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Top 25 B737 Type Rating Questions (FCOM-Sourced Answers)

LAST UPDATED: 7 OCTOBER 2026

Published Oct 2026~15 min readFCOM sourcedSystems & limitations

A Boeing 737 type rating starts with ground school on the aircraft's systems and limitations, and a technical test on them comes before the simulator. Airline technical interviews for 737 operators ask the same material. These 25 questions cover what candidates meet most often: the memory-item limitations, hydraulic systems A, B and standby, the AC transfer busses and standby power, manual reversion and the trim systems, and the fuel, bleed air, fire and anti-ice controls.

Each question comes from v1prep's B737 bank with its four options, the correct answer marked, a short explanation and the Boeing 737 NG FCOM section it is taken from. Choose your answer before you read the one under it. Where a figure differs between variants, the answer gives the one for the most common variants, as the FCOM does.

Sections: 5 questions each
  1. Limitations
  2. Hydraulics & landing gear
  3. Electrical system & APU
  4. Flight controls
  5. Fuel, bleed air, fire & ice

Limitations

Memory items and AFM limits
Question 1
Per Limitations, severe turbulent air penetration speed (memory item, applicable to climb and descent only) is:
  1. A250 KIAS / 0.70M, whichever is lower
  2. B300 KIAS / 0.82M, whichever is lower
  3. C280 KIAS / 0.76M, whichever is lower ✓
  4. D320 KIAS / 0.78M, whichever is lower
Answer: C. 280 KIAS or 0.76M, whichever is lower, in the climb and descent. It is a memory item. For severe turbulence in the cruise, the Severe Turbulence supplementary procedure applies.Source: Boeing 737 NG FCOM, L.10.2, Airplane General, Severe Turbulent Air Penetration
Question 2
Per Limitations, the maximum cabin differential pressure (relief valves) is:
  1. A9.5 psi
  2. B8.6 psi
  3. C9.1 psi ✓
  4. D8.0 psi
Answer: C. 9.1 psi, set by the relief valves. It is an AFM limitation.Source: Boeing 737 NG FCOM, L.10.4, Air Systems, Pressurization
Question 3
Per Limitations (memory item), the autopilot must not be engaged for takeoff below:
  1. A200 feet AGL
  2. B400 feet AGL ✓
  3. C1,000 feet AGL
  4. D500 feet AGL
Answer: B. 400 ft AGL is the earliest the autopilot may be engaged after takeoff. It is a memory item.Source: Boeing 737 NG FCOM, L.10.5, Autopilot/Flight Director System
Question 4
Per Limitations (memory item), the maximum altitude with flaps extended is:
  1. A20,000 ft ✓
  2. B15,000 ft
  3. C25,000 ft
  4. D10,000 ft
Answer: A. 20,000 ft, with any flap extended. It is a memory item.Source: Boeing 737 NG FCOM, L.10.7, Flight Controls, Flap Altitude
Question 5
Per Limitations regarding Fuel Loading, main tanks 1 and 2 must be full if the centre tank contains more than:
  1. A907 kgs
  2. B1,000 kgs
  3. C200 kgs
  4. D453 kgs ✓
Answer: D. The main tanks must be full before the centre tank holds more than 453 kg, for structural and CG reasons.Source: Boeing 737 NG FCOM, L.10.9, Fuel System, Fuel Loading

