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SWA 2024 Dom HL Questions &Exam (elaborations) answers 100% satisfaction guarantee
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STUVIA 2024/2025SWA 2024 Dom HL
·
De-ice/Anti-ice procedures card in Comply: Holdover time yes with a cabin check and takeoff within 5
mins. (DOM 11.3.3) Allowance time no if precipitation is still falling, if it has completely stopped then
up to 90 minutes as long as the temp doesn't get any colder - ✔✔· 127 May a flight depart once the
holdover time or the Allowance time has been exceeded? How?
· DOM 10.17.1 Dispatchers may plan through light or light-to-occasional moderate turbulence and
mountain wave FPG without restriction and monitor data (e.g., Pilot Weather Reports, Airman's
Meteorological Information) for any reports of moderate turbulence. The Flight Deck Crew is informed
if the area becomes a Weather Services International (WSI) Significant Meteorological Advisory
(SIGMET) for moderate or greater turbulence, and takes action as needed. Dispatchers may plan
through a WSI SIGMET, but a combination of FPGs, TAPS reports, Turbulence Advisories, and Pilot
Weather Reports (including aircraft type, location, and altitude) must be used to determine whether
known or probable turbulence exists. Additional contingency fuel and/or change in altitude for the WSI
SIGMET area must be considered/planned and communicated to the Flight Deck Crew. Dispatchers
do not plan any flights into areas of known or probable se - ✔✔116 What are the policies for flight
planning through a WSI FPG for various turbulence levels and mountain wave?
%
· FOM 21.5.1 / AOM 16.5.5 STAT MD is a 24-hour medical emergency advisory service provided by
board-certified emergency room physicians at the University of Pittsburgh Medical Center in
Pittsburgh, PA. This service is available either during flight or on the ground to assist with situations
as diverse as severe medical emergencies and questions associated with boarding a Passenger.
Once notified by a Flight Attendant that there is a medical emergency in the cabin, the Captain or
First Officer establishes communication via ARINC with Dispatch and STAT MD using VHF or
SATCOM on equipped aircraft. - ✔✔x 222 Observe/Demonstrate/describe the STAT MD process for
medical emergencies
· QRH > NNC 9 Flight Controls > Trailing Edge Flap Disagree > Indicated flap position is less than 15
> Step 5 Plan to extend flaps to 15 using alternate flap extension > Set VREF 15 or VREF ICE>
Compute non-normal PWB performance data. Select Trailing Edge Flaps Disagree - Flaps 15 to <30 -
✔✔193 Determine required actions and dFDP calculations if the Flight Crew reports a trailing edge
disagreement with the flaps set to 15, but only extend to 5.
"Route out" by use of a route that avoids the AFP or file an altitude that remains below the altitudes
associated with the AFP. - ✔✔· 152 With regards to an Airspace Flow Program (AFP), what are two
options that allow a flight to avoid a delay?
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(DOM 10.9 LCAT) 5-good, 35kts with moderate rain, 2-Medium to poor, 15kts if the runway was
un-grooved. - ✔✔· 95 What Runway condition coded (RCC) should be applied by the Flight Crew
when calculating their landing performance for MCO with a METAR showing moderate rain? Would
the RCC value be different if the runway wasn't grooved? What are the crosswind limits for each
situation?
[DOM 10.15.2]
Y-routes are designated RNAV 2 with GNSS required. RNAV systems which rely solely on DME/DME
or inertial navigation are not suitable (and therefore not authorized) for use on any Y-route. - ✔✔o 52
What navigation equipment is required to plan the Y-routes?
[IFOM 2.6.4] The New York Oceanic portion of WATRS airspace requires dual LRCSs except for
Y-routes detailed in 2.6.4 Flight Planning. Dual LRCSs are required for operation in New York
Oceanic Airspace.
Note: Y-routes located in New York Oceanic airspace utilize VHF communication and radar
surveillance. These routes do not
require Class II operating procedures and Southwest Airlines is authorized to use these routes -
✔✔o 54 Is VHF Voice Communication available on the Y-Routes?
137 from pilot or from swift or from tower
%
138 The answer is yes(ish). A FICON is a NOTAM and must always be considered during planning. A
FICON NOTAM is controlling for runway contamination and reported depths. AOM 12.1.3 When
landing on wet or slippery runways, runway conditions can significantly improve or deteriorate in a
short period of time (depending on precipitation, temperature, runway use, and runway treatment),
resulting in a runway condition significantly different from that indicated by the last condition report
When assessing landing distance, consider the following, Reported Pilot braking action and the type
of aircraft used to obtain report, Reported Runway Condition Code (RCC) Elapsed time since report,
Active precipitation, Runway surface treatment and method used. The Airman's Informational manual
contains this additional guidance. "When runway condition code reports are provided by the airport
the - ✔✔137 Observe/Demonstrate obtaining current Field Conditions for an airport.
· 138 Is a FICON NOTAM controlling for expected runway conditions?
5.1.9 Non-Normal Diversion Considerations
Engine failure.
Note: Subsequently restarting the engine does not relieve this requirement for landing at the nearest
suitable airport.
● Engine fire.
● APU fire.
● Wheel well fire.
● Cabin smoke/fire that persists.
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● One main AC power source remaining (e.g., engine, APU).
● One hydraulic system remaining. (The standby system is considered a hydraulic system.)
● Any other situation determined by the Flight Deck Crew to present a significant adverse effect on
safety if the flight
is continued. - ✔✔39 SUB
Situation for diverting to the nearest suitable airport
A condition that could cause or contribute to injury or death, or damage or loss of equipment. - ✔✔·
3 Under the Southwest Airlines approved 14 CFR Part 5 SMS identify the following
o What is a Hazard
AIRMETs, PIREPs, WSI FPGs - ✔✔· 139 Explain /demonstrate how to determine greater than light
within 1,000' of airport elevation.
AOM 11.1.4.2 All Southwest Airlines B737 aircraft use Approach Category "C" minima (121 kt to 140
kt). Use Approach Category "D" minima (141 kt to 165 kt) in the following situations, VREF is greater
than 140 kt for other than Flaps 30 and Flaps 40 landings, VTARGET is greater than 140 kt for RNAV
(RNP) approaches with an RF leg on the final approach segment. - ✔✔· 161 What approach
category does Dispatch normally plan, are there any exceptions?
%
AOM 11.3.2.1 Localizer, Glideslope, DME- Required for an ILS/DME approach, Outer marker or a
named DME approach fix - ✔✔· 166 What components make up an ILS?
AOM 11.3.3.1 & 11.3.4.1 show an operating control tower as part of the approach requirements. An
operating tower is required to provide current RVR data to the crew as they get cleared for the
approach. - ✔✔· 155 Why are CAT II/III approach procedures prohibited at an airport with the tower
closed?
AOM 3.2.7 - 30 meters (98.4') - ✔✔·173 What is the minimum runway width allowed for operation at
Southwest Airlines?
AOM 3.8.5 Backing the aircraft with reverse thrust is prohibited. Do not attempt go-around after thrust
reverser deployment on landing, Use of reverse thrust during taxi to reduce speed is not authorized.
Takeoff and landing are not authorized if either thrust reverser is inoperative and the runway is
contaminated with clutter or the braking action is less than 5-GOOD. Dispatch from/to runways less
than 147.6 ft (45 m) wide is not allowed with rudder pedal nose wheel steering inoperative or one
thrust reverser inoperative. Reverse thrust, if operative, must be used on all landings at a minimum of
detent 2 unless a higher level is specified. - ✔✔· 167 What are the limitations associated with
Reverse Thrust?
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