Vol 1.35 International Operations

Question 1

Under which flight rules may an international flight be dispatched?

Answer 1

35.10 pg. 1 - Domestic, supplemental, or flag operations

Question 2

What is considered an international flight?

Answer 2

35.10 pg. 1 - a flight between the united states and and another country, or between the 48 states and Alaska.

Question 3

Whose job is it to ensure that all government regulations are complied with during international operations?

Answer 3

35.10 pg. 1 - The captain

Question 4

What should be done when there a conflict between a regulation and the FOM during an international flight?

Answer 4

35.10 pg. 1 - Do whatever is MORE restrictive

Question 5

What document is required for international flights but not on domestic flights?

Answer 5

35.10 pg. 1 - an FCC restricted radiotelephone operators permit

Question 6

Can food be carried onboard a Frontier flight from the US to another country?

Answer 6

35.10 pg. 1 - Yes, but it CANNOT leave the aircraft. So if you’re doing a turn it’s ok to bring food, but if you are staying overnight the food must be discarded in the aircraft.

Question 7

Can food be brought from another country into the US?

Answer 7

35.10 pg. 1 - Yes but it must either be declared or thrown away. This includes food that was originally brought FROM the USA at the beginning of a trip. So either eat it or throw it away in the CATERING cart, as the catering carts are disposed of specially following an international arrival.

Question 8

What should be done if someone is sick on a flight from a foreign country to the US?

Answer 8

35.10 pg. 2 - If someone is suspected of having a possible epidemic illness, a “Pubic Health Service (PHS)” report shall be made via ARINC to Stat-MD with a brief description of the symptoms, as soon as possible before landing in the United States.

Question 9

What should be done if there’s an apparent death of a passenger or crew member on any flight arriving into the UNited States from a foreign country?

Answer 9

35.10 pg. 2 - A ‘PHS positive” report (as with an apparent illness) shall be given via Stat-MD

Question 10

What’s the international briefcase?

Answer 10

35.10 pg. 2 - It’s a briefcase that contains all the documents required by the United States and the destination country for exit and entry.

Question 11

Who is responsible for preparing and boarding the international briefcase?

Answer 11

35.10 pg. 2 - The Ops agent

Question 12

Who on board the aircraft is responsible for ensuring that the international briefcase contains all required documents, completed, and in sufficient quantities?

Answer 12

35.10 pg. 2 - The A flight attendant

Question 13

What is the difference in PIC authority between Domestic/Flag operations and Supplemental/Part 91 operations?

Answer 13

35.10 pg. 2 and 20.20 pg 1

Domestic and Flag operations: The PIC has JOINT control with dispatch
Supplemental and 14 CFR 91 operations: PIC has SOLE control over the flight

Question 14

How long can you be on the ground at an intermediate airport, operated under Flag rules, before needing a new dispatch release?

Answer 14

35.20 pg. 1 - 6 hours

Question 15

What equipment must be operational to be dispatched outside the 48 contiguous states? Returning to the United States?

Answer 15

35.20 pg. 1 - GPWS, TCAS, and ACARS must be operational to be dispatched outside the United States. To return to the United States only ACARS must be operational. If necessary, these may be inoperative with the approval of the directions of operations, director of safety, chief pilot, or designee on their behalf.

Question 16

Does exemption 20144 apply to international operations?

Answer 16

35.20 pg. 1 - No

Question 17

Is exemption 20295 authorized for international operations?

Answer 17

35.20 pg. 1 - No

Question 18

Is an alternate required for a 6.5 hour flight operated under Flag rules with clear skies?

Answer 18

35.20 pg. 1 - Yes. All Flag flights longer than 6 hours require an alternate, regardless of weather at the destination.

Question 19

What weather requirements must an alternate airport meet under Flag operations?

Answer 19

35.20 pg. 1 - The same weather requirements as a domestic flight. See Vol 1 20.20 Alternate Requirements.

Question 20

When is a full IRS alignment required?

Answer 20

FOM Vol 1, 35.30 pg. 1; FOM Vol 2, 3.07 pg. 4

6 times:
-Before the first flight of the day
-When there is a crew change
-When GPS is not available and the NAVAID coverage is poor on the expected route
-When GPS is not available and the expected flight time is greater then 3 hours
-All international and Alaska flights
-Flights operating in Class II airspace

Question 21

What is the ICAO standard unit of pressure?

