct criteria while determining the appropriate response.

Reference: FOM 21.6.7

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11
Q

Q.1.11. 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?

A

AOM 5.6 Fire Protection and Smoke/Fumes on the Aircraft.

Reference: AOM 5.6

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12
Q

Q.1.12. Is there a resource available to guide you when a reset of the Lavatory Smoke Detector is required?

A

The above discussion (AOM 5.6) has a hot link to take you to the manual Lavatory Smoke Detector Reset discussion in the reference below.

Reference: AOM 16.8.3

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13
Q

You are 50 miles from TOD enroute to KBNA and +RA is forecast at your time of arrival.

Q.2.1 Is there a policy regarding approach and landing with these conditions?

A

Yes. Review the policy under the reference below.

Reference: AOM 10.7.2

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14
Q

Q.2.2. If runway conditions are RCC 3-MED or less, what is the recommended flaps setting?

A

Flaps 40.

Reference: AOM 12.1.3.2

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15
Q

Q.2.3 What is the policy regarding braking action PIREPs?

A

Provide a PIREP when braking action advisories are in effect, anytime actual braking action is less than GOOD, or when braking action encountered is less than reported.

Reference: FOM 12.2.1

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16
Q

Q.2.4 Is there a resource available to assist you in determining which braking action PIREP to report after landing?

A

Yes. Review FOM Figures 12.1 and 12.2 under the references below. Also, reference the TALPA hot link in the SIP.

Reference: FOM 12.2.4, 12.2.5

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17
Q

Q.2.5 What is the purpose of Runway Condition Codes (RCCs)?

A

RCCs are used for determining landing performance calculations when more than 25% of the runway surface area is contaminated. They are numbered 0 to 6.

Reference: FOM 12.2.2.1

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18
Q

Q.2.6 What is the significance of three RCC values for a specific runway?

A

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 12.2.2.1

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19
Q

Q.2.7 How do you determine if your intended runway is grooved?

A

Refer to the Jeppesen -9A page for the specific airport.

Reference: AOM 10.7.2

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20
Q

You are on the KRNO RNAV(RNP)Z 17L approach, established on the RF Leg between OQIKO and YETUD, ATC cancels your approach clearance and instructs you to fly the published missed approach.

Q.3.1 What are some considerations while executing the missed approach?

A

▪ Maximum airspeed on the RF Leg
▪ Lateral flight path tolerances
▪ Deleting the manually entered RNP value

Reference: AOM 11.5.2, AIM 5-5-5

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21
Q

Q.3.2 What effect does selecting TO/GA have on the roll mode in this situation?

A

LNAV remains the active mode.

Reference: AOM 11.5.2

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22
Q

Q.3.3 What effect would selecting TO/GA have on the pitch mode in this situation?

A

The F/Ds command 15º nose up pitch. After reaching a programmed rate of climb, pitch commands the target airspeed for each flap setting based on maximum takeoff weight calculations. This may exceed maximum airspeed for the RF leg.

Reference: FRM 4.2.2.7.2

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23
Q

Q.3.4 What effect would selecting TO/GA have on the Autothrottle mode in this situation?

A

With the first push of either TO/GA switch, A/T (if armed) engages in GA and advances thrust toward the reduced go-around N1 to produce 1,000 to 2,000 fpm rate of climb, if the aircraft is below 2,000 ft RA.

Reference: FRM 4.2.4.3.7

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24
Q

Q.3.5 How would you terminate the TO/GA mode from the F/D when desired?

A

▪ If the aircraft is below 400 ft RA, both F/D switches must be turned off.
▪ If the aircraft is above 400 ft RA, select a different pitch or roll mode.
▪ Selecting either Autopilot to CMD (changes pitch mode to LVL CHG).

Reference: FRM 4.2.4.3.7

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25
Q

Q.3.6 When initiating a go-around, the Pilot rotates smoothly toward what pitch attitude before following flight director guidance?

