2016 CQT Questions

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2016 CQT Questions
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2016 CQT Questions
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  1. 1.) What is normal A system pressure?
    3000 psi

    Reference: FRM Chapter 13
  2. 2.) What does the Rudder Pressure Reducer do and
    why?
    • Reduces system A pressure to the rudder PCU above 1000’ RA to give the pilot more time to react to large rudder deflections.
    • Pressure should be returned to normal at 700’ RA on approach to landing.

    • Note: The NGs have a Rudder Pressure Limiter that performs a similar function by reducing both A and B pressure by 25% to limit full rudder authority in flight.
    • This occurs at speeds above approx. 135 KIAS.


    Reference: FRM Chapter 9
  3. 3.) What does the Force Fight Monitor System do?
    • Detects opposing pressure between main rudder PCU A and B actuators.
    • If opposing force is detected, the FFM automatically turns on the Standby Hydraulic Pump and powers the standby rudder PCU to provide the pilot with adequate rudder control.


    Reference: FRM Chapter 9
  4. 4.)  What causes the Standby Hydraulic System to automatically activate?
    1) During critical phases of flight (flaps extended, and either in flight, or on the ground with wheel speed greater than 60 KIAS), it will activate if low pressure is detected in hydraulic systems A and/or B.

    Note: Auto operation does not deactivate the flight control low pressure light.

    Note: When airborne and the flaps are retracted, the standby pump shuts off and the Standby Rudder Shutoff valve closes (Standby Rudder ON light extinguishes).


    2) Force Fight Monitor triggered.

    Reference: FRM Chapters 9 & 13
  5. 5.) What happens when you move the associated Flight Control switch to STBY RUD, as directed by the QRH?
    The associated hydraulic system will no longer power the flight controls.

    The Standby Rudder pump and PCU will power the rudder.

    Reference: FRM Chapter 9
  6. 6.) With a loss of the A system, what major aircraft system will be affected, and what additional procedure will you eventually have to accomplish?
    Landing Gear - Manual Gear extension.

    Reference: FRM Chapter 13 / QRH Section 13
  7. 7.) With the loss of System A hydraulics, will the following systems be available upon landing?
     Braking
     Thrust Reverse
     Nose Wheel Steering
     Ground Spoilers
     Flight Spoilers
    • Braking – Yes, via normal brakes powered by the B system.
    •  Thrust Reverse – Yes, at a slower rate due to being powered by the Standby system.
    •  Nose Wheel Steering – Yes, via alternate steering powered by System B (as equipped).
    •  Ground Spoilers – No.
    •  
    • Flight Spoilers – Yes, 2 (NG) / 1 (CL) on each wing via the System B hydraulics.

    Reference: FRM Chapters 9, 13, & 14
  8. 8.) What would Hydraulic A system quantity indicate with a leak in the engine driven pump or its associated lines?
    20% (due to standpipe).

    Reference: FRM Chapter 13
  9. 9.) With a loss of system A, what does the A - Flight Control LOW PRESSURE light indicate?
    A - Flight Control LOW PRESSURE: Indicates hydraulic pressure to the primary flight controls (Aileron, Elevator, and Rudder) is low due to the complete loss of system A.

    Reference: FRM Chapters 9 & 13
  10. 10.) With a loss of system A, what does the FEEL DIFF PRESS light indicate?
    FEEL DIFF PRESS: Indicates there is an excessive differential hydraulic pressure sensed in the elevator feel computer between hydraulic systems A and B.

    Reference: FRM Chapters 9 & 13
  11. 11.) Is the Alternate Nose Wheel Steering automatic?
    No, Alternate Nose Wheel Steering must be selected.

    Reference: FRM Chapter 14
  12. 12.) Is the selection of Alternate Nose Wheel Steering directed by the QRH?
    Yes.

    Reference: FRM Chapter 14
  13. 13.) Where is the Alternate Nose Wheel Steering switch located?
    The Switch is located on the Captain’s forward instrument panel.

    Reference: FRM Chapter 14
  14. 14.) If the Alternate Nose Wheel Steering switch is set to ALT, can you tow the aircraft?
    The switch must be returned to NORM prior to the aircraft being towed.