Answer 21

35.30 pg. 1 - Hectopascals. Though in countries that use hPa as a unit of pressure, often they can give you the measurement in inches of mercury upon request

Question 22

Can you fly through the Gulf of Mexico and the Caribbean Sea without long range HF radios on board?

Answer 22

35.30 pg. 1 - yes

Question 23

Can you operate in the New York Oceanic (KZWY) airspace without operable HF radios?

Answer 23

35.30 pg. 2 - No

Question 24

When dispatched under Opspec B043 which requires additional fuel equal to 10% of the time that the aircraft cannot be reliably fixed, what items would need to be reported to dispatch immediately?

Answer 24

35.30 pg. 2

-Anytime the ETA exceeds the ETA generated by the FMGC at wheels up by greater than 15 minutes
-Anytime the assigned cruise altitude varies by 4000’ or more from the flight plan cruise altitude for longer than 15 minutes
-Anytime the aircraft deviates more than 100nm from the flight planned route
-An incident report is required when a fuel emergency is declared or if priority is given to the aircraft even if they haven’t declared a fuel emergency

Question 25

Can Frontier airlines pilots accept a visual approach outside of the US?

Answer 25

35.30 pg. 3 - No. In most of the world a “visual approach” is what we in the US call a contact approach which does not require the actual airport to be in sight. Internationally what we call a visual approach is called a “VMC approach”. If offered a “VMC approach” internationally it can be accepted during daylight hours only, and only with extreme vigilance for terrain and traffic.

Question 26

Internationally, when is generally meant when you are cleared for an approach to a runway without mentioning which specific approach they want?

Answer 26

35.30 pg. 3 - It generally means that any published approach to that runway is authorized.

Question 27

What are ORCA operations?

Answer 27

35.35 pg. 1 - These are operations conducted outside the range of VHF radio coverage and/or ATC radar surveillance.

Question 28

What is the only area where Frontier airlines is authorized to perform Oceanic and Remote Continental Airspace (ORCA) operations?

Answer 28

35.35 pg. 1 - The New York Oceanic (KZWY) portion of the West Atlantic (WAT) Airspace (also known as WATRS or WATRS plus).

Question 29

Are the New York Oceanic (KZWY) airspace and the West Atlantic Airspace (WAT) synonymous?

Answer 29

35.35 pg. 1 - No. The West Atlantic Airspace encompasses a large swath of airspace on the east cost of the USA including Puerto Rico. The New York Oceanic (KZWY) airspace is a portion of the WAT airspace but not all of it.

Question 30

What is the frequency range for HF radios?

Answer 30

35.35 pg. 2 - 3 - 30MHz

Question 31

When are higher HF frequencies work best versus low HF frequencies?

Answer 31

35.35 pg. 2 - Higher HF frequencies work best when the sun is high in the sky. Low frequencies work best when the sun is low or even at night. Remember, “the higher the sun, the higher the frequency.”

Question 32

Prior to entering ORCA airspace where HF communications will be necessary, ATC will provide how many HF frequencies to contact them on?

Answer 32

35.35 pg. 2 - They will provide 2 frequencies. One will be a high range frequency and one a low range frequency. Additionally, one of those frequencies will be designated the primary, and the other the secondary frequencies. These are the two frequencies expected to provide the most reliable communication quality while the aircraft will be operating in this remote airspace.

Question 33

Do high or low HF frequencies travel further?

Answer 33

35.35 pg. 3 - High frequencies generally travel further. Low frequencies generally travel shorter distances. However, frequencies generally travel further at night than during the day.

Question 34

Do HF frequencies travel further during the day or during the night?

Answer 34

35.35 pg. 3 - HF frequencies generally travel further at night.

Question 35

What is SELCAL, and when is it generally used?

Answer 35

35.35 pg. 3 - SELCAL or the Selective Calling System, is a signaling method to alert an individual aircraft that a ground station wishes to communicate with them. SELCAL is capable of signaling the aircraft over both HF and VHF frequencies, but it’s most commonly used in oceanic operations over HF frequencies. Properly working SELCAL relieves the flight crew from maintaining a listening watch on the assigned HF frequencies during oceanic operations.

Question 36

When you have a functional SELCAL system on the aircraft do you have to continuously monitor the correct HF frequency?

