Scenario 13 Flashcards
**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.13.1. What is your optimum driftdown speed and max level off altitude?
232 KIAS, 24,700 ft. MSL
**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.13.2. What is the Max Continuous Thrust % N1 the Crew would set on the operating engine to accomplish the driftdown?
97.2 % N1.
**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.13.3. At 280 kt 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.
**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.13.4. 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.
**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.13.5. 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 Kt and 1 minute
**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.13.6. 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.
**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.13.7. During an RNP approach with an RF leg on the final segment, what is the maximum allowable airspeed? Why?
165 kts (Cat D) Flying above these programmed speeds may exceed the autopilot/flight director capabilities.
**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.13.8. 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.
**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.13.9. 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.
**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.13.10. 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.
**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.13.11. 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.
**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.13.12. 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).
**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.13.13. 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.”
**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.13.14. 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.
**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.13.15. 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.
**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.13.16. 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.
**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.13.17. 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).
**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.13.18. If flap maneuvering speeds are not displayed on the PFD’s, what reference speed is used to calculate flap maneuvering speeds?
Vref 40.
**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.13.19. At what altitude must the plane be in the planned landing configuration?
1,000 ft above TDZE.
**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.13.20. Who’s mandatory duty and responsibility is it to call a go-around/missed approach if a stabilized approach is not obtained?
Pilot Monitoring (PM).
**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.13.21. 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.
**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.13.22. At what point is a go-around no longer possible?
Thrust reverser levers are raised.
**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.13.23. What information is displayed on the REMARKS page of the PWB LANDING DATA page 2/x?
Any factors that affect landing performance