    Reference: FRM Chapter 14
  15. 15.) Where can you find the maximum speed for landing gear extension?
    Placard on the forward panel near the gear handle.

    Reference: FRM Chapter 14
  16. 16.) What is normal B system pressure?
    3000 psi

    Reference: FRM Chapter 13
  17. 17.) With a loss of the B system, what major aircraft system will be affected, and what additional procedure will you eventually have to accomplish?
    The Trailing Edge Flaps will be affected and will have to be extended electrically via the Alternate Flap Extension Procedure.

    Reference: FRM Chapter 13 / QRH Section 13
  18. 18.) With the loss of System B hydraulics, will the following systems be available upon landing?
     Braking
     Thrust Reverse
     Nose Wheel Steering
     Ground Spoilers
     Flight Spoilers
    • Braking – Yes, via alternate brakes powered by the A system.
    •  Thrust Reverse – Yes, at a slower rate due to being powered by the Standby system.
    •  Nose Wheel Steering – Yes, via normal steering powered by System A.
    •  Ground Spoilers – Yes, via the A system.  Flight Spoilers – Yes, 2 (NG) / 1 (CL) on each wing via the System A hydraulics.

    Reference: FRM Chapter 13 / QRH Section 13
  19. 19.)What would Hydraulic B system quantity indicate with a leak in the engine driven pump or its associated lines?
    0%

    Reference: FRM Chapters 9 & 13
  20. 20.) With a loss of system B, what does the B - Flight Control LOW PRESSURE light indicate?
    B - Flight Control LOW PRESSURE: Indicates hydraulic pressure to the primary flight controls (Aileron, Elevator, and Rudder) is low due to the complete loss of system B.

    Reference: FRM Chapters 9 & 13
  21. 21.) With a loss of system B, what does the FEEL DIFF PRESS light indicate?
    FEEL DIFF PRESS: Indicates an excessive differential hydraulic pressure is sensed in the elevator feel computer between hydraulic systems A and B.

    Reference: FRM Chapters 9 & 13
  22. 22.) With a loss of system B, does the YAW DAMPER light illuminate?
    Even though the yaw damper is inoperative, the YAW DAMPER light will not illuminate until the B FLIGHT CONTROL switch is placed to OFF or STBY RUD.

    Reference: FRM Chapters 9 & 13
  23. 23.) Why is any residual B fluid retained when the B quantity indicates zero?
    For operation of the PTU. In the event of a loss of the B hydraulic system, a small amount of B system fluid is retained (standpipe) for operation of the auto slats via the PTU.

     Note: Hydraulic system A powers a pump that uses B fluid to move the auto slats to the full extend position if required.

    Reference: FRM Chapters 9 & 13
  24. 24.) With a loss of system B in the NG, can the Yaw Damper be cycled OFF then ON to regain the system?
    No. The Standby Yaw Damper can only be engaged if both Flight Control switches are placed to STBY RUDDER and the Yaw Damper switch is then placed back to ON.

    Reference: FRM Chapter 9
  25. 25.) What happens when you position the Alternate Flaps Master Switch to ARM?
    • Allows the flaps to be controlled electrically by:
    •  Activating the Standby Hydraulic pump.
    •  Closing the Trailing Edge Flap bypass valve.
    •  Arming the Alternate Flaps Position Switch.

    Reference: FRM Chapter 9
  26. 26.) What happens when you move the Alternate Flaps Position Switch to DOWN?
    • The LEDs are immediately driven to the full extend position via the standby hydraulic system.
    •  The TEF are electrically extended as long as the switch is held down.

    Reference: FRM Chapter 9
  27. 27.) Once extended by the Alternate Flaps Position Switch, can the trailing edge flaps be raised?
    Yes.

    Reference: FRM Chapter 9
  28. 28.) Is there asymmetry protection while extending/retracting the trailing edge flaps electrically?
    No.

    Reference: FRM Chapter 9
  29. 29.) Once manually extended, can the leading edge devices be raised?
    No.

    Reference: FRM Chapter 9
  30. 30.) Is there a limitation regarding electrically moving the trailing edge flaps?
    Yes, the alternate flap duty cycle is one complete cycle then 5 minutes off. A complete cycle is 0-15 and back to 0. The alternate flap position switch must be in the OFF position for 15 seconds before reversing direction of movement.