Answer 36

35.35 pg. 3 - No. You must have the correct frequency tuned, but you don’t need to actively be listening to the frequency. When they need to communicate with you they will alert you via SELCAL.

Question 37

Is it possible for more than one aircraft to have the same SELCAL code?

Answer 37

35.35 pg. 3 - Yes. Because of this it’s actually possible for a SELCAL request to go to multiple aircraft. So whenever you answer a SELCAl request you need to clearly state your flight identification to ensure that the SELCAL was directed toward your flight.

Question 38

When you’re talking on HF frequencies are you talking directly to ATC?

Answer 38

35.35 pg. 2-3 - No. You are talking to a radio operator (RO) who relays information between you and ATC. Because of this you should expect long delays (10-15 minutes) if any deviations or requests are made. Make them early!

Question 39

How long should you expect any request for deviation or altitude change to take when communicating on HF frequencies?

Answer 39

35.35 pg. 4 - 10-15 minutes. This is because when you’re communicating via HF you aren’t talking directly with ATC, but with a radio operator (RO) who relays info to ATC and back. So be sure to communicate as early as possible your need to deviate or change altitude. 15 minutes at a ground speed of 480kts is 120nm. Probably best to make any requests at least that far out.

Question 40

Because HF frequencies can get very congested, what will the radio operator (RO) do after receiving a request from an aircraft?

Answer 40

35.35 pg. 4 - They will read back your clearance verbatim to ensure they understood your request. This is NOT a clearance to do whatever you requested. The RO has no authority to clear you for anything. Anytime an RO wants to give you a relayed clearance from ATC they will begin with, “ATC clears…”

Question 41

What is LDOC?

Answer 41

35.35 pg. 4 - LDOC is Long Distance Operational Control. When operating in ORCA airspace using HF radios you usually have HF frequencies for relaying info to ATC. LDOC is a separate set of frequencies for operational needs, generally similar to VHF ARINC, including talking to company and getting a phone patch, e.g. stat-MD. Whenever you need a phone patch, LDOC frequencies are greatly preferred in ORCA airspace.

Question 42

How can you get a phone patch via HF frequencies?

Answer 42

35.35 pg. 4

1.) Advise your normal HF radio operator (RO) that you need a phone patch with dispatch/maintenance/stat-MD
-Workload permitting the RO may complete the request on frequency, or they may advise the crew to
contact the applicable LDOC frequency.
2.) The initial request should contain the following:
A.) Aircraft flight identification
B.) Transmitting frequency
C.) Message delivery instructions and name of the company operating the aircraft (Frontier Airlines)
D.) Aircraft SELCAL code
3.) When the phone patch is completed the flight crew will return to the oceanic RO (if they were on LDOC) and advise of the completion of the phone patch

Note: Due to the nature of HF coms, flight crews should transmit the message at a moderate speed to avoid unnecessary repetition. During transmission of a lengthy message the flight crew should pause at intervals to ensure that the radio operator has the message complete. It can take up to 45 seconds to get a response while the RO aligns the antennae to answer the call. Be patient.

Question 43

When operating in ORCA airspace with an aircraft with only one operational HF radio, how can/should you communicate with dispatch/maintenance/stat-MD?

Answer 43

35.35 pg. 4 - If you only have one operational HF radio, ACARS will not be available. That means that in order to talk to any of those three entities you’ll need to get an HF phone patch, either through your current frequency, or through an LDOC frequency.

Question 44

When operating in ORCA airspace in an aircraft with two operational HF radios, how can you communicate with dispatch/maintenance/stat-MD?

Answer 44

35.35 pg. 4; FOM Vol 2, 5.20 pg. 1

If you have TWO operational HF radios, in theory ACARS will still work for contact as long as you are only using HF1 in voice mode and not both HF radios, i.e. HF2 must be in data mode. Kind of like how ACARS usually works via VHF3 in data mode, but if you switch it to voice mode it won’t work anymore. If you have both HF radios in voice mode, ACARS won’t work properly.

Question 45

How do you tune an HF frequency?

Answer 45

35.35 pg. 5

1.) Input the desired HF frequency into the audio control panel (ACP)
2.) Click the push-to-talk trigger on the side stick to allow the HF radio to properly tune the frequency
3.) A tone will be heard once the frequency is properly tuned (approximately 12-18 seconds)
4.) once the tone has ceased the pilot can begin HF transmissions

Question 46

What should you include on an initial transmission via HF radio?

