SWA Policies & Procedures

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Author:
BBB68
ID:
288876
Filename:
SWA Policies & Procedures
Updated:
2015-08-13 14:47:51
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SWA
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SWA
Description:
Policies & Procedures
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  1. 1.) What is the standard recommended flap setting for landing?
    30, unless otherwise required.

    (B737 AOM, 17-10)
  2. 2.) When are flaps 40, recommended for landing?
    • • Negative [bracketed] OPC stopping margin under Min(2) for flaps 30.
    • • Reported braking action is < GOOD.
    • • Wx is at or near minimums for the approach to be flown.    

    (B737 AOM, 17-10)
  3. 3.) When should you use AUTOBRAKES 1?
    Autobrake level 1 is not authorized

    (B737 AOM, 3-33)
  4. 4.) When must Autobrakes, if operable, be used for landing?
    • • On any runway that is not DRY (i.e., WET GOOD, WET-FAIR, WETPOOR).
    • • If the reported visibility is < 4000 RVR or ¾ mile.
    • • If landing with < flaps 30 (e.g., single engine landing or abnormal configuration).
    • • For landing in strong/gusty crosswinds or when uniform brake application due to rudder input may be affected.

    (B737 AOM, 3-32&33)
  5. 5.) What AUTOBRAKES setting should you use?
    Select a setting that results in an unbracketed (positive) stopping margin. 

    (B737 AOM, 3-33)
  6. 6.) (“Monitor radar display”), & (“Go-around, Windshear ahead”)  Do both of these cautions/warnings  require the same reaction from the Crew on approach?
    Yes, for both of these indications, the crew should go-around and prepare to execute the recovery procedure.

    (-700 QRH, P-2)
  7. 7.) (“Monitor radar display”), & (“Windshear ahead, Windshear ahead”)  Do both of these cautions/warnings  require the same reaction from the Crew on TO?
    No:  

    - For a PWS Caution alert “Monitor Radar Display,” crew response on should be to:

    Continue the takeoff, use the precautionary takeoff profile, & be prepared to execute the windshear recovery procedure.

    - For a PWS Warning alert, “WINDSHEAR AHEAD, WINDSHEAR AHEAD,” the crew response should be:

    • before starting the takeoff roll, delay the takeoff.

    • after starting the takeoff roll, abort the takeoff if it can be done safely, or continue the takeoff using the precautionary takeoff profile. Be prepared to execute a windshear recovery.

    (-700 QRH, P-2)
  8. 8.) What are the Crew O2 requirements?
    1850 psi is considered full.

    - If less than 1850, refer to the Minimum Dispatch Pressure chart in (AOM, 16.1.2).

    • - Good ROT:    
    •   “2=500psi,    
    •    3=700psi &    
    •    4=900psi”

    (B737 AOM, 16-3,  FRM -700/-800, 1-65)
  9. 9.) What is the minimum altitude for Autopilot engagement after TO?
    1,000 ft AAE.

    (AOM, 9-7)
  10. 10.) When is an HGS Takeoff required?
    When visibility is < 500 RVR.

    (AOM, 9-13)
  11. 11.) What is the minimum altitude for VNAV engagement?
    At 3,000 ft AAE and not under Class B airspace, accelerate to 250 kt on-course.

    This directive assumes the aircraft is proceeding toward the destination, a standard ATC routing fix, or the departure gate. VNAV or other appropriate pitch mode may be used.

     (AOM, 10-1)
  12. 12.) If CLB-1 or CLB-2 was selected for TO, when should it be deleted?
    • When > 5,000 ft AAE and as flight deck workload permits, select the N1 LIMIT page and delete CLB-1 or CLB-2 (as appropriate).

    • Occasionally, it may be necessary to use CLB sooner (e.g., ATC requests a “best rate” climb due to traffic).

    Left unchanged, the FMC automatically phases out the reduced climb setting by 15,000 ft MSL.

    (AOM, 10-2)
  13. 13.) How do you set up for the Precautionary Windshear Takeoff Profile?
    • Use the OPC to calculate an increased VR by selecting WINDSHEAR on the TAKEOFF ATIS input screen.
    • The increased (windshear) VR speed, not to exceed VR + 20, will display on the TAKEOFF RUNWAY output screen.
    • This increased rotation speed results in an increased stall margin and meets takeoff performance requirements.
    • Set the airspeed bug to the actual (non-windshear) VR speed.
    • Use the increased (windshear) VR speed for the “Rotate” callout.

    • WARNING: If windshear is encountered at or beyond the actual (non-windshear) VR, do not attempt to accelerate to the increased VR; rotate without hesitation.
    • In no case should rotation be delayed with less than 2,000 ft of usable runway remaining.

    (AOM, pg. 15-66)
  14. Normally all SWA B737 aircraft use Approach Category “C” minima (121 kt to 140 kt).   However, the use of Approach Category “D” minima (141 kt to 165 kt), are required for which situations?
    • • V-REF is greater than 140 kt for other than Flaps 30 and Flaps 40landings.
    • • V-TARGET is greater than 140 kt for RNAV (RNP) approaches with an RF leg on the final approach segment.

    • Note: For an RNAV (RNP) approach with an RF leg on the final approach segment, the maximum allowable speed on the final approach segment is 165 kt.

    (AOM, pg. 11-1)

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