Supplemental Questions

Question 1

Q.9.1. When is a takeoff alternate required?

Answer 1

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 (opens in a new tab)

Question 2

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

Answer 2

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 3

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

Answer 3

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(opens in a new tab)

Question 4

Q.9.4. When is an overweight landing permitted?

Answer 4

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 5

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 5

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

Reference: AOM 13.4

Question 6

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 6

(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(opens in a new tab)

Question 7

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

Answer 7

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 8

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 8

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

Reference: FOM 2.2.3.1

Question 9

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

Answer 9

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

Reference: FOM 2.2.3

Question 10

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

Answer 10

See image.Reference: FOM 2.1(opens in a new tab)

Question 11

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

Answer 11

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

Reference: AOM 4.2.2

Question 12

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

Answer 12

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(opens in a new tab)

Question 13

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 13

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 14

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

Answer 14

AOM 17.9.1
Flight Operations Bulletin 23-21

Reference: AOM 17.9.1.5, Flight Operations Bulletin 23-21

Question 15

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

Answer 15

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