Answer 46

35.35 pg. 5

1.) Name of the RO station, e.g. “New York radio”
2.) Call sign
3.) Approximate location
4.) The first 2 digits of your transmitting frequency, “listening on 8-8”

Example: “New York radio, Frontier flight 3172, passing OKONU on Lima 4-5-7, listening/transmitting on 8-8”

Question 47

When making an initial transmission on HF radios, which frequency should you use? How long should you wait before trying a different frequency/

Answer 47

35.35 pg. 6 - You should make your initial call on the primary frequency. It can take an RO a while to get back to you as they work multiple frequencies at once. After waiting a few minutes after your initial call, try the primary frequency a second time. If still no response after a few minutes try the secondary frequency. If you can hear other aircraft but not the RO consider asking other aircraft for relay assistance.

Question 48

If you’re struggling to make contact on HF frequencies, what VHF frequencies could help you out?

Answer 48

35.35 pg. 6 - You can often contact other aircraft on 123.45MHz, and you can also listen on 121.5MHz.

Question 49

Where can you find the procedure for checking the HF and SELCAL before entering oceanic airspace?

Answer 49

FOM Vol 1, 35.35 pg. 6-8

Question 50

What should be done if during your HF/SELCAL check prior to entering oceanic airspace, the SELCAL portion of the check fails?

Answer 50

35.35 pg. 8 - It just means that you’ll have to actively listen to the applicable HF frequency throughout the entire flight. Were it actually working you wouldn’t need to listen in, just wait for the SELCAL.

Question 51

When operating in ORCA airspace and using HF radios, what frequencies should always be monitored?

Answer 51

35.35 pg. 9 - The active HF frequency does not need to be monitored as long as SELCAL is working. What should be monitored is 123.45MHz on VHF 1 and 121.5MHz on VHF 2.

Question 52

What fixes should be reported when not in radar contact in ORCA airspace?

Answer 52

35.35 pg. 8

-All compulsory reporting points (filled in on the chart)
-All fixes in your FILED flight plan that are within ORCA airspace
-Any fix that is included in a position report must now be reported over as if it were a compulsory reporting point
-Any additional points requested by ATC

Question 53

What elements should be included in a position report?

Answer 53

35.35 pg. 8-9

Remember PTAPTP+

Position…………….Current position
Time………………….Current time
Altitude……………..Current altitude
Position……………..Next fix
Time………………….ETA at next fix
Position………..……Next fix after that
+ …………………..…..Any pertinent extra info

Note: All this information is conveniently found in one spot on the report page of the FMS

Question 54

When operating in ORCA airspace how close do you need to remain from a suitable diversion airport at all times?

Answer 54

35.35 pg. 10 - You must remain with one hour, in still air, one engine inoperative, of an adequate airport at all times (this is always true, not just in ORCA airspace, since we don’t have ETOPS…yet). The distance this equates to is about 405nm.

Question 55

With LRCS aircraft with operational HF radios and SELCAL, can we operate in all areas of the New York Oceanic portion of the WAT?

Answer 55

35.35 pg. 11 - No. We can operate in nearly all of it but due to our lack of ETOPs we have to remain within 405nm of an adequate diversion airport at all times. This means that a small portion of the New York Oceanic airspace SSE of Bermuda is off limits and includes airway L461, L462, and L576.

Question 56

Can you operate in ORCA airspace using your HF radios if the HF radio is currently operational but has recently come off MEL?

Answer 56

35.35 pg. 12 - You can only dispatch if the operational HF radio has not been placed on MEL more than two times in the last 30 days.

Question 57

When are Strategic Lateral Offset procedures performed?

Answer 57

35.35 pg. 13 - In oceanic airspace

Question 58

When performing Strategic Lateral Offset (SLOP) procedures, which side of the course should you offset to, and by how much?

Answer 58

35.35 pg. 13 - Always on the right side of the course centerline. You can offset by either 1 or 2nm only.

Question 59

Can you perform Strategic Lateral Offset procedures (SLOP) in heading mode?

Answer 59

35.35 pg. 13 - No, you must be in NAV mode and use the offset function of the FMS.

Question 60

Can you perform SLOP procedures outside of oceanic airspace?