    Reference: AOM Chapter 3
  31. 31. Are any additional OPC selections required prior to landing?
    Yes, Loss of System B: FLAPS 15

    Reference: QRH Section 13
  32. 32.) Where would you find the maximum speed that an Alternate Flap Extension can be initiated?
    • Placarded on forward instrument panel.
    •  NG: 230 KIAS
    •  CL: 230 KIAS

    Reference: Placard Limits
  33. 33.) What conditions must be met for the speed brakes to automatically deploy on landing?
    • Speed Brake lever in the armed position.
    •  Speed brake armed light illuminated.
    •  RA less than 10’.
    •  Landing gear strut compression or wheel spin up.
    •  Both thrust levers at Idle.

    Reference: FRM Chapter 9
  34. 34.) What does the SPEED BRAKE DO NOT ARM light indicate when airborne with the flaps up?
    A fault occurs in the auto speed brake system or wing load alleviation system (as installed).

    FRM Chapter 9, EFB Manual Chapter 6
  35. 35.) Say this occurs during an approach. Are any OPC adjustments required?
    Yes. You must go to the MEL button and then select Auto Speed Brakes Inoperative.

    Reference: FRM Chapter 9, EFB Manual Chapter 6
  36. 36.) How does the SPEED BRAKES EXTENDED light help protect you from landing with the speed brakes extended?
    The light will illuminate as you descend through 800 ft RA with the flaps beyond 10.

    Reference: FRM Chapter 9, EFB Manual Chapter 6
  37. 37.) Are there any limitations associated with Speed Brake usage?
    • Do not use below 1000’ AGL.
    •  In flight, do not use with the flaps extended.
    •  In flight, do not extend beyond the flight detent.

    Reference: AOM Chapter 3
  38. 38.) What is the purpose of the wing load alleviation system?
    • The load alleviation system protects the wing from exceeding design load margins with the flight spoilers deployed under certain high gross weight and airspeed conditions.
    • If the system is activated, it will automatically move the speed brake handle to the 50% position.
    • Movement past the 50% point is restricted but in an emergency can be overridden.

    Reference: FRM Chapter 9
  39. 39.) What types of LEDs are installed on the B737 and what are their normal positions?
    LE Flaps that are either UP or Full Extend.  LE Slats that can be Up, Extend, or Full Extend.

    Reference: FRM Chapter 9
  40. 40.) When do the LE Slats move to the Full Extend position in the:
     -300/500?
     -700?
     -800?
    • Flap lever is moved beyond position:
    •  5
    •  5
    •  25

    Reference: FRM Chapter 9
  41. 41.) What does the LE FLAPS TRANSIT light indicate?
    Leading Edge devices are not in the commanded position or a leading edge asymmetry is detected.

    Reference: FRM Chapter 9
  42. 42.) What is the maximum altitude to extend the flaps?
    20,000’

    Reference: AOM Chapter 3, FRM Chapter 9
  43. 43.) What are the indications of a flap asymmetry?
    • Un-commanded roll occurs when the flaps change position.
    •  The left and right flap indications disagree.

    Reference: FRM Chapter 9, QRH 9
  44. 44.) Will the flaps move when a new position is selected?
    No.

    Reference: FRM Chapter 9, QRH 9
  45. 45.) What is the difference between the Classic and NG flap asymmetry detection?
    The difference is the NG has an FSEU and the classic has a comparator in the indicator.

    Reference: FRM Chapter 9, QRH 9
  46. 46.) What does the Trailing Edge Flap Load Relief function do?
    Protects the flaps from excessive air loads by retracting the trailing edge flaps one setting until airspeed decreases.

    Reference: FRM Chapter 9
  47. 47.) When is the Trailing Edge Flap Load Relief function operative?
     -300/500?
     -700?
     -800?
    • Trailing edge flaps in positions:
    •  40
    •  30 and 40
    •  10, 15, 25, 30, and 40

    Reference: FRM Chapter 9
  48. 48.) (PF) If a go-around is conducted after experiencing a flap asymmetry, what is your initial callout?
    “Go Around.”

