Mastering the B737-200-JT8D 17 Type Rating — Key Questions to Know

B737-200-JT8D 17 Type Rating Question Bank: Simulated Exam SetPassing a type-rating exam for the Boeing 737-200 with JT8D engines requires focused study, practical understanding, and familiarity with both systems and procedures unique to this classic airframe. This simulated exam set is designed to mirror the style and depth of questions you might encounter on a type-rating knowledge test, covering systems, performance, limitations, normal and abnormal procedures, and operational decision-making. Use it as a study aid: attempt questions under test conditions, then review explanations and reference manuals (Airplane Flight Manual, QRH, and company SOPs) for deeper understanding.

How to use this question bank

Treat the set as a timed exam: 60–90 minutes for 50–75 questions depending on difficulty.
Answer from memory, then check explanations and references.
Mark weak areas and revisit the AFM, QRH, and systems diagrams.
Practice cockpit flows, callouts, and abnormal procedure sequences in a simulator where possible.

Question Sections

The bank is organized into sections. Each section contains representative questions followed by concise explanations and references.

1) General aircraft knowledge & limitations

What is the maximum takeoff weight (MTOW) of the B737-200 (typical variant)?
What is the maximum demonstrated crosswind component for landing?
Describe the maximum altitude (service ceiling) and its operational significance for the B737-200-JT8D.
What are the temperature and pressure limitations for engine start?
Explain fuel tank capacities and usable fuel limits.

Answers — succinct:

MTOW: Varies by variant; typical 52,000–55,000 kg (approx 115,000–121,000 lb) — check the specific AFM for the certified value.
Max demonstrated crosswind: 29 knots (varies by operator SOP).
Service ceiling: Approximately 35,000 ft; operations near ceiling reduce engine and pressurization margins.
Engine start limits: Follow AFM/QRH for ITT and starter duty cycles; avoid starts above specified ambient temperatures and follow starter cool-down times.
Fuel: Several wing tanks with usable fuel around ~10,000–12,000 lb depending on configuration — confirm AFM.

2) Engines, APU, and bleed air

What is the compressor stall indication on JT8D engines, and immediate actions?
Describe the thrust reverse system and associated limitations on the 737-200-JT8D.
When is APU start permitted and what are its bleed limitations?
What are typical stable idle N1 and N2 ranges?
How is engine fire detection and extinguishing accomplished?

Key points:

Compressor stall: surges, bangs, rising EGT/ITT, and possible loss of thrust — throttle to idle, confirm, shut down if required per QRH.
Reversers: use only on ground, max reverse thrust limited by taxi/landing procedures; do not use in flight.
APU: used for ground electrical/bleed; follow starter/bleed schedules in AFM.
Fire system: engine fire loop(s) with fire handles that shut off fuel, hydraulics, bleed and arm extinguishers; discharging bottles per QRH.

3) Fuel system & management

Describe the fuel feed sequence and crossfeed procedure.
What indications suggest a fuel leak?
How to handle an imbalance beyond limits in flight?
Explain gravity refueling considerations and limits.
What actions are required when the fuel quantity indicating system fails?

Essentials:

Use pumps and crossfeed valves per checklist; isolate tanks if leak suspected and burn remaining fuel from affected tank.
Leak signs: rapid quantity drop, fuel odor, visual puddles — land as soon as practicable if significant.
Imbalance: use crossfeed and transfer procedures; consider fuel jettison (if available) or divert.

4) Electrical system

Identify normal and alternate electrical power sources.
What protections exist for bus tie and generator failures?
How does the external power system integrate for start?
Describe the battery and battery charging limitations.
What are the indications of an electrical system fault?

Concise:

Normal sources: two engine-driven generators, APU generator, external power. Alternate bus arrangements via bus tie relays and contactors controlled automatically or manually. Faults shown by warning lights and bus offline indications — consult QRH.