A

15°

Reference: AOM 11.5.2, AOM 11.5.3

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26
Q

Q.3.7 What happens to the Autopilot when TO/GA is selected?

A

Autopilot (if engaged) disengages

Reference: FRM 4.2.4.3.7

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27
Q

Q.3.8 What happens to the IAS/Mach display when TO/GA is selected?

A

The IAS/Mach display blanks

Reference: FRM 4.2.4.3.7

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28
Q

Enroute from DAL to ABQ at FL300 you notice the following lights illuminate:

MASTER CAUTION
FLT CONTROL A LOW PRESSURE
HYD PUMPS ENG 1 LOW PRESSURE
HYD PUMPS ELEC 2 LOW PRESSURE

Q.4.1 What is your assessment of the problem?

A

Loss of system A hydraulics

Reference: FRM 13.1.3, 15.2.3.1

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29
Q

Q.4.2 What other indications can help you confirm the situation?

A

HYDRAULIC indications on MFD, A autopilot disconnected if in use

Reference: FRM 13.2.2, QRH 13.4

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30
Q

Q.4.3 What major systems are affected?

A

Autopilot A, normal landing gear extension and retraction, ground spoilers, engine 1 thrust reverser normal hydraulic pressure, normal nose wheel steering

Reference: FRM 13.2.2, QRH 13.4

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31
Q

Q.4.4 What Non-Normal Checklist is applicable?

A

LOSS OF SYSTEM A

Reference: QRH 13.4

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32
Q

Q.4.5 What does PWB take into account when computing performance data?

A

The PWB Landing Module allows performance corrections based on the specific non-normal condition that impacts performance. Non-normal conditions are grouped by system, appear in the same order as the QRH, and are titled the same as in the QRH.

Reference: QRH 13.4

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33
Q

4.6 Can you continue to your destination?

A

Yes, unless you lose another hydraulic system.

Reference: AOM 5.1.1

34
Q

Q.4.7 What should you consider when in the terminal area?

A

When the gear has been lowered manually, it cannot be retracted. The drag penalty with gear extended may make it impossible to reach an alternate field.

Reference: QRH 13.4

35
Q

Enroute from MDW to DEN at FL340, you notice the following lights illuminate:

MASTER CAUTION
FLT CONTROL B LOW PRESSURE
HYD PUMPS ENG 2 LOW PRESSURE
HYD PUMPS ELEC 1 LOW PRESSURE

Q.4.8 What is your assessment of the problem?

A

Loss of system B hydraulics

Reference: FRM 13.1.3, 15.2.3.1

36
Q

Q.4.9 What major systems are affected?

A

B autopilot, yaw damper, trailing edge flaps and leading edge devices normal hydraulic pressure, autobrake, normal brakes, engine 2 thrust reverser normal hydraulic pressure, 2 spoilers each wing.

Reference: FRM 13.2.2, QRH 13.6

37
Q

Q.4.10 Why do you plan a flaps 15 landing?

A

To improve go-around capabilities.

Reference: AOM 5.11.1

38
Q

Q.4.11 What would you do if you also had STANDBY HYD LOW QUANTITY?

A

Plan to land at the nearest suitable airport.

Reference: AOM 5.1.1

39
Q

Q.4.12 What should you consider prior to extending the flaps?

A

Leading edge devices cannot be retracted after extension with alternate flap extension system. The drag penalty with leading edge devices extended may make it impossible to reach an alternate field.

Reference: QRH 13.6

40
Q

Q.4.13 Before pushback, which hydraulic system must be depressurized (both pumps OFF and LOW PRESSURE lights illuminated)?

A

System A

Reference: AOM 3.13

41
Q

Q.4.14 The aircraft must not be towed forward unless both engines are shut down and which hydraulic system is depressurized?

A

System A

Reference: AOM 3.13

42
Q

Q.4.15 How can the standby hydraulic pump be activated?

