Kalitta Air 747-400 OKE 2023 TEST

51) When are you considered "established" on course? (GOM 6.6.1.2)

"Established" is considered as being within half-full scale deflection for the ILS and VOR or within ±5° of the required bearing for the NDB.

71) What are the standard holding pattern times based on altitude? (AIM 5-3-8-4)

(1) At or below 14,000 feet MSL: 1 minute. (2) Above 14,000 feet MSL: 1-1/2 minutes. Note: The initial outbound leg should be flown for 1 minute or 1-1/2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e. DME, RNAV, etc., to ensure the appropriate inbound leg times

64) List some of the approved methods for a reasonableness check prior to entry and after exiting MNPS, Minimum Navigation Performance Specifications Airspace. (GOM 6.5.5.5)

1. Current Position: select and tune a VOR with DME and compare present position with displayed bearing and distance. 2. Abeam Radial or Fix: Use AOM procedures to fix a NAVAID offset from the aircraft track. 3. Overhead: select and tune a route waypoint ground-based NAVAID with DME and verify that the RMI needle swing, DME distance bottoming out, and the FMS leg change all occur simultaneously. 4. Radar: obtain an ATC radar fix overhead a station or intersection that is a route waypoint and verify that FMS leg change occurs simultaneously with the ATC radar fix.

67) Can a Kalitta Air 747-400 be flown in the 'NAT Tracks' with 1 HF radio deferred? (MEL23-11-1b)

1. For operations that require two Long-Range Communication Systems (LRCS) with one HF communication system operating: A. Ensure SATCOM voice or data link (and ACARS) operates normally, B. Coordinate with ATS facilities when using SATCOM voice.

93) Under what conditions should the altitude correction procedures found in GOM Ch. 6 be followed? (GOM 5.1.10.13)

1. Using the ICAO Cold Temperature Error Table (found on the following page), pilots must make an altitude correction to the published, "at, "at or above", and "at or below" altitudes on all designated segments, for all published procedures and runways when: a. U.S. airports - the reported airport temperature is at (or below) the published airport cold temperature restriction on the approach plate. b. International airports - the reported airport temperature is at or below -30°C. 2. Pilots should not correct altimeter barometric reference settings. 3. ATC will not apply a cold temperature correction to Minimum Vectoring Altitudes (MVA). Pilots must be cleared by ATC to apply a cold temperature compensation to an ATC-assigned altitude or when flying on a radar vector in lieu of a published Missed Approach Procedure (MAP). Pilots must not correct altitudes published on Standard Instrument Departments (SIDs), Obstacle Departure Procedures (ODPs), and Standard Terminal Arrivals (STARs). 4. Pilots must report cold temperature corrected altitudes to ATC whenever applied. Pilots do not need to inform ATC of the final approach segment correction (i.e., new MDA or DA(H)). This report should be provided on initial radio contact with the ATC facility issuing approach clearance. ATC requires this information when vectored altitudes to a segment are lower than the requested corrected altitude. Note: Pilots are encouraged to self-announce altitude when flying into non-towered airports. 5. MDA/DA settings should be set at the corrected minimum altitude for approach. 6. If the corrected indicated altitude to be flown is between 100-foot increments, set the MCP altitude to the closest 100-foot increment above the corrected indicated altitude to be flown.

68) What is the Worldwide Air to Air frequency? (GOM 6.5.4.2)

1VHF frequency 123.45 MHz is an air-to-air communications channel to enable pilots engaged in flights over remote and oceanic areas, out of range of VHF ground stations, to exchange information to resolution of operational problems. Pilots on long over-water flights, or on flights over designated areas over which the carriage of an ELT is required, shall continuously guard frequency 123.45 MHz except for those periods when pilots are carrying out communications on other VHF channels or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two channels. Pilots shall continuously guard VHF 123.45 MHz in areas or over routes where the possibility of interception or other hazardous situations exist and a requirement has been established by the appropriate authority. 121.50 should always be monitored on the right VHF radio whenever that radio is not being used for company communications.

