Scenarios

Question 1

Q.8.1. You are on final for a CAT III approach and the RVR is reported below minimums. What would you do?

Answer 1

Go-Around. A Look-See Approach is not authorized during CAT III approaches.

Reference: AOM 11.5

Question 2

Q.8.2. What HGS Mode(s) may be used during CAT II and SA CAT I approaches?

Answer 2

PRI, IMC or AIII (Unless AIII mode is specifically required on the Jepp Approach plate).

Reference: AOM Chapter 11, Table 11

Question 3

Q.8.3. During Taxi, what is required while performing Intensive Tasks when the visibility is reported below 4000 RVR or 3/4 miles?

Answer 3

Stop the aircraft and set the parking brake.

Reference: AOM 8.1

Question 4

Q.8.4. Prior to departure while reviewing your weather packet, you notice the forecast for your destination indicates a chance of thunderstorms and wind gusts greater than 20 knots. Is an alternate required?

Answer 4

Yes. Company requires an alternate be listed when your ETA, from one hour before to one hour after, and Thunderstorms or wind gusts greater than 20kts more than the steady state wind velocity.

Reference: FOM 17.4.3; FOM Table 17.5

Question 5

Q.9.1. When is a takeoff alternate required?

Answer 5

A takeoff alternate is required and must be shown in the Dispatch Release when the weather conditions at the departure airport are below non-HGS CAT I landing minimums.

Reference: FOM 17.4.1

Question 6

Q.9.2. What are the fuel requirements needed to complete a flight?

Answer 6

No aircraft will depart with less fuel than is required by the CFR. Each flight must be released with sufficient fuel to at least comply with the following:

Fly to the airport to which it is dispatched.
Note: This includes the fuel required to fly one instrument approach.
Thereafter, to fly to and land at the most distant alternate airport, where required, for the airport to which dispatched.
Thereafter, to fly for 45 minutes at normal cruising fuel consumption.

Reference: FOM 17.6.2

Question 7

Q.9.3. What important limitation is associated with the Engine Anti-ice on the MAX?

Answer 7

AFM L (MAX) Do not operate Engine Anti-Ice (EAI) in-flight when not in actual or anticipated icing conditions.

CAUTION: Operation of EAI when not in actual or anticipated icing conditions may result in severe engine inlet damage or failure.

Reference: AOM 3.5.1

Question 8

Q.9.4. When is an overweight landing permitted

Answer 8

An overweight landing is permissible in the following cases:

An emergency
Any condition or combination thereof, in which an expeditious landing would reduce exposure to the risk of additional problems that would result in a compromise of safety
A Passenger or Crew Member needs immediate medical attention
Any inflight interruption due to a non-normal situation (e.g., aircraft system, ATC restriction, company requirement) that prevents the flight from continuing to the dispatched destination.
Reference: AOM 12.1.6

Question 9

Q.9.5. If utilizing the optimum cooling procedure during taxi-in, unless directed by a supplemental or non-normal procedure, in what position is the FO required to place the engine bleed switches during the engine shutdown flow?

Answer 9

The engine bleed switches should be placed in the ON position during the engine shutdown flow.

Reference: AOM 13.4

Question 10

Q.9.6. When the autopilot is on and the flaps are extended where should the Pilot Flying’s hands and feet be positioned? What about the Pilot Monitoring?

Answer 10

(PF) Prior to the final approach segment, position hands and feet on the aircraft controls when the autopilot is engaged and flaps are extended for maneuvering or approach.

(PM) Prior to the final approach segment, position hands and feet to immediately assume control of the aircraft if circumstances warrant.

Reference: AOM 11.1.4.2, FOM 3.3.2

Question 11

Q.9.7. Who initiates the 1000ft callout on ALL approaches?

Answer 11

The PM initiates the 1000ft callout on all approaches.

Reference: AOM 11.2.3, 11.3.6.1, 11.3.7, 11.4.2.3, 11.4.3.1

Question 12

Q.9.8. Inside the RRM Model, Risk factors are anything that increases risk and decreases performance. What 3 categories are Risk Factors divided into?

Answer 12

Risk factors are split into three categories:
Task Loading
Additive Conditions
Crew Factors

Reference: FOM 2.2.3.1

Question 13

Q.9.9. Inside the RRM model what actions do you perform to improve operational effectiveness and reduce risk?

Answer 13

A - Assess
B - Balance
C – Communicate risk and intentions
D – Do and Debrief

Reference: FOM 2.2.3

Question 14

Q.9.10. Fill in the graphic for the Operational Philosophy of Southwest Airlines.

Answer 14

See image.

Reference: FOM 2.1(opens in a new tab)

Question 15

Q.9.11. What is the only way to verify that an MCP mode selection has occurred?

Answer 15

Proper annunciation on the FMA is the only way to verify that an MCP mode selection has occurred.

Reference: AOM 4.2.2

Question 16

Q.9.12. What are the authorized MCP modes for an LDA Approach with Glideslope? What about an LDA without Glideslope?

Answer 16

With Glideslope: VOR/ LOC and APP
Without Glideslope: Roll- LNAV or VOR/LOC
Pitch- VNAV or V/S

Reference: AOM 11.1.3, AOM 11.4.2.1.1

Question 17

Q.9.13. You are at the gate in KMIA and dispatch informs you that the PWB will be unavailable due to a malfunction at the PWB data center. What resource do you have to acquire take off data?

Question 18

Q.9.13. You are at the gate in KMIA and dispatch informs you that the PWB will be unavailable due to a malfunction at the PWB data center. What resource do you have to acquire take off data?

Answer 18

If a component in the event of systems or component outages (e.g., Ops Suite not available, ACARS inoperative, internet connection not available, or PWB Data Center inoperative), the following PWB sources, in order, may be used:
AeroData cFDP app on the EFB communicating with the PWB Data Center
Dispatch app communicating with the PWB Data Center
Flight Suite app on the EFB

Reference: AOM 17.9.1

Question 19

Q.9.14. Where would you find instructions for using Flight Suite?

Answer 19

AOM 17.9.1
Flight Operations Bulletin 23-21

Reference: AOM 17.9.1.5, Flight Operations Bulletin 23-21

Question 20

Q.9.15. What are the limitations when using Flight Suite for takeoff?

Answer 20

The use of Flight Suite for Takeoff is only authorized if:
• The Flight Deck Crew contacts the flight’s Dispatcher.
• The flight’s Dispatcher verifies that the PWB Data Center is either not operational or not available due to a technology issue between Southwest Airlines and the Data Center preventing the calculation of takeoff data.
Flight Suite for Takeoff is not authorized under any of the following conditions:
• Performance limiting MEL or any CDL

Reference: AOM 17.9.1.5