Answer 60

35.35 pg. 13 - Not without a specific ATC clearance. Generally when operating in oceanic airspace, you don’t offset until entering oceanic airspace, and then rejoin the centerline prior to exiting oceanic airspace.

Question 61

What should you do in ORCA airspace if you need to deviate for weather but they can’t get back to you in time?

Answer 61

35.35 pg. 26-27 - The procedure is a little complicated for deviating without a clearance. It’s probably best to just refer to the graphic on 35.35 pg. 27. generally if you need to deviate south you turn off course and climb 300’. If you need to deviate north, turn off course and descend 300’. Changing altitudes is only required when deviating more than 5nm from the course centerline. Also when returning to the centerline after deviating you need to be back on your assigned altitude prior to reaching 5nm off the track centerline. During the whole time keep traffic and ATC advised of you intentions on HF and 123.45/121.5MHz.

Question 62

Where can you find a guide on the WAT procedures in detail?

Answer 62

FOM Vol 1, 35.35 pg. 15-28

Question 63

If while operating in ORCA airspace you need to deviate from a route due to weather and don’t have time to wait to hear back from the RO (often 10-15 minutes) what should you do? Which direction should you turn? Should you climb or descend, and by how much?

Answer 63

35.35 pg. 26

1.) Communicate with other pilots your intentions on 121.5 or 123.45
2.) Turn on all exterior lights
3.) If deviating 5nm or greater from the assigned course, an altitude change is required. This altitude change should be initiated AFTER reaching the 5nm off route mark, and after finishing deviating and rejoining the course, you should return to the original altitude BEFORE getting back within 5nm of the course. The following altitude changes are based on your originally assigned track or course centerline:
-Original track 000º-179º:
-Left deviation descend 300’
-Right deviation climb 300’
-Original track 180º-359º
-Left deviation climb 300’
-Right deviation climb 300’
4.) Obtain a clearance as soon as possible. If unable keep ATC advised of intentions through the RO

Question 64

What is an APIS report? If an APIS report needs to be submitted, when can the aircraft block out?

Answer 64

35.40 pg. 1 - An APIS report or Advanced Passenger Information System report is a report with all passenger names that must be submitted to Customs by the CSA at least 30 minutes prior to shutting the main cabin door. The aircraft cannot block out until 30 minutes after submitting the report. So if a customer comes to the gate late, and a new APIS report needs to be submitted, the plane cannot move for 30 minutes.

Question 65

What information does crew need to provide to the gate agent when departing on an international flight? By when does this information need to be given?

Answer 65

35.40 pg. 1 - Each crew member must give the following information to the gate agent atleast 45 minutes prior to the scheduled departure time when leaving on an international flight.

1.) First and last name
2.) Birth date
3.) Proof of citizenship

Question 66

What items can crew members bring back to the United States without needing to fill out a declaration form?

Answer 66

35.40 pg. 3 - A few items. Up to one liter of an alcoholic beverage, 300 cigarettes, 50 cigars, 2kg of smoking tobacco, or proportionate combination of any of the previous. Also you can bring merchandise not to exceed $200 in value, which may include gifts for other persons located in the United States.

Question 67

What needs to be done if on a flight from an international destination to the United States, you need to divert to an airport that doesn’t have customs?

Answer 67

35.40 pg. 3 - A permit to proceed (US customs form 6007) will be issued to an aircraft entering the United States and is to proceed to another destination in the United States without completing all US entry requirements. I believe in this situation no one should deplane, unless somehow a mobile customs group can meet the plane. Everyone should stay on until fuel or maintenance can be performed and the plane can depart to the original destination.

Question 68

If a diversion into an Alaskan airport is required, should it be handled like a domestic or international diversion?

Answer 68

35.AK pg. 1 - Even though flight to Alaska are usually treated like international flights, diversions to Alaska are considered domestic diversions.

Question 69

What should you do if on a domestic flight to Alaska you need to divert to a Canadian Airport?

Answer 69

35.AK pg. 1 - Contact dispatch as soon as possible to coordinate where to go to minimize impact to the crew or passengers. If the passengers and crew all stay aboard the aircraft then the flight can maintain its domestic status and will not need to clear Canadian or U.S. customs and immigration. Let Canadian ATC know immediately that you are a DOMESTIC U.S. flight that is diverting to Canada. This lets them know you don’t have the requisite items that you otherwise would have if you were intending to go to a Canadian destination. When you land do NOT open any doors or windows to the aircraft until instructed to do so by the appropriate authorities. The exception is that if you need to evacuate, the captain retains his emergency authority to do so, regardless of customs rules.