    Reference: AOM Chapter 11
  49. 49.) (PM) What are the Pilot Monitoring actions when the PF calls “Go Around?”
    • Verify TO/GA on the FMA.
    •  Reply, “Go Around.
    •  Adjust thrust levers, as necessary.
    •  Verify go-around pitch attitude (initially 15º).

    Reference: AOM Chapter 11
  50. 50.) What will happen when you position the landing gear lever UP?
    • The landing gear will retract.
    • The landing configuration warning horn will sound and cannot be silenced if any flap is extended beyond position 15.

    Reference: FRM Chapter 15
  51. 51.) Should you consider maintaining your current configuration?
    Yes, in order to minimize distractions.

    Reference: FRM Chapter 15
  52. 52.) When manually flying the aircraft, can the stab trim wheel move automatically?
    Yes, the Speed Trim System will automatically move the stab trim in conditions like takeoff, climb, and go-around.

    Reference: FRM Chapter 9
  53. 53.) What conditions have to exist for the system to operate?
    The system operates if the aircraft has a low gross weight, aft CG, and high thrust setting with the autopilot off.

    Reference: FRM Chapter 9
  54. 54.) What does the Mach Trim system do?
    The system provides automatic repositioning of the elevators as a function of Mach number to prevent Mach tuck (the control column will move).

    Reference: FRM Chapter 9
  55. 55.) Where can you find the max speeds to operate with the Mach Trim inoperative?
    • AOM Chapter 3, QRH Section 9, Mach Trim System MEL.
    •  NG: 280 knots / 0.82 Mach
    •  CL : 0.74 Mach

    Reference: AOM Chapter 3 / QRH Section 9
  56. 56.) What does the Auto Slat system do?
    Provides stall protection by moving the LE slats from the EXT to the FULL EXT position prior to stick shaker to improve stall characteristics at high angles of attack.

    Reference: FRM Chapter 9
  57. 57.) Does the Autoslat system work if the aircraft is clean?
    • No,
    • The trailing edge flaps must be at positions 1, 2, or 5
    • (and 10, 15 and 25 in the -800).

    Reference: FRM Chapter 9
  58. 58.) What are the primary and backup sources of power for the Auto Slats?
    • The primary power source is Hydraulic System B.
    • If B is lost, System A powers the PTU which uses residual system B fluid to drive the Auto Slats.

    Reference: FRM Chapter 9
  59. 59.) How is the Horizontal Stabilizer positioned?
    • Through a single electric trim motor via either the stab trim switches on the control wheel (when manually flown),
    • or through the autopilot trim circuit when the autopilot is engaged.

    Reference: FRM Chapter 9
  60. 60.) What is the purpose of the STAB TRIM MAIN ELECT and the STAB TRIM AUTOPILOT cutout switch located on the control stand?
    To allow the autopilot or main electric trim inputs to be disconnected from the stabilizer trim motor.

    Reference: FRM Chapter 9
  61. 61.) Is there another way to stop operation of the main electric and autopilot trim?
    Yes, the control column actuated cutout switches stop the main electric and autopilot trim when the control column movement opposes trim direction.

    Reference: FRM Chapter 9
  62. 62.) What does the stabilizer trim wheel do?
    • Manually positions the stabilizer.
    • Manual rotation of the trim wheel can be used to override autopilot or main electric trim.

    Reference: FRM Chapter 9
  63. 63.) What is the purpose of the STAB TRIM OVERRIDE switch on the center pedestal?
    When the STAB TRIM OVERRIDE switch is positioned to OVERRIDE, electric trim can be used regardless of control column position.

    Reference: FRM Chapter 9
  64. 64.) What does the amber AUTO BRAKE DISARM light indicate if it illuminates while arming the system for landing?
    In this situation, a malfunction exists in the automatic braking system.

    Reference: FRM Chapter 14
  65. 65.) When is the use of flaps 40 recommended?
    Flaps 30 is the normal setting for landing, but flaps 40 landings are recommended in the following situations:

    •  Negative [bracketed] OPC stopping margin under Min(2) for flaps 30.
    •  Reported braking action is less than GOOD.
    •  Weather is at or near minimums for the approach to be flown.

