CQT-CQMV 24

Question 1

You sent for takeoff data and got reduced thrust numbers. You want to do a max takeoff because its gusty. What does the FM say about this?

Answer 1

“If Sabre returned a reduced thrust solution, use the reduced thrust V-speeds to help minimize the gap between V1 and VR. United Engineering has authorized the use of reduced thrust V-speeds as the airplane will accelerate to those speeds EARILER during the takeoff roll using maximum thrust.”

Question 2

If you are doing a max takeoff because of gusty winds, what are the callouts? Where do those numbers come from?

Answer 2

“V1, VR, rotate.”
‘V1’ & ‘VR’ come from the reduced EPR line of the takeoff data printout (can be read off FMC).
‘rotate’ comes from the VR MAX line of the takeoff data printout.

Question 3

When doing a max thrust takeoff because of gusty winds, when do you call “rotate” … as in “V1, VR, rotate.”

Answer 3

• VR MAX (from the VR MAX line of the takeoff data printout)…OR
• 2000 feet before the end of the runway…OR
• if windshear is encountered

Question 4

If you are doing a max thrust takeoff because of gusty winds, during the before takeoff checklist, where should the FO read off the final weight?

Answer 4

Off the takeoff data message.

Question 5

How low can icing start before you do NOT need anti-ice ON takeoff data?

Answer 5

“Anti-ice data is required when engine anti-ice will be on for takeoff or used prior to engine failure ACCELERATION HEIGHT.”

Question 6

What do you have to remember with regards to the MAX and flying RNAV approaches?

Answer 6

B737 MAX aircraft are restricted to approaches with an RNP of .3 or greater.

Question 7

When must he Autopilot be used during an RNAV approach?

Answer 7

• required if the weather is less than 1000/3
• mandatory from IAF to DA regardless of reported weather conditions except:
  1) runway in sight, but autopilot should be still used on an RF leg
  2) during parallel runway approaches once runway is insight and aligned with runway centerline.

Question 8

If you have to discontinue an RNAV approach, what altitude do you set in the MCP?

Answer 8

• If NOT on an approach segment: ATC altitude issued with approach clearance ie “Maintain 8200 until established, cleared RNAV Z approach”
• If ON an approach segment: the charted minimum altitude for that segment (from the approach plate).

Question 9

You’re at 500 feet with the autopilot off but the auto throttle still on. Tower tells you to go around. You hit the go around button … what happens?

Answer 9

1 click of TO/GO sets “slowaround” of 1000-2000 fpm and the FMA shows a green GA (a 2nd click would move the thrust all the way up to the green caret and the FMA shows a green N1)

Question 10

You’re at 150 feet with the autopilot and auto throttle off. Tower tells you to go around. You hit the go around button … what happens?

Answer 10

Well, nothing with the throttles, so you have to extend your arm so that the N1 needle matches up with the green carets

Question 11

You’re at 1500 feet doing a visual with ILS back up and the autopilot and auto throttle still on. Tower tells you to go around. You hit the go around button … what happens?

Answer 11

If you are single channel, which you usually are on a normal ILS approach, the autoPILOT disconnects (the autoTHROTTLE stays connected)

Question 12

What 6 things should you think about if you have to do an OVERWEIGHT landing?

Answer 12

• Flaps 30 rather than 40 to provide increase margin to flap placard speed.
• Longest runway available
• Land at the 1000 foot marker
• If a long landing develops, go around
• Maximum reverse thrust
• Use the whole runway… don’t turn off early

Question 13

High speed rejected takeoffs for AMBER lights are…

Answer 13

…not normally necessary or appropriate.

Question 14

When the FO says “Remain seated, remain seated” what do the flight attendants do?

Answer 14

“Assess condition. Quickly release your seat belt and get out of seat.”

Question 15

CAUTION: VNAV shall not be armed on the ground if the engine failure procedure for the takeoff runway contains conditions requiring either of the following:

Answer 15

• The COMPLETION of a turn to a specified heading BEFORE accelerating.
• Becoming ESTABLISHED on a defined lateral course BEFORE accelerating.

Question 16

Does the Single Engine failure procedure in Albuquerque require VNAV to be off?

Answer 16

No.

Question 17

What do you need to know about engine failure and the electrical system with regards to navigation?

Answer 17

If the engine fails on the side that has the green MA, the electrical interruption of engine failure will change the MA to the other side. SO…
The VOR freq and course setting need to be the same if required for the SE procedure.

Question 18

When dealing with an emergency, what is the United mantra?

Answer 18

• Fly the airplane
• Silence the warning
• Confirm the emergency

Question 19

You have an engine issue. There are two checklists that deal with serious engine issues. How do you know which one to use? How do you get to each?