10) What is the maximum speed when conducting a procedure turn course reversal maneuver in the US? (AIM 5-4-9a.3)

200 kts

65) When should 2000 be set in the transponder? (GOM 5.5.1.4)

30 minutes after coast-out when operating in the NAT area. IFR aircraft shall utilize the code assigned by ATC. Outside the U.S., when leaving an area in which the transponder has not been used and entering an area in which the transponder will be used, select code 2000.

87) What deviation is considered to be a GNE within NAT airspace? (GOM 6.5.5.1)

A GNE is normally defined as a deviation from a cleared track of 25 NM or more. Within the NAT HLA, with the implementation of RLatSM, a GNE is defined as a deviation from a cleared track of 10 NM or more.

5) What are the domestic and international holding speeds? When is the earliest you may slow to the appropriate maximum holding speed? (GOM 5.1.12.0.4)

A flight is expected to cross the holding fix initially at or slower than the air speed shown below. The pilot should NOT reduce speed for holding more than 3 minutes before the ETA at the fix unless authorized by ATC. If a flight must exceed the maximum holding air speed for any reason aircraft weight, operational equirement, turbulence, etc. ATC must be advised immediately. Levels All aircraft per FAA at 6000 ft or below 200 kt, above 6000 ft to and including 14000 ft 230 kt, above 14000 ft 265 kt.

27) Under what circumstances can you select DRY for Dispatch Landing performance? (GOM 5.2.6.4 § 1 § 2a.b.c § 3)

A flight may be released utilizing dry runway landing performance analysis when the following factors exist: 1. When the intended landing runway is either smooth-surface or grooved and scattered showers in the vicinity are forecast with runway conditions reported as dry and no significant increase in precipitation forecast prior to ETA. 2. When the intended landing runway is grooved and runway conditions are reported as dry with: a. Drizzle of no greater than moderate intensity is present with no significant increase in precipitation forecast prior to ETA; or b. Light rain (with surface temperatures above freezing) is present with no significant increase in precipitation forecast prior to ETA; or c. Light snow (with surface temperatures below 28°F / -2.25°C) is present with no significant increase in precipitation forecast prior to ETA. 3. No other factors or conditions indicate the landing runway may be wet or slippery at the ETA.

13) Are you authorized to conduct circling approaches or circling maneuvers? If so, under what conditions? (GOM 5.6.1.12)

A visual approach may be accepted if: 1. The flight remains in controlled airspace, an airport traffic area, or the airspace beneath the designated transition area; 2. The flight is under the control of an ATC facility; 3. VFR weather conditions in accordance with FAR 91.155 exist. (Basic VFR weather minimums); 4. The flight remains in weather conditions equal to or better than the minimum required for flight under VFR; and 5. The flight is operating within 35 miles of the destination airport and visual contact is established with the traffic to be followed or the flight crew has established and can maintain visual contact with the airport or a charted visual land mark for a Charted Visual Flight Procedure (CVFP) throughout the approach and landing.

8) When must one pilot be on oxygen at all times? Should Normal or 100% oxygen be used? (GOM 5.1.2.16)

Above FL410 one pilot must wear and use the oxygen mask at all times. When using an oxygen mask solely due to altitude requirements, the system may be operated in "Normal" mode to preclude an excessive use of oxygen.

25) What FAA approved computerized runway analysis system is used to compute real time takeoff and landing data for air crews and flight following personnel? (GOM 5.2.1 § 6a)

AeroData is an FAA-approved computerized runway performance analysis system. It enables flight crews and Flight Followers to quickly and accurately determine real-time takeoff and landing data while taking into account many variables I.e. MEL/CDL items, etc. AeroData uses real-time weather and NOTAM information when calculating takeoff and landing data in real-time calculations.

4) If an approach requires TACAN equipment, may that procedure be used if it is in the FMS database? (GOM 5.6.1.3)

Aircraft equipped with TACAN avionics can use this system for enroute navigation as well as non-precision approaches to landing fields. However, TACAN avionics are NOT installed on any KA aircraft. If clearance requires utilization of a TACAN system, including an approach utilizing TACAN as part of the Missed Approach Procedure MAP, neither shall the clearance be accepted nor shall the procedure flown and the flight crew shall notify ATC of the inability to accept the clearance. An instrument approach that requires a TACAN system for a portion of the procedure may be accepted if the approach can be loaded from a current FMS data base and all required fixes are included in the displayed procedure including any MAPs.