    A flaps 40 landing is preferred when operating with Anti-Skid inoperative.

    Reference: AOM Chapter 17
  66. 66.) In order to meet AUTOBRAKE MAX OPC generated approximate stopping margins, Max manual braking must be initiated at what point?
    Nose wheel touchdown.

    Reference: AOM Chapter 12
  67. 67.) Is landing authorized on a runway that has brackets around the Max stopping margin for a given flap setting?
    No. Choose another flap setting or runway that provides a positive stopping margin.

    Reference: AOM Chapter 17
  68. 68.) Can you safely initiate a rejected landing after reverse thrust deployment?
    No. A go-around is not an option after the reverse thrust reverser levers are raised.

    Reference: AOM Chapter 12
  69. 69.) What is the purpose of the landing gear lever lock solenoid?
    Prevents the LANDING GEAR lever from being moved to the UP position while on the ground.

    Reference: FRM Chapter 14
  70. 70.) During landing gear retraction, what stops the wheels from spinning?
    Main gear wheels are stopped by the brakes. Nose wheels are stopped by snubbers.

    Reference: FRM Chapter 14
  71. 71.) What happens when the LANDING GEAR lever is placed in the OFF position?
    Hydraulic pressure is removed from the landing gear system.

    Reference: FRM Chapter 14
  72. 72.) Where can you find the max landing gear retraction speed?
    Placard on the forward panel near the gear handle (235 KIAS).

    Reference: FRM Chapter 14 / Placard
  73. 73.) What would cause the landing gear handle to not move UP after takeoff?
    Failure of the air/ground safety sensor or failure of the landing gear lever lock solenoid.

    Reference: FRM Chapter 14
  74. 74.) If the air/ground safety sensor has failed in the ground position, what indications might you have?
    • CDU would still display the Takeoff Reference page,
    • the intermittent warning horn will sound with the TE Flaps retracted, and/or the Takeoff Configuration warning light will illuminate with the TE Flaps retracted.

    Reference: FRM Chapter 14
  75. 75.) What is the purpose of the override trigger on the LANDING GEAR lever?
    The trigger bypasses the landing gear lever lock.

    Reference: FRM Chapter 14
  76. 76.) How does the Manual Gear Extension Access Door affect operation of the landing gear in an NG?
    If the Manual Gear Extension Access Door is open, normal landing gear extension is possible if system A pressure is available. Landing gear retraction is disabled.

    Reference: FRM Chapter 14
  77. 77.) If the Manual Gear Extension Access Door is open in an NG, will the landing gear lever move to the UP position?
    • Yes. If the access door was open the gear lever would be able to be positioned to UP but all three landing gear would remain down and locked.
    • In addition, all three red lights will be illuminated.

    Reference: FRM Chapter 14
  78. 78.) How does the Classic differ?
    The Manual Gear Extension Access Door does not affect operation of the landing gear.

    Reference: FRM Chapter 14
  79. 79.) If a main wheel tire is damaged during takeoff roll, braking of the main gear during retraction may be affected. What protection is provided to prevent damage to components in the wheel well on an NG?
    A fitting is provided in the wheel well ring opening. If a spinning tire with loose tread impacts the fitting, the affected gear stops retracting and free falls back to the down position.

    Reference: FRM Chapter 14
  80. 80.) In the Classic, how can you verify the landing gear is down and locked?
    The WHEEL WELL light switch should be placed ON. For a main landing gear, you must use the viewer in the main passenger cabin. The viewer is located adjacent to the third window behind the aft overwing exit and one foot left of center. You must lift the carpet to sight through the viewer.

    Reference: FRM Chapter 14
  81. 81.) What visual indications are you looking for?
    If the gear is down and locked the red paint stripes should be aligned on the down lock and the side struts.

    Reference: FRM Chapter 14
  82. 82.) How can you verify landing gear position in the NG?
    The landing gear indicator lights on the overhead panel provide a verification of landing gear position.

    Reference: FRM Chapter 14
  83. 83.) How can the gear be manually extended?
    Manual gear extension can be attempted by pulling the manual gear release handles on the floor of the flight deck.

