Technician B is correct because the oil pump assembly could be the diagnostic item and is an OFF-vehicle procedure. Technician A is wrong because the control valve is likely to be the cause in an ON-vehicle procedure, NOT an OFF-vehicle procedure.

The only OFF-vehicle repair listed for a vehicle that exhibits a shock when shifting from "N" to "D" range is the FORWARD clutch. All of the other distracters are ON-vehicle repairs.

You pick the symptom in the on-line service information that closely matches the customer concern. The customer will generally describe their concerns much differently than they are listed in the on-line service information.

Checking the flex plate is not part of the preliminary diagnosis process.

Both technicians are correct. Tech A is right because many suspension and driveline concerns and noises may appear to be caused by the transmission or transaxle, when they are caused by the suspension.  For diagnosis, you put the transmission in neutral and see if the concern changes or goes away.  If it goes away, the automatic transmission should be investigated.  Tech B is right because you always do the easy and simple inspections first to make sure that you have not overlooked something and you can use the scan tool for further clarification.

Oxidation from under or overfilling will cause the fluid to be varnished with a light to dark brown color.

Both technicians are correct. Technician A is right because the (Diagnostic trouble code) sets when the TCM (Transmission Control Module) or PCM (powertrain control module) does not receive the correct voltage signal from the park/neutral position (PNP) switch.  Technician B is right because the park/neutral position (PNP) switch being open or shorted would also set a DTC.  

Technician A is correct because low line pressure can cause the transmission to slip and operate sluggishly. Technician B is wrong because the line pressure should not vary with engine speed. It must remain at a constant level to correctly operate the friction components. It will be lower at idle because of lower RPM as sensed by the TCM or PCM.

A problem in the oil pump or oil pump pressure regulator will cause low pressure at idle in all gear ranges. Answer option A is wrong because a misadjusted TPS can cause high line pressure at idle not low. B is wrong because a problem with the ATF temperature sensor will cause high line pressure at idle not low. C is wrong because an open in a dropping resistor circuit will cause high line pressure at idle not low pressure.

The 2-4 band is used for manual braking. The forward clutch is not used for braking and is ON in all forward speeds. The third or direct clutch is not used for braking and is ON for direct drive and reverse.

This is the proper procedure when the transmission is not going to be disassembled. If left on the engine, all of the oil will leak out and make a huge mess.

Automatic transmissions do not use a crankshaft pilot bearing.

Indirect programming does not exist.

A dirty filter will cause lower line pressure and the other choices listed will not.