Answer 19

If you have:
* Engine fire warning
* Airframe vibration with abnormal engine indications, or
* Engine separation…
Use the Engine Fire or Severe Damage or Separation Checklist -> Go to the electronic card in the FM

• Engine failure
• An ENG FAIL alert
• An engine flameout
• Or if directed by another checklist…
  Use the Engine Failure or Shutdown Checklist -> Go to the Non-Normals Index “E”

Question 20

What configuration does United recommend for single engine approach?

Answer 20

• Flaps 1 for downwind leg or 7 nm before the FAF
• Flaps 5 for base leg or 5 nm before the FAF
• Gear down flaps 15 when the G/S is 1.5 dots above and coming down

Question 21

What are the leading causes of tail strikes on the 737?

Answer 21

• FAST rotation rate
• EARLY rotation

Thus, a fast, early rotation is therefore the worst possible combination

Question 22

What is the relationship between flap settings and takeoff tail clearance?

Answer 22

LARGER flap settings provide GREATER tail clearance.

Question 23

You have and engine failure on takeoff. You rotate at VR. How long will it take to get to V2?

Answer 23

10 to 12 seconds

Question 24

You have and engine failure on takeoff. You rotate at VR. How long will it take to get to V2+20?

Answer 24

10 to 12 seconds

Question 25

On a V1 cut, by definition the failure will occur prior to V2. What does the book say you should do?

Answer 25

If engine failure occurs prior to V2, maintain V2 up to the altitude required for obstacle clearance.

Question 26

When is a good time to arm the 2nd autopilot on a CAT III approach?

Answer 26

When “Cleared for the XXX approach” by ATC.

Question 27

The “One Engine Inoperative Landing” checklist says that you should “maintain VREF15+wind additive on final approach. The minimum wind additive is 5 knots.” So on your speed tape, what would this look like on a no wind day?

Answer 27

The speed bug would be resting on the Green 15

Question 28

After a takeoff engine failure, when working through all the checklist required for landing, what should you think about with regards to your altitude?

Answer 28

You should be below 10,000 feet if able because you are going to set up for a bleed off landing and thus will lose pressurization.

Question 29

Stabilized approach at 1500 feet means…

Answer 29

• Landing gear down
• Airspeed 180 or less

Question 30

Stabilized approach at 1000 feet means…

Answer 30

• Fully configured
• Landing checklist complete
• Airspeed +15 to -5 of target bug
• VSI <= 1200 FPM

Question 31

Do deviations from stabilized approach criteria 1000 feet require a go around?

Answer 31

No. “At 1000 feet, the PM will announce deviations in configuration, speed or descent rate from the plan (e.g. “Final flaps to go”, “Airspeed”, or “Descent rate”)”

Question 32

Do deviations from stabilized approach criteria 500 feet require a go around?

Answer 32

“Except for momentary airspeed and descent rate deviations, when at or below 500 feet, the PM will direct a go-around by announcing “go-around” followed by the out-of-tolerance parameter (e.g. “Flaps”, “Airspeed”, or “Descent rate”)”

Question 33

On page 2 of the Engine Failure or Shutdown checklist you choose if APU is available for start. It says in part:
When APU running:
APU GEN switch (affected side) … ON
»Go to step 12
APU is not available
»Go to step 9

What is the gotcha?

Answer 33

In the sim, the APU is almost always going to be available. If you look away from the checklist, you may accidentally go to Step 9 (APU not available) instead of going to Step 12 which is where you really want to be.

Question 34

As PM on a SE go around, you are directed to “set max continuous thrust” when airspeed reaches the green “UP” bug. By extension, what else must you do

Answer 34

Since auto-throttles will not be on, the PM must manually move the throttles to ensure that the white needles are matched up with the green chevrons.

Question 35

When the PF says “set max continuous thrust” when airspeed reaches the green “UP” bug on a SE go around, what is the first thing you must do as PM?

Answer 35

On FMC N1 limit page, press >CON

Question 36

What is the number one thing to remember for a V1 cut?

Answer 36

Step on the “good” engine and watch the “ball” (puck)

Question 37

For a SE go around, what must you remember with regards to your ground track?

Answer 37

For a SE go around, you are going to do the “T-Procedure” NOT the missed approach track on the approach plate

Question 38

For a SE go around from an ILS approach, when do you call to “Set clean maneuvering speed” and where do you get this number from?

Answer 38

You call this at EITHER 800 feet AFE or the special obstacle clearance altitude from the T-Procedure (whichever is higher) BUT, since you have the ILS minimums dialed in, you’ll just have to remember what that acceleration height is.
(technique there are skinny 500 and 1000 AFE bands on the altitude tape to help)

Question 39

What is something procedural to watch out for on a takeoff into icing?

Answer 39

You normally turn the start switches off during climb out, but if you’re in icing you need to leave them on.