    Reference: FRM Chapter 14, QRH Section 14
  84. 84.) What happens when the gear handles are pulled?
    Pulling the handles releases the uplocks which allows the gear to free-fall to the down and locked position.

    Reference: FRM Chapter 14, QRH Section 14
  85. 85.) Is the gear warning horn still available after a manual gear extension attempt?
    Yes. The landing gear warning horn is deactivated only when all gear are down and locked.

    Reference: FRM Chapter 14, QRH Section 14
  86. 86.) Is normal braking available after manual gear extension?
    Yes.

    Reference: FRM Chapter 14, QRH Section 14
  87. 87.) Is nose wheel steering available after manual gear extension?
    Yes, unless the gear lever was stuck in the OFF position.

    Reference: FRM Chapter 14, QRH Section 14
  88. 88.) Where can you find the maximum landing gear extension speed?
    Placard on the forward panel near the gear handle (270 KIAS).

    Reference: FRM Chapter 14 / Placard
  89. 89.) Are there any Immediate Action Items for Wheel Well fire?
    No.

    Reference: QRH Section 8
  90. 90.) Is Wheel Well fire checklist on the QRC?
    No.

    Reference: QRH Section 8
  91. 91.) Could a Wheel Well Fire indication be coming from a fire in the nose wheel well?
    No, the nose wheel well does not have a fire detection system.

    Reference: FRM Chapter 8
  92. 92.) Is the Wheel Well Fire system a single or dual loop detection system?
    Single loop.

    Reference: FRM Chapter 8
  93. 93.) Does the main wheel well have a fire extinguishing system?
    No.

    Reference: FRM Chapter 8
  94. 94.) Where can you find the maximum operating speed with the landing gear extended?
    Placard on the forward panel near the gear handle (320 KIAS / 0.82 Mach).

    Reference: FRM Chapter 8 / Placard
  95. 95.) If the Wheel Well Fire light does not extinguish with the landing gear extended, what are some considerations?
    Consider landing at the nearest suitable airport, range/fuel burn issues, and possible passenger evacuation.

    Reference: QRH Section 8
  96. 96.) Where is the EVACUATION checklist located?
    Back cover of the QRH and the Yoke.

    Reference: QRH Back Cover / Pilot Yokes, AOM Chapter 5
  97. 97.) Where can you find more detailed information regarding a planned passenger evacuation?
    AOM Chapter 5

    Reference: QRH Back Cover / Pilot Yokes, AOM Chapter 5
  98. 98.) If time allows, what are some of the items the captain should brief the Flight Attendants on prior to a planned evacuation?
    • Type of emergency
    •  Time available
    •  Who will notify PAX to evacuate (Captain or Flight Attendant)
    •  Exits to be used
    •  Possible adverse conditions

    Reference: QRH Back Cover / Pilot Yokes, AOM Chapter 5
  99. 99.) Is full completion of the Evacuation checklist mandatory?
    No. Full completion or sequence is not mandatory but good judgement and an evaluation of the situation must be considered.

    Reference: QRH Back Cover / Pilot Yokes, AOM Chapter 5
  100. 100.) How does an inoperative Radio Altimeter affect approach minimums?
    Approaches are not authorized below 4000 RVR or ¾ SM because the associated flight director will not be available. If the Captain’s radio altimeter is inoperative, the flight director will disappear at glideslope capture on an ILS approach.

    Approaches below 4000 RVR or ¾ SM require both flight directors be operative and used for the approach.

    Reference: AOM Chapter 3, FOM Chapter 5
  101. 101.) How does this affect the decision to divert to an alternate?
    The weather at an alternate will be more of a consideration since it will need to be at or above 4000 RVR or 3/4 mile.

    Reference: AOM Chapter 3, FOM Chapter 5
  102. 102.) If the C/B associated with a failed radio altimeter was found to be out, should you consider a reset?
    A reset should not be considered if the aircraft can safely be diverted to an alternate.

    Per AOM Chapter 3 Limitations: The in-flight reset of a tripped circuit breaker should only be accomplished when directed by the QRH. Allow approximately two minutes for cooling before resetting.

    Reference: AOM Chapter 3, FOM Chapter 5

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