15) What is the maximum distance from the runway you may fly during a circling maneuver? (GOM 5.6.1.11 § 6)

Aircraft maneuvering outside of the circling airspace, do not have guaranteed obstacle clearance protection. Company circling minimums 1000 & 3 or as published, if higher will normally give an extra margin of safety over descending to the MDA, but only if the aircraft remains within circling airspace 1.7 miles of the runway for minimums associated with 140 knot approach speeds. and 2.3 miles for minimums associated with 165 knot approach speeds.

91) Often the transition level is shown on Jeppesen Approach Charts as "by ATC". Although the controller should announce the transition level in these circumstances, often they do not. What are some indicators that a flight has been cleared through a transition level? (GOM 6.1.10.2)

Although Controllers should announce the transition level, often they do not. The flight crew may know they have been cleared through the transition level, (descending) when cleared to maintain an altitude instead of a flight level. A flight should be given an altimeter setting when cleared through the transition level. This is an excellent indicator if it is given. Remember, the "A" in Altitude points up, climbing and the "V" in level points down, descending.

61) If a flight is approaching an FIR boundary and has been unable to establish communication with the appropriate controller, what action should be taken? (GOM 6.1.6.4)

Another concern arises when a flight crew cannot communicate with a Controller prior to entry in his/her airspace. As stated above, it may be necessary to perform a self hand-off. At any time pilots cannot contact a Controller the flight may not be operating in accordance with a clearance needed for safe operation. However, the only other choice is to hold at the FIR boundary while establishing communications.

33) How much "shiny strut" needs to be showing? (AOM 1 NP 47)

Any polished area showing, and no leakage.

79) Described the check required after passing a waypoint in Class II airspace. What is being determined by this check? (GOM 6.5.9.2)

Approximately ten (10) minutes after passing each waypoint, the LRNS positions should be plotted in accordance with the Plotting Chart Annotation Requirements section in this chapter. This check does not verify that the aircraft is in the correct position. It will however, verify that the LRNS "thinks" it is in the right position. The check is designed to ensure that the proper coordinates are inserted in the 'Next' position and that the aircraft is tracking to that position. Ten minutes is a nominal figure. If the check is accomplished too soon after station passage, there will not be enough time for the aircraft to diverge far enough from course to be able to determine a significant error is occurring. If the check is not accomplished within a reasonable time, the aircraft may diverge far enough from course to conflict with other traffic. The unit which is providing steering guidance should be plotted, and all units checked against each other to ensure there are no significant deviations.

48) While taxiing into a stand a ground crewman begins to move the light wand in his right hand in a rapid horizontal figure-eight motion while pointing at the ground below your right wing with his left arm. What is the problem? (JEP FDP ICAO RULES Annex 2.6.4)

Brake fire.

73) At airports that have approved 'SMGCS' procedures, below what RVR will the procedures go into effect? (GOM 5.3.3.2)

Certain airports have implemented a procedure for control of aircraft movement on the ground called Surface Movement Guidance and Control System (SMGCS). Those airports that have implemented this procedure and have takeoff or landing minima authorized for less than 1,200 RVR will have a separate SMGCS Low Visibility Taxi Route Chart. Terminology includes:

98) How do you identify the Fuel Freeze point for the type of fuel being used? (QRH 12-15)

Check fuel recipes for the type of fuel being used and check that fuel's freeze point in QRH section 12-15.

74) You are at your re-release point and you were unable to communicate with the company to coordinate your re-release when dispatched under B044, what do you do? (GOM 5.1.8)

Communication with a Flight Follower is required to proceed to the intended destination. If, during flight the crew is unable to communicate with a Flight Follower (and successfully perform a re-release) it is mandatory to proceed to the released airport after coordinating with ATC.

