SPV Set 6 - Scenario and Procedures Flashcards

1
Q

You are on taxi out and you power up to start taxi and go back to idle, the number 2 engine does not decelerate back to idle.

 Q.5.33 What could you expect to happen in a MAX?
A

The EEC commands an engine shut down through the TCMA function due to indicated thrust above the selected idle position.

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2
Q

You have been cleared for takeoff; OAT is -2C with - SN. What resource can you find guidance on engine run-up requirements?

A

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.

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3
Q

Q.6.2 What is the definition of “Icing Conditions?”

A

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).
I
cing 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.

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4
Q

Q.6.3 After aircraft deicing, when is a Flight Deck Check required?

A

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.

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5
Q

Q.6.4 After aircraft deicing, when is a Cabin Check required?

A

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.

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6
Q

Q.6.5 Considering the three types of Deice/ Anti-Ice Methods, when would you use Deicing Only, One Step, or Two Step?

A

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.

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7
Q

Q.6.6 How would you know if an Approach Climb Gradient is required to be programmed in the PWB Landing Input page?

A

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 LOC X Rwy 16R MROC/SJO 11-1 ILS DME Z Rwy 07

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8
Q

Q.6.7 When an approach has a published missed approach climb gradient, what thrust setting is required during the missed approach?

A

If the missed approach has a published missed approach climb gradient, full go-around thrust must be used.

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9
Q

Q.6.8 When is an exterior postflight inspection required?

A

When terminating an aircraft (Terminating Checklist is completed), except when at a maintenance base or maintenance station, unless Southwest Maintenance Personnel accept the responsibility.

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10
Q

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?

A

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.

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11
Q

Q.6.10 When terminating an aircraft, how can you determine if a station is, or is not, a Maintenance Base or Maintenance Station?

A

By referencing the MAINTENANCE block in the SIP for that station or the FOM Chapter 19.

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12
Q

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?

A

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.

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13
Q

Q.6.12 You are terminating a MAX aircraft at a non- maintenance base/station and during the Shutdown Checklist you observe the Number One Engine oil is at 69%. What are your responsibilities?

A

The Captain must arrange for engine oil servicing.

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