A

Manually: By moving either FLT CONTROL switch to STBY RUD or ALTERNATE FLAPS master switch to ARM.
Automatically: Inflight or on the ground with a loss of system A or B, under specific conditions, or Force Fight Monitor (FFM) activation.

Reference: FRM 13.2.3.1, 13.2.3.2

43
Q

Q.4.16 What is the significant difference in capability between an engine-driven pump and an AC electric motor-driven pump?

A

An engine-driven pump supplies six times the fluid volume than the related electric motor-driven hydraulic pump.

Reference: FRM 13.2.2

44
Q

Q.4.17 What does an illuminated OVERHEAT light on the Electric Hydraulic Pump indicate?

A

The associated electric motor driven pump is overheated, or the hydraulic fluid used to cool and lubricate the corresponding electric motor driven pump is overheated.

Reference: FRM 13.1.1, QRH 13.2

45
Q

Q.4.18 For which components does the standby hydraulic system provide back up for Systems A and or B?

A

• Thrust reversers
• Rudder
• Leading edge flaps and slats (extend only)
• Standby yaw damper

Reference: FRM 13.2.3

46
Q

You are at 4,000 ft, configuring for landing as Pilot Flying, and call for “Flaps 5.” The Pilot Monitoring repeats the command, and then moves the flap handle from “UP” to the F5 position. The PM monitors the Flap Position Indicator, but soon says “Uh oh, the flaps are stuck.”

Q.5.1 What is your priority?

A

MATM, including if the Non-Normal flap condition has any effect on aircraft controllability.

Reference: FOM 5.1 General, AOM 5.1.1

47
Q

Q.5.2 Is your phase of flight relevant?

A

Yes. You are on approach and not in a clean configuration. You need to execute a missed approach and coordinate for airspace to continue corrective action(s).

Reference: FOM 5.1 General, AOM 5.1.1

48
Q

Q.5.3 What is a risk with the go-around specific to this non-normal condition?

A

Moving the flap handle with suspected leading edge device or trailing edge flap damage may cause additional damage.

Reference: FOM 5.1 General, AOM 5.1.1, AOM 5.7

49
Q

After you announce you’re on the missed approach to Tower, they switch you to Departure. Departure asks the reason for the missed approach, and then clears you to fly the “published missed,” including holding.

Q.5.4 The holding pattern is 15 NM away. Is there anything you can be doing during this time?

A

QRH for Trailing Edge Flap Disagree. Also, assess any future impact of the Non-Normal (the QRH can help you with that assessment).

Reference: FOM 2.2.3.1

50
Q

Q.5.5 As you read through the QRH, you assess that there is not any flap asymmetry, and that the flaps are stuck between flaps 2 and flaps 5, which leads you to step 5: Plan to extend flaps to 15 using alternate flap extension. Before you continue with that step, what are some considerations regarding impact now and in the future?

A

Extra time to complete the alternate flap extension, limitations associated with it, unfamiliarity with a flaps 15 landing, landing distance considerations.

Reference: QRH 9.24, AOM 3.9

51
Q

Q.5.6 As you go through the rest of the QRH, what other things would you discover that may have an impact on the rest of the flight?

A

▪ Alt flap extension time to F15 is approximately two minutes
▪ Drag penalty with LEDs extended will impact fuel burn
▪ Icing conditions considerations
▪ PWB entry of the specific non-normal condition
▪ 230K max airspeed limitation
▪ The need to be watchful for any flap asymmetry during alt flap extension

Reference: QRH 9.24, FOM 2.2.3.1

52
Q

Q.5.7 Once you have taken care of all of the corrective actions and are ready to begin the approach, and as time allows, what are some other things that you need to consider?

A

▪ Brake cooling
▪ Communication to Company (Dispatch/TechOps/Station Ops)
▪ Communication to Flight Attendants
▪ Communication to Passengers
▪ Logbook Entry
▪ Is an Irregularity Report/Immediate notification required? (Not under Flight Controls: under SYS MALF)

Reference: FOM 2.2.3.1, 22.1.2

53
Q

Q.5.8 What does illumination of the SPEEDBRAKES EXTENDED light indicate while in flight?