5) Flight controls and hydraulics

What are the primary hydraulic systems and their functions?
How are flaps and slats powered and what are their limit speeds?
Describe elevator feel and trim systems.
How is the rudder power control unit (PCU) protected from thermal runaway?
What are the procedures for jammed elevator or aileron?

Highlights:

Flaps are powered by hydraulic motors with mechanical backup considerations; speed limits (VFE) must be observed.
Trim operation limits: operate within speed and checklist guidance. Jam procedures: use trim, other controls, and follow QRH for possible autopilot disconnect and landing considerations.

6) Pressurization, environmental, and ice protection

Explain the pressurization schedule and cabin altitude limitations.
What are emergency depressurization procedures?
Describe the thermal anti-ice and pneumatic de-ice boots operation.
When must engine bleed air be used for wing anti-ice?
How does the windshield heat system protect against ice and what are its limitations?

Key answers:

Cabin differential limited by structural limits (typically ~8.0–8.6 psi); emergency descent required if pressurization fails and crew cannot isolate.
Pneumatic boots: inflate/deflate cycles per SOP; don’t use continuous cycle unless required. Use bleed/thermal anti-ice as per OAT and icing conditions.

7) Indications, warnings, and avionics

What do master caution and warning lights indicate and how are they prioritized?
Describe the autopilot engagement limits and minimum safe use altitudes.
How are approach and glideslope capture modes armed and engaged?
What navigation radios and ADF capabilities does the 737-200 typically have?
How to handle unreliable airspeed indications?

Practical notes:

Master warnings require immediate attention; caution requires timely action. Autopilot limitations: disconnect at low altitudes per AFM and SOP. Unreliable airspeed: set pitch/power per memory items and troubleshoot pitot/static heat, alternate static source.

8) Normal, abnormal, and emergency procedures

Engine failure after V1: actions to secure the aircraft and climb profile.
Rejected takeoff above V1: when is it permitted and what steps follow?
Smoke evacuation procedures for cockpit and cabin smoke.
Ditching considerations and brace/checklist items.
Evacuation commands and procedures if evacuation is necessary on runway.

Critical items:

After V1: maintain directional control, climb, engine-out procedures, positive rate gear up, accelerate to V2/V2+10. Rejected takeoff generally not permitted after V1 unless controllability is lost — follow QRH and company SOP.

9) Performance, weights, and V-speeds

How are V1, VR, and V2 determined for a given takeoff?
Explain the effect of anti-ice on takeoff performance.
What is the landing distance calculation process and required safety margins?
How do tailwind components affect takeoff and landing performance?
When must the airplane be derated or use reduced thrust?

Summary:

Use AFM/airline performance charts with weight, runway, temperature, and wind. Anti-ice uses bleed air increasing thrust requirements; derate when runway and obstacle clearance allow to reduce engine wear.

10) Human factors, CRM, and SOP adherence

When must a sterile cockpit be observed?
How to manage high workload during approach in deteriorating weather?
Decision making for diversion vs continuing to destination with marginal fuel/time.
Handling fatigue and reporting safety concerns per company policy.
How to conduct effective briefings for abnormal and emergency procedures?

Good practices:

Sterile cockpit below 10,000 ft, during critical phases. Use sterile briefings, challenge-and-response callouts, and clear delegation when handling emergencies.

Sample simulated exam (50 questions)

Below is a mixed set of 50 questions similar to the sections above. Time yourself (90 minutes) and answer without references. Afterward, use the explanations to grade yourself.