70) What are the Maximum holding speeds International PANS-OPS? (GOM 5.1.12.0.4)

Comparison between ICAO PANS-OPS and US TERPS Aerodrome operating minima (AOM) are calculated by operators based on information supplied by national authorities in their AIPs. This information typically consists of approach and departure procedures which assure safe separation between the aircraft and known obstacles located close to the intended flight path of the procedure in question. The procedures themselves are based on obstacle clearance domains constructed using internationally accepted standards. Two main sets of procedures exist: ICAO Procedures, described in ICAO Doc 8168 Procedures for Air Navigation Services (PANS-OPS). PANS-OPS procedures are the international standard and are used throughout Europe and in many other countries world-wide. United States Standard for Terminal Instrument Procedures (TERPS), described in FAA Order No 8260.3C. US TERPS are used in USA and in certain other countries. These include Canada, Korea, Saudi Arabia and Taiwan. Some NATO military procedures are also based on US TERPS standards.

47) At US stations when is it acceptable to leave the aircraft upon arrival? (GOM 6.1.3)

Do NOT allow support personnel on board the aircraft until the aircraft is cleared by CBP Officials. Do NOT leave the aircraft prior to CBP clearance unless required by a particular station's procedures.

78) During Class II operations, within ___ minutes of each waypoint, both pilots should verify that the subsequent waypoint in the navigation display agrees with the current ATC clearance. What specifically must be checked? (GOM 6.5.9.1)

During Class II operations, within two (2) minutes of each waypoint, both pilots should verify that the subsequent waypoint in the navigation display agrees with the current ATC clearance. Coordinates of the next two waypoints should also be checked. Prior to the switchover, verify that the heading and distance for the next leg match the NAVBLUE Flight Release. Upon waypoint passage verify that the aircraft is tracking along the next flight segment. The Flight Release, and AIRREP form if used, should be updated with crossing times. Once the paperwork is complete, the position report should be made.

34) Recite the Exterior Safety Inspection? (AOM 1 NP 22)

EXTERIOR SAFETY CHECK The Exterior Safety check is performed on every flight before entering the airplane to ascertain that no obviously unsafe condition exists. • Check chocks in place. • Check landing gear door position. WHEN ANY GEAR DOOR IS OPEN, CHECK THAT THE RESPECTIVE DOOR HANDLE RELEASE IS IN THE "DOORS OPEN" POSITION. IF THE HANDLE IS IN THE "DOORS CLOSED" POSITION AND THE DOORS ARE OPEN, PRESSURIZING HYDRAULIC SYSTEMS #1 OR #4 WILL CLOSE THE DOORS AND CAN RESULT IN PERSONAL INJURY. • Check APU fire control handle on APU Control Panel is in stowed position, unless APU is running. • Check flight control surfaces position and condition. • Check APU exhaust area clear, unless APU running.

17) When may a flight depart early? (GOM 5.1.2.1 GOM 7.4.12)

Early departure is a mission departing its origination station more than 20 minutes prior to the agreed scheduled departure time. If the aircraft is ready for departure more than 20 minutes early, Company air crews shall request early departure, from scheduled departure times, through company Operations. Company Flight Followers shall forward the request to the AMC TACC mission Controller. Deviating from scheduled departure times is not authorized unless approved by the AMC TACC Mission Controller. A flight will not depart prior to the departure time listed on the Flight Release without the authorization of the Flight Follower. When anticipating an early block-out, the PIC shall contact the Flight Follower for authorization. The Flight Follower shall ensure an early departure will not have a negative impact on customer arrival times, slot or flow control times, curfews, crew flight and duty times, or any other negative factors. The Flight Follower shall give the PIC authorization once he/she is satisfied the early departure is appropriate.The Flight Follower's initials and time will be recorded on the Flight Release indicating early departure approval.

92) When temperature is colder than ISA, true altitude will be _____ than indicated altitude. (GOM 5.1.10.13)

Extremely low temperature creates significant altimeter errors and greater potential for reduced terrain clearance. When the temperature is colder than the International Standard Atmosphere (ISA), true altitude will be lower than indicated altitude. High to a low, look out below!