Hydraulics & landing gear

Systems A, B and standby
Question 6
Both A and B hydraulic systems have:
  1. ATwo engine driven pumps each (one per engine)
  2. BAn engine driven pump and an AC electric motor-driven pump ✓
  3. COnly an engine driven pump, no electric backup
  4. DOnly an electric motor-driven pump, no engine pump, typically
Answer: B. Systems A and B each have an engine-driven pump and an AC electric motor-driven pump. The system A engine-driven pump is driven by engine No. 1, the system B pump by engine No. 2.Source: Boeing 737 NG FCOM, 13.20.2, A and B Hydraulic System Pumps
Question 7
Either A or B hydraulic system can power:
  1. AOnly the spoilers: flight controls require both systems
  2. BOnly the rudder and elevator: ailerons require both systems
  3. CAll flight controls with no decrease in aeroplane controllability ✓
  4. DOnly the ailerons: rudder requires standby
Answer: C. Either system A or system B alone can power all the flight controls with no decrease in controllability.Source: Boeing 737 NG FCOM, 13.20.1, Introduction
Question 8
The standby hydraulic system uses a single electric motor-driven pump to power:
  1. AOnly the trailing edge flaps and brakes
  2. BAll flight controls, brakes, and landing gear, powered exclusively by standby
  3. COnly the rudder and elevator
  4. DThrust reversers, rudder, leading edge flaps and slats, and standby yaw damper ✓
Answer: D. The standby system backs up systems A and B. It can be switched on manually or come on automatically, and its single electric motor-driven pump powers the thrust reversers, the rudder, the leading edge flaps and slats (extension only) and the standby yaw damper.Source: Boeing 737 NG FCOM, 13.20.4, Standby Hydraulic System
Question 9
The Power Transfer Unit (PTU):
  1. ATransfers electrical power between systems A and B so that either engine driven pump can be cross-fed when the system B engine driven pump is inoperative
  2. BTransfers hydraulic fluid from the system A reservoir directly into the system B reservoir to restore quantity when the system B engine driven pump is inoperative
  3. CSupplies additional hydraulic fluid volume to operate autoslats and leading edge flaps/slats at normal rate when system B's engine driven pump is inoperative ✓
  4. DPressurises the standby hydraulic system from system A pressure so that standby quantity is replenished when the system B engine driven pump is inoperative
Answer: C. The PTU uses system A pressure to drive a hydraulic motor-driven pump that pressurises system B fluid. It supplies the extra volume the autoslats and leading edge flaps and slats need to move at the normal rate when the system B engine-driven pump has failed.Source: Boeing 737 NG FCOM, 13.20.4, Power Transfer Unit
Question 10
On the AUTO BRAKE Select Switch, the RTO position:
  1. AApplies maximum brake pressure immediately upon RTO selection regardless of speed, even before touchdown
  2. BAutomatically applies maximum brake pressure when thrust levers are retarded to idle at or above 90 knots ✓
  3. CIs the same as MAX position with no special arming logic or speed threshold
  4. DDisarms autobrake completely as a safety measure during rejected takeoff
Answer: B. With RTO selected, maximum brake pressure is applied automatically when the thrust levers are retarded to idle at or above 90 knots.Source: Boeing 737 NG FCOM, 14.10.4, AUTO BRAKE Select Switch

Electrical system & APU

Transfer busses, standby power, batteries
Question 11
The two basic principles of operation for the 737 electrical system are:
  1. ADC sources are paralleled to share load, but AC sources are always isolated from one another
  2. BAC sources are always paralleled together to share the load, and the BTBs prevent any uncontrolled or unintended bus transfers
  3. CThere is no paralleling of AC power sources, and a source connected to a transfer bus automatically disconnects an existing source ✓
  4. DThe APU generator always has priority over both IDGs whenever it is operating simultaneously
Answer: C. There is no paralleling of AC power sources, and connecting a source to a transfer bus automatically disconnects the source already on it.Source: Boeing 737 NG FCOM, 6.20.1, Introduction
Question 12
With the STANDBY POWER switch in AUTO and all AC power lost:
  1. AOnly the DC standby bus remains powered, AC standby bus is automatically de-energised
  2. BAC standby bus is powered by APU generator; DC standby bus is powered by TR3
  3. CAll standby busses are de-energised until ground power is restored
  4. DAC standby bus is powered by battery through static inverter ✓
Answer: D. In AUTO, on loss of all AC power in flight or on the ground, the battery powers the AC standby bus through the static inverter, and also powers the DC standby bus and the battery bus.Source: Boeing 737 NG FCOM, 6.10.5, STANDBY POWER Switch
Question 13
The cross bus tie relay automatically opens (isolating DC bus 1 from DC bus 2) under which conditions?
  1. AAt glide slope capture during a flight director or autopilot ILS approach, or with BUS TRANSFER switch positioned to OFF ✓
  2. BOnly with BUS TRANSFER switch positioned to OFF; glide slope capture has no effect on the cross bus tie relay
  3. COnly at glide slope capture during a dual-channel autopilot approach, the BUS TRANSFER switch having no effect on the relay
  4. DWhenever an autopilot is engaged in CMD mode, or when the BUS TRANSFER switch is positioned to AUTO
Answer: A. The relay opens at glide slope capture on a flight director or autopilot ILS approach, so that a single failure cannot affect both navigation receivers and flight control computers. It also opens when the BUS TRANSFER switch is set to OFF.Source: Boeing 737 NG FCOM, 6.20.8, Transformer Rectifier Units
Question 14
Two fully charged batteries have sufficient capacity to provide standby power for a minimum of:
  1. A30 minutes
  2. B60 minutes ✓
  3. C120 minutes
  4. D10 minutes
Answer: B. Two fully charged batteries provide standby power for at least 60 minutes.Source: Boeing 737 NG FCOM, 6.20.8, Battery Power
Question 15
The APU bleed air supply capability is:
  1. AOne pack on the ground or in flight
  2. BBoth packs on the ground or in flight
  3. CBoth air conditioning packs on the ground, or one pack in flight ✓
  4. DBoth packs on the ground only, APU bleed in flight is not certified
Answer: C. The APU can supply bleed air for both packs on the ground, but for only one pack in flight. Without an electrical load, the limitations allow APU bleed up to 17,000 ft.Source: Boeing 737 NG FCOM, 7.30.1, APU Operation