Question 70

What should you consider when during a U.S. domestic flight, you need to divert to a Canadian airport for an onboard medical emergency?

Answer 70

35.AK pg. 2 - It’s worth considering that given how long customs takes its usually worth flying the extra time to a U.S. airport where no customs will be required as this will actually save time in getting them the medical attention they need. If in the captains discretion, there simply is not time due to the severe nature of the persons condition, communicate with Stat-MD and dispatch to coordinate on the best airport to go to.

Question 71

Can an aircraft be dispatched to an airport where due to rare atmospheric phenomena the altimeter setting exceeds 31.00” of mercury?

Answer 71

35.CAN pg. 2 - Yes, but only in VFR conditions

Question 72

What are the airspeed restrictions for Canadian airspace?

Answer 72

35.CAN pg. 2

-250kts below 10,000’ MSL
-200kts below 3000’ within 10nm of a controlled airport, unless otherwise authorized

Question 73

What’s an emergency only airport? What does it imply if you divert there?

Answer 73

35.LAM pg. 7 - It’s an airport we’re authorized to go to, but ONLY in an emergency situation. Going there therefore implies that attempting to go to a U.S. airport or an OpSpec070 alternate airport would result in a SERIOUS threat to the safe operation of the aircraft. There are NO guarantees of available services at an ‘emergency only” airport.

Question 74

Where can you find a list of all authorized airports per OpSpec C070? What does it mean if an airport is not on the list?

Answer 74

It’s in Docunet —> Flight operations —> Supporting documents —> Airport information/CDR —> General —> “Airports Authorized for Scheduled Ops - REFERENCE ONLY”. If it’s not on this list then the airport is not in our OpSpec, and should only be considered for a diversion in a dire emergency.

Question 75

Where can I find a bunch of conversion tables (feet to meters, statue miles to meters, etc.)

Answer 75

35.80 pg. 1-2

Question 76

Who needs to authorize non-revenue passengers before they can be allowed on a reposition flight?

Answer 76

40.20 pg. 1 - The captain and the chief pilot or designee. The names of such persons must be communicated to SOC/Dispatch before the flight but do not need to be included on the release.

Question 77

If you are carrying non-revenue passengers aboard a reposition flight, do they need to be given all the normal passenger briefings?

Answer 77

40.20 pg. 3 - Yes. But because there may not be flight attendants on board the flight crew is responsible for ensuring that the passengers are fully briefed on all necessary items. Also in the event of an evacuation it will be the flight crew’s responsibility to help them evacuate.

Question 78

Can non-revenue passengers be carried aboard special flight permit flight?

Answer 78

40.30 pg. 2 - No

Question 79

Who can be aboard during a “special flight permit” flight?

Answer 79

40.30 pg. 2 - generally only the flight crew and persons essential to the operation of the aircraft shall be carried aboard. If the flight characteristics of the aircraft have not appreciably changed by the conditions that necessitated the “special flight permit” then the following may be carried:
-Cargo
-Flight and cabin crew members, including crew members being reposition and not operating the flight
-Qualified maintenance personnel employed by Frontier Airlines
-Excess fuel load

Question 80

Do discrepancies that require a special flight permit to get maintenance done at another airport need to be closed in the logbook before the ferry flight can occur?

Answer 80

40.30 pg. 3 - No. This is basically the only time an open write up is acceptable. An open write up is acceptable if the discrepancy in question is the one required by the special flight permit.

Question 81

What should be on the last page of the aircraft logbook before a ferry flight requiring a special flight permit can occur?

Answer 81

40.30 pg. 1 - There needs to be a new page with an airworthiness sign-off. The maintenance check box needs to say “Ferry flight only”

Question 82

What is an operational check flight and where are the procedures to comply with one?

Answer 82

AN operational check flight is a special flight required for obtaining new aircraft, or after certain maintenance procedures that changes components that may adversely affect the aircrafts performance or handling. Information about the specific procedures required can be found in FOM Vol 1, 40.40 pg. 3.