41) What are the international basic fuel requirements? (GOM 5.2.7.2)

FAR 121.645(b) applies to standard international flights. Factoring wind and other weather conditions expected, these flights must be planned with enough fuel to: 1. Fly to and land at the airport to which it was released. 2. Thereafter, to fly for a period of 10% of the total time required to fly from the airport of departure to, and land at, the airport to which it was released. 3. Thereafter, to fly to and land at the most distant alternate specified in the release. 4. Thereafter, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport under standard temperature conditions.

39) For DHL flights, who assumes responsibility for accomplishing the final walk-around? (AOM Vol 1 NP 59)

For DHL flights only, the Loadmaster will assume responsibility for accomplishing the final walk-around to ensure that all of the cargo doors are closed and secured and that no damage occurred during fueling orloading, or that may not have been visible when the Crewmember did their initial walk-around inspection.

2) What requirements and distance does the takeoff alternate need to comply with? (GOM 5.2.5.1)

For aircraft with three or more engines, the takeoff alternate must be within two (2) hours of the departure airport at normal cruising speed in still air with one engine inoperative. For aircraft with two (2) engines, the takeoff alternate must be within one (1) hour of the departure airport at normal cruising speed in still air with one engine inoperative.

63) When verifying routing on a flight plan consisting of Class II segments, what specific check is required in addition to the checks performed on all international flights? (GOM 6.2.1)

For all Class II segments of flight, verify that the NAVBLUE Flight Release coordinates agree with the actual coordinates from Jeppesen HI/LO charts or the NAT Track message, as appropriate;

89) While flying in less developed areas, and after receiving a "direct via" off airway routing, what altitude should be consulted on the enroute chart to ensure obstacle clearance requirements can be met? What type of terrain clearance does that altitude afford? (GOM chapter 2 2.4)

Grid Minimum Off-Route Altitude (Grid MORA): This is an altitude derived by Jeppesen. The Grid MORA altitude provides reference point clearance within the section outlined by latitude and longitude lines. Grid MORA values clear all reference points by 1,000 feet in areas where the highest points are 5,000 feet MSL or lower. MORA values clear all reference points by 2,000 feet in areas where the highest reference points are 5,001 feet MSL or higher. When a Grid MORA is shown as "Unsurveyed", it is due to incomplete or insufficient information. Grid MORA values followed by a ± denotes doubtful accuracy, but are believed to provide sufficient reference point clearances.

32) When determining that the aircraft gross weight is suitable for takeoff, which 3 weight limits must be considered? (GOM 5.4.1.4)

Gross Weight Limitations for Takeoff The Captain must determine that the weight of the aircraft at the start of the takeoff roll is at (or below) all of the following weights: 1. The maximum structural Take Off Gross Weight (TOGW). 2. The TOGW limited by takeoff performance under the conditions existing at the time of takeoff. 3. The TOGW, considering the anticipated fuel burn before landing which will permit a landing at or below the maximum Landing Gross Weight (LGW).

96) According to GOM Ch. 6, what are some of the effects of operating at the higher-than-normal true airspeeds associated with high-altitude airport operations?

Higher TAS during approach requires greater turn radius, higher landing and takeoff speeds, potential for hot brakes (higher speeds and lower air density for cooling), and cause missed approach climb capability problems. During the approach the aircraft may seem to be fast visually, because it is faster than normal. This also translates into higher rates of descent. A flight will be very close to the GPWS "sink rate" warning activation rates at high altitudes and weights. As a result, pressurization scheduling will differ from normal. The flight crew must raise cabin altitudes prior to landing and lower cabin altitudes after takeoff.