Flight controls

Manual reversion, trim, speed and Mach trim
Question 16
If both hydraulic systems A and B fail:
  1. AOnly the rudder remains controllable via the standby hydraulic system
  2. BThe ailerons and elevators may be operated manually ✓
  3. CAll primary flight controls are lost, only the stabiliser remains via manual trim
  4. DThe autopilot continues to operate the controls via emergency hydraulics
Answer: B. With systems A and B both lost, the ailerons and elevators can be operated manually. The rudder can still be powered by the standby hydraulic system.Source: Boeing 737 NG FCOM, 9.20.1, Introduction
Question 17
If the aileron control system is jammed:
  1. AOnly the autopilot can provide roll control via the spoiler mixer
  2. BForce applied to the Captain’s control wheel provides roll control from the spoilers
  3. CBoth control wheels become inoperative, roll control is via rudder only
  4. DForce applied to the First Officer’s control wheel provides roll control from the spoilers ✓
Answer: D. A jammed aileron system leaves the ailerons and the Captain's control wheel inoperative. Force on the First Officer's control wheel then gives roll control through the spoilers.Source: Boeing 737 NG FCOM, 9.20.3, Aileron Transfer Mechanism
Question 18
Mach trim is automatically accomplished above what Mach number?
  1. AMach 0.50
  2. BMach 0.615 ✓
  3. CMach 0.78
  4. DMach 0.92
Answer: B. Above Mach .615 the Mach trim system adjusts the elevators relative to the stabiliser as speed increases.Source: Boeing 737 NG FCOM, 9.20.7, Mach Trim System
Question 19
The Speed Trim System (STS) is designed to improve flight characteristics during operations with:
  1. AHigh gross weight, forward centre of gravity, and low thrust with the autopilot engaged
  2. BLow gross weight, aft centre of gravity, and high thrust when the autopilot is not engaged ✓
  3. CAny weight and CG when the autopilot is engaged
  4. DCruise conditions only at high Mach, with the autopilot engaged and gear retracted
Answer: B. The Speed Trim System is a speed stability augmentation system for operations at low gross weight, aft centre of gravity and high thrust when the autopilot is not engaged.Source: Boeing 737 NG FCOM, 9.20.8, Speed Trim System
Question 20
Manual stabiliser control:
  1. AThrough the autopilot trim circuit, held by the autopilot servo whenever the A/P is engaged in CMD
  2. BThrough electric backup motor, held in position by a single brake that engages automatically at engine shutdown unless manually released
  3. CThrough cables, pilot positions stabiliser by rotating trim wheels; the stabiliser is held in position by two independent brake systems ✓
  4. DThrough hydraulic standby system, held by hydraulic locks powered by the standby hydraulic pump
Answer: C. Manual stabiliser control works through cables: the pilot positions the stabiliser by rotating the trim wheels, and two independent brake systems hold it in position.Source: Boeing 737 NG FCOM, 9.20.7, Stabilizer Trim

