Procedures Flashcards
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?
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
Q.6.2. What is the definition of “Icing Conditions?”
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
Q.6.3. After aircraft deicing, when is a Flight Deck Check required?
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
Q.6.4. After aircraft deicing, when is a Cabin Check required?
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
Q.6.5. Considering the three types of Deice/ Anti-Ice Methods, when would you use Deicing Only, One Step, or Two Step?
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
Q.6.6. How would you know if an Approach Climb Gradient is required to be programmed in the PWB Landing Input page?
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
Q.6.7. When an approach has a published missed approach climb gradient, what thrust setting is required during the missed approach?
If the missed approach has a published missed approach climb gradient, full go-around thrust must be used.
(opens in a new tab)Reference: AOM 11.5.2
Q.6.8. When is an exterior postflight inspection required?
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
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?
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.
(opens in a new tab)Reference: AOM 14.0, FOM 13.5.1
Q.6.10. When terminating an aircraft, how can you determine if a station is, or is not, a Maintenance Base or Maintenance Station?
By referencing the MAINTENANCE block in the SIP for that station or the FOM Chapter 19.
(opens in a new tab)Reference: FOM 19.6, STL SIP
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?
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.
(opens in a new tab)Reference: FOM 19.1.2
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?
The Captain must arrange for engine oil servicing.
(opens in a new tab)Reference: AOM 3.8.4