35) Recite the Cockpit Safety Inspection? (AOM 1 NP 22)

INTERIOR SAFETY CHECK Accomplish the following procedure to ensure safety of ground personnel and to permit safe application of electrical power. Battery Switch...........................................................ON Verify OFF light extinguished. Standby Power Selector .............................AUTO Hydraulic Demand Pump Selectors ..........OFF Windshield Wiper Selectors ..........................OFF Landing Gear Lever ............................................DN Flap Position Indication and Flap Lever................AGREE If not in agreement, position lever to agree with flap position. Alternate Flaps Selector ..................................OFF Weather Radar .....................................................TEST Transponder ..........................................................STBY

85) Can a Kalitta Air crew except a land and hold short clearance when (LAHSO) is in effect? (GOM5.6.5.4)

If a "land and hold short" clearance is issued by ATC, the pilot should promptly inform ATC that he is unable to accept the "hold short" clearance.

18) If a First Officer has less than 100 hours in type can He/She perform the Take Off when the reported RVR is 1800? (GOM 4.4.9 FAR 121.438)

If a First Officer has less than 100 hours of flight time as Second-in-Command (SIC) in the type of aircraft flown, he/she must inform the Captain. Until the accumulation of 100 hours, unless the PIC is an appropriately rated Check Airman, the PIC must make all takeoffs and landings under any of the following conditions: 1. At special airports. 2. The prevailing visibility is at or below 3/4 mile or RVR is at or below 4,000 feet. 3. The runway is contaminated with water, snow, ice, or slush. 4. Braking action is reported less than good. 5. The crosswind component exceeds 15 knots. 6. Wind shear is reported in vicinity of airport. 7. The flight is a horse charter. Horse charter flights are those operations where the entire aircraft is reserved for the movement of horses, their equipment, and attendants. 8. The PIC deems it to be prudent.

50) If a flight is vectored off of a noise abatement procedure what crew action is required? (GOM 5.4.1.5)

If a flight is vectored off of a noise abatement procedure, the details should be noted on the Flight Release.If pilots suspect they may have exceeded any local noise restrictions they should submit an Event Log detailing the situation. See the Event Log Reporting section in Ch. 8 of this manual for submission details.

76) Should a crew member suspect they may have exceeded any local noise restrictions, what action should be taken? (GOM 5.4.1.5)

If pilots suspect they may have exceeded any local noise restrictions they should submit an Event Log detailing the situation. See the Event Log Reporting section in Ch. 8 of this manual for submission details.

100) If the SELCAL does not test on initial contact, what steps shall the flight crew take prior to initiating a constant listening watch? (GOM6.5.4.3)

If the SELCAL does not test on initial contact, the flight crew shall: 1. Verify proper SELCAL code. 2. Verify that the SELCAL VHF/HF selectors are set to HF. 3. Verify that the HF squelch is set to MIN or OFF. 4. Verify the HF Gain set to MAX or INCR; and (if necessary). 5. Request a new test. Note: If the flight crew is unable to accomplish a successful SELCAL check after several attempts, a constant listening watch of the frequency shall be maintained by one pilot.

1) When is a takeoff alternate required? (GOM 5.2.5.1)

If the weather conditions at the airport of takeoff are below landing minimums for that airport or the Captain's landing minimums, if higher, or other operational conditions exist that would preclude a return to the takeoff airport, the Flight Release must specify an alternate airport for takeoff.

14) If visual reference is lost during a circling maneuver, describe the missed approach procedure. (GOM 5.6.1.11)

If you lose visual reference while circling to land from an instrument approach, you must follow the missed approach specified for the original procedure unless ATC specifies an alternate missed approach procedure. To become established on the prescribed missed approach course, make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course.

55) When arriving into a foreign country by commercial airline, your passport was stamped for entry. If you are departing the country as an operating crewmember, does your passport need an exit stamp, or may you depart using a General Declaration form? (GOM 6.1.2)

In many foreign countries, if a crew member plans to commercial into (or out of) an airport and his/her passport needs to be stamped, the crew member must ensure the passport has a corresponding stamp for the opposite procedure.

95) When operating at high altitude airports, increases of approximately ___% higher True Airspeed (TAS) is achieved in the 8,000 to 10,000 feet range. (GOM 6.1.12.1)

Increases of approximately 20% higher True Airspeed (TAS) is achieved in the 8,000 to 10,000 feet range.