What is the typical MTOW for the B737-200?
Maximum demonstrated crosswind for landing?
Service ceiling of the B737-200-JT8D?
Describe compressor stall signs and immediate crew action.
What is the purpose of the engine fire handle?
Normal stable idle N1 for JT8D?
How many main fuel tanks does a standard 737-200 have?
Describe action for rapid fuel quantity loss.
When is crossfeed used during flight?
What is the maximum flap extension speed for flaps 15?
What are the primary sources of electrical power on the ground?
How is external power connected and checked before engine start?
Describe hydraulic system A and B primary functions.
What is VFE for flaps 30?
How is cabin pressurization controlled on climb?
What is the memory item for unreliable airspeed on takeoff?
When must windshield heat be turned on for anti-ice?
What is the crew response to a cabin altitude warning?
How is an engine failure after V1 flown — initial pitch and configuration?
List the steps for a rejected takeoff below V1.
What is the requirement for dispatch with inoperative equipment?
How is runway contamination accounted for in landing distance?
Describe the autopilot minimum engagement altitude for approach.
What are the indications of generator failure?
How many fire bottles are available for engine fire extinguishing?
What action is required for an overheated brake indication after landing?
How to respond to a latent fuel imbalance detected enroute?
What is the recommended diversion fuel reserve for an unscheduled landing?
Describe the use of speedbrakes during a rejected landing.
What is the procedure for a dual generator loss in flight?
How is the tiller used versus rudder pedals for steering?
Describe crosswind landing technique recommendations.
What is the maximum demonstrated tailwind component for takeoff?
How to accomplish an emergency descent due to smoke/fumes?
Which checklist is used for engine fire on ground versus in flight?
What is the effect of icing accretion on stall speed?
How to verify proper rudder system operation during preflight?
Describe the procedure when the APU will not start.
What items are included in the Before Landing checklist?
Describe the actions for an uncommanded thrust increase on one engine.
How to interpret and respond to a fuel quantity disagree message?
What is the procedure for flying an engine-out approach in icing conditions?
When should takeoff anti-ice be selected on?
What is the maximum continuous N1 for JT8D at sea level (approx)?
How to manage a passenger medical emergency inflight?
Describe the process for dispatch release fuel calculation.
What are the limitations for use of autothrottles (if installed)?
Describe how to perform a manual landing if flight controls are partially inoperative.
What is the recommended go-around technique with one engine inoperative?
How to coordinate evacuation if an engine fire is present on arrival?

Model answers and explanations (selected highlights)

(Expect to cross‑check with the AFM/QRH for exact numeric values and airline SOPs.)

Q1: MTOW — consult AFM (typical ~115,000–121,000 lb).
Q2: 29 knots demonstrated crosswind.
Q4: Compressor stall — bang, fluctuating EGT/ITT; retard thrust to idle, consider shutdown per QRH.
Q10: VFE for flaps 15 — check AFM (commonly around 230 KIAS for early 737 models; verify specific config).
Q16: Unreliable airspeed — set pitch/power for safe climb (e.g., 15° pitch, 75% N1 as memory aid depending on weight; use AFM memory items).
Q19: Engine failure after V1 — maintain directional control, rotate, positive rate gear up, accelerate to V2/V2+10 then follow engine out procedure.
Q30: Dual generator loss — transfer loads to APU or external power, shed non-essential loads, follow electrical QRH.
Q34: Emergency descent — don oxygen masks, don mask for passengers, descend to safe altitude using maximum safe speed and speedbrakes, advise ATC.
Q49: Go-around with one engine inoperative — apply max available thrust on operating engine, set pitch for climb, retract flaps per engine-out profile, maintain directional control.

Study tips and resources

Memorize critical memory items and flows (engine failure after V1, immediate actions for fire/smoke, unstable approach go/no-go criteria).
Practice performance calculations with the AFM and your airline’s dispatch tools.
Use a simulator to rehearse engine-out approaches, rejected takeoffs, and pressurization failures.
Study systems diagrams; understanding interconnections (bleed, electrical, hydraulic) reduces error in abnormal situations.
Review recent incident reports involving B737-200 operations to learn practical lessons.

Final checklist before the exam

AFM, QRH, and company SOPs at hand for reference after the test.
Know your memory items cold.
Practice sample timed exams and review missed questions immediately.
Rest well before test day and simulate cockpit decision-making under time pressure.

Good luck — and always cross‑check numeric values and limits with the AFM and your operator’s documentation.