Fuel, bleed air, fire & ice

Pumps, isolation valve, fire switch
Question 21
Centre tank pumps produce higher pressure than main tank pumps. This ensures that:
  1. ACentre tank fuel is used before main tank fuel, even though all fuel pumps are operating ✓
  2. BMain tank fuel is used before centre tank fuel as a backup, regardless of pump pressure settings
  3. CBoth tanks deliver fuel simultaneously and equally
  4. DCentre tank fuel is reserved exclusively for APU operation
Answer: A. The centre tank pumps deliver higher pressure than the main tank pumps, so centre tank fuel is used first even though all the pumps are running.Source: Boeing 737 NG FCOM, 12.20.1, Fuel Pumps
Question 22
When main tank fuel pump pressure is low, each engine can:
  1. ADraw fuel from its corresponding main tank through a suction feed line that bypasses the pumps ✓
  2. BOnly operate from the opposite main tank via crossfeed
  3. COnly operate from the centre tank with crossfeed open
  4. DCannot operate without electrical pump output, flameout will occur, even in a shallow descent
Answer: A. Each engine can draw fuel from its own main tank through a suction feed line that bypasses the pumps.Source: Boeing 737 NG FCOM, 12.20.2, Suction Feed
Question 23
With the ISOLATION VALVE switch in AUTO, the valve opens automatically if:
  1. ABoth PACK switches are positioned to HIGH simultaneously during ground operation only
  2. BBoth engine BLEED air switches are positioned OFF
  3. CThe APU bleed air valve closes automatically when cabin altitude exceeds 10,000 ft
  4. DEither engine BLEED air switch or air conditioning PACK switch is positioned OFF ✓
Answer: D. In AUTO the isolation valve opens automatically if either engine BLEED air switch or either PACK switch is set to OFF.Source: Boeing 737 NG FCOM, 2.10.1, ISOLATION VALVE Switch
Question 24
Pulling the Engine Fire Switch up:
  1. ADischarges both engine fire extinguisher bottles immediately without any rotation; closes fuel, hydraulic, and engine bleed air valves; disables thrust reverser; trips generator; locks the switch in the up position
  2. BArms one discharge squib on each engine fire extinguisher; closes fuel, hydraulic, and engine bleed air valves; disables thrust reverser; trips generator; deactivates engine driven hydraulic pump LOW PRESSURE light; allows rotation ✓
  3. CCloses only the engine fuel shutoff valve and the spar valve; leaves the hydraulic and engine bleed air valves open, the thrust reverser available and the generator on line; allows rotation
  4. DArms one discharge squib on the affected side extinguisher only; closes fuel, hydraulic, and engine bleed air valves; disables thrust reverser; trips generator; illuminates engine driven hydraulic pump LOW PRESSURE light; allows rotation
Answer: B. Pulling the switch arms one discharge squib on each engine bottle, closes the fuel, hydraulic shutoff and engine bleed air valves, disables the thrust reverser, trips the generator control relay and breaker, deactivates the engine-driven pump LOW PRESSURE light and lets the switch rotate.Source: Boeing 737 NG FCOM, 8.10.2, Engine Fire Switch
Question 25
When the WING ANTI-ICE switch is selected ON in the air, the immediate effects are:
  1. ABoth wing anti-ice control valves open only if the engines are above takeoff warning thrust
  2. BBoth wing anti-ice control valves open and stick shaker logic is set for icing conditions ✓
  3. CThe valves remain closed until the duct thermal switches activate
  4. DEngine anti-ice valves close to maintain bleed margin for the wings
Answer: B. Selected ON in flight, the switch opens both wing anti-ice control valves and sets the stick shaker logic for icing conditions.Source: Boeing 737 NG FCOM, 3.10.6, WING ANTI-ICE Switch (Air)

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