A

NG and MAX: The speed brake lever is beyond the ARMED position, and the flap lever setting is more than flaps 10, or the radio altitude less than 800 ft.
MAX: Thrust levers are above idle with the speed brake extended beyond the ARMED position.

Reference: FRM B737-700/-800 9.1.5, FRM B737MAX 9.1.6, NG QRH 9.17, MAX QRH 9.16

54
Q

Q.5.9 What does illumination of the SPOILERS light indicate in the B737MAX?

A

Spoiler system fault.

Reference: MAX QRH 9.17, FRM B737MAX 9.1.1

55
Q

Q.5.10 What does illumination of the Assist ON light indicate in the B737MAX?

A

The Elevator Jam Landing Assist function is activated.

Reference: FRM B737MAX 9.1.2, MAX QRH 9.4

56
Q

Q.5.11 What is the purpose of the Elevator Jam Landing Assist System in the MAX aircraft?

A

To assist the Pilots while on approach and landing during manual flight in an elevator jam condition.
▪ When the Autopilot is disengaged
▪ Flaps are 1 or greater
▪ The Elevator Landing Assist switch is selected ON

Reference: FRM B737MAX 9.2.5.1.2

57
Q

Q.5.12 What does illumination of the SPEED TRIM FAIL light indicate when the MASTER CAUTION recall is activated and extinguishes when the MASTER CAUTION is reset?

A

Failure of a single FCC channel.

Reference: FRM 9.1.1

58
Q

Q.5.13 What does the Flight Control LOW PRESSURE light indicate?

A

Low hydraulic system (A or B) pressure to ailerons, elevator, and rudder.

Reference: FRM 9.1.1

59
Q

Q.5.14 What does the FEEL DIFF PRESS indicate?

A

When either hydraulic system or elevator feel pitot system fails, excessive differential hydraulic pressure is sensed in the elevator feel computer.

Reference: FRM 9.1.1, 9.2.5

60
Q

Q.5.15 Do not extend flaps above what pressure altitude? Why?

A

20,000 ft; to prevent excessive structural loads from increased Mach at higher altitude.

Reference: AOM 3.9, FRM B737-700/-800 9.2.8

61
Q

Q.5.16 What is the Alternate Flap duty cycle?

A

Alternate flap duty cycle in flight is one complete cycle, then five minutes off. A complete cycle is movement from position 0° to 15° and back to 0°. The ALTERNATE FLAPS position switch must be in the OFF position for 15 seconds before reversing the direction of flap movement.

Reference: AOM 3.9, FRM 9.1.1

62
Q

Q.5.17 Can the LE devices be retracted by the standby hydraulic pump?

A

No.

Reference: FRM 9.2.8.4

63
Q

Q.5.18 How do you control pitch and roll in manual reversion?

A

Ailerons and elevators in manual reversion are mechanically actuated without hydraulic assist. The stabilizer trim can be controlled electrically via the electric trim switch or manually via the stabilizer trim wheel.

Reference: AOM 5.11.2, FRM B737-700/-800 9.2.4.1, MAX 9.2.5.1

64
Q

On approach to a wet runway the ANTISKID INOP light illuminates.

Q.6.1 How would you initially assess the situation?

A

▪ A system fault is detected by the antiskid monitoring system
▪ Refer to the QRH
▪ Previously computed PWB performance data is invalid

Reference: QRH 14.1

65
Q

Q.6.2 What guidance is there regarding all non-normal situations that would help you in this scenario?

A

Carefully consider time available to complete all required corrective actions to include the QRH. If sufficient time does not exist prior to beginning the final approach, execute a go-around.

Reference: AOM 5 Non-Normal, FOM 2.2.7

66
Q

Q.6.3 Why is the PWB performance data no longer valid?

A

Antiskid is inoperative and manual speedbrake deployment is required.

Reference: AOM 17.7, QRH 14.1

67
Q

Q.6.4 What braking considerations are required with an ANTISKID INOP?

A

The possibility of a tire blowout due to manual braking necessitates careful consideration of the QRH Landing Procedure Review.

Reference: QRH 14.1

68
Q

Q.6.5 Which system normally provides hydraulic power for landing gear retraction, extension, and nose wheel steering?

A

System A

Reference: FRM 14.2.1

69
Q

Q.6.6. Is antiskid protection available with alternate braking?

A

Yes, antiskid protection is available with both Normal and Alternate Braking systems.

70
Q

Q.6.7 What protections are provided by the antiskid system?

A

▪ Skid
▪ Locked wheel
▪ Touchdown
▪ Hydroplane

Reference: FRM 14.2.4.4

71
Q

Q.6.8 What is the purpose of the loose tread impact fitting?

A

To prevent a spinning tire with a loose tread from retracting into the wheel well and potentially causing damage to wheel well components.

Reference: FRM 14.2.2.1

72
Q

Q.6.9 Which system provides hydraulic power for normal brakes?

A

System B

Reference: FRM 14.2.4.1

73
Q

Q.6.10 If hydraulic system B is low or fails, how will pressure be supplied to enable braking?

A

Review the reference below to understand alternate braking capabilities.

Reference: FRM 14.2.4.2, FRM 14.2.4.3

(14.2.4.2 Alternate Brake System
Revised: 11/09/2011
The alternate brake system is powered by hydraulic system A. If hydraulic system B is low or fails, hydraulic system A automatically supplies pressure to the alternate brake system.
14.2.4.3 Brake Accumulator
Revised: 11/09/2011
The brake accumulator is pressurized by hydraulic system B. If both normal and alternate brake system pressure is lost, trappedhydraulic pressure in the brake accumulator can still provide several braking applications or parking brake application.)

74
Q

You are preparing for an approach into BWI using ATIS information Alpha.
BWI A 1400Z 330/10G15 1/4SM BR 2 OVC 15/14 29.92
RVR RWY 33L 1400
Arrivals expect ILS 33L

Q.7.1 What are the considerations when choosing between the CAT I, SA CAT I, and SA CAT II approaches?

A

▪ CAT I minimums are too high
▪ SA CAT I minimums don’t require AIII mode (as with the SA CAT II), therefore gusty winds won’t generate an APCH WARN, but any decrease in visibility will cause a go-around.
▪ SA CAT II minimums increase the likelihood of visually acquiring the runway but gusty winds may increase risk of an APCH WARN.

Reference: AOM 11.3 ILS Approaches

75
Q

Q.7.2 Is the SA CAT II approach required to be hand flown below 1,000 ft AGL?

A

Yes, because the HGS is required.

Reference: AOM 11.3.3.2

76
Q

Q.7.3 Is a “LOOK SEE” authorized with these approaches?

A

Yes. The only approach for which a LOOK SEE is not authorized is a CAT III.

Reference: AOM 11.1.4.11

77
Q

You are now preparing to depart using RWY 28 in BWI. The current RVR is reported as 6/5/3.

Q.7.4 Are you legal to take off?

A

No. Since the 10-9A page lists the required RVR at 5/5/5, you may not take off with the rollout RVR below 500.

Reference: OPSPEC C078, FOM 9.2.1

78
Q

Q.7.5 What is the primary reference during a HGS takeoff?

A

Normal outside references (i.e., the runway surface).

Reference: AOM 9.2.6

79
Q

Q.7.6 Would that ever change?

A

If the Pilot loses outside references (e.g. due to heavy fog), use HGS guidance as the primary reference.

Reference: AOM 9.2.6

80
Q

Q.7.7 When must the Captain disengage the autopilot and autothrottle during an HGS approach?

A

The autopilot and autothrottle must be disengaged no later than 1,000 ft above TDZE.

Reference: AOM 11.3.7

Southwest Boeing (7 decks)

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