82) Describe on of the four generally recognized maneuvers related to course reversal procedures, as outlined in GOM Ch. 6. (GOM 6.6.1.1)

Initial approach procedures based on Procedure Turns (course reversals) differ somewhat from U.S. procedures. Under U.S. TERPS, in all procedure turns, the degree of turn, and the point at which the turn is started, are left to the discretion of the pilot. ICAO regulations state, "The reversal procedure may be in the form of a procedure turn or base turn. Entry is restricted to a specific direction or sector. In these cases, a particular pattern, and normally a base turn or procedure turn is prescribed, and to remain within the airspace provided requires strict adherence to the directions and timing specified. It should be noted that the airspace provided for these procedures does not permit a racetrack or holding maneuver to be conducted unless so specified". Unless the procedure specifies particular entry restrictions, reversal procedures shall be entered from a track within +/-30° of the outbound track of the reversal procedure. However, for base turns, where the 30° direct entry sector does not include the reciprocal of the inbound track, the entry sector is expanded to include it, as shown in the following example: Unless the procedure specifies particular entry restrictions, the 45°/180°, 80°/260°, and base turn reversal procedures must be entered from a track within ± 30° of the outbound reversal track. The ICAO "Racetrack Procedure" is similar in concept to an FAA "Holding In Lieu of Procedure Turn." This maneuver consists of a holding pattern with outbound leg lengths of 1 to 3 minutes, specified in 30-second increments. As an alternative to timing, a DME distance or an intersecting radial or bearing may limit the outbound leg. ICAO and U.S. TERPS criteria for obstacle clearance for procedure turns are computed differently. Obstacle clearance criteria for ICAO procedures are based upon a specific track, which must be flown as specified. U.S. TERPS criteria allow for a holding pattern type entry into a procedure turn regardless of the type entry depicted unless specifically prohibited by note. ICAO procedure turns must be flown as depicted. The aircraft shall cross the fix or facility and fly outbound on the specified track descending as necessary to the specified altitude. If a further descent is specified after the inbound turn, this descent shall not be started until established on the inbound track.

57) If disinsection is required prior to entry into a particular country, who is recommended to disperse the spray? (GOM 6.1.3.6)

It is preferred that a supernumerary perform dispersal of the aerosol spray to avoid it having to be performed by a flight crew member during a critical phase of flight.

43) What are B-44 fuel requirements? (GOM 5.2.7.5)

KA is authorized by OpSpec B044 to conduct planned rerelease en-route international flights planned with enough fuel to: 1. Initial Destination Fuel: The fuel required to fly from the origin airport and land at the initial destination airport including one instrument approach and missed approach at the initial destination. (Diversion Airport) b. Contingency Fuel: Fly for a period of 10% of the total time required to fly from the origin airport and land at the initial destination. (Diversion Airport) c. Fly to and land at the most distant initial destination alternate airport specified in the flight release. d. And fly for 30 minutes at 1,500 feet above the initial destination alternate airport at holding speed and fuel consumption. 2. Intended Destination a. Intended Destination Fuel: The total fuel required to fly from the origin airport and land at the intended destination airport based on the re-release including one instrument approach and missed approach at the intended destination. b. Contingency Fuel: Fly for a period of 10% of the total time required to fly from the point of rerelease and land at the intended destination airport. c. Intended Destination Alternate Fuel: Fly to and land at the most distant intended destination alternate airport specified in the flight release. d. Holding Fuel: Fly for 30 minutes at 1,500 feet above the intended destination alternate airport at holding speed and fuel consumption. (B-44 fuel from door to door)

44) What are the international No Suitable Alternate fuel requirements? (GOM 5.2.7.4)

Kalitta Air does not utilize the fuel provision of FAR 121.645(c).

11) What is the only scenario that allows you to begin an approach prior to the final approach fix, when reported visibility is below published minimums excluding PIC emergency authority? (GOM page 2.17)

Look-See Approach: A Category I approach at a foreign airport, which may be initiated and continued, to the DH or MDA/MAP to have a look at the actual visual conditions available when the weather conditions are reported below the authorized minima. The operational need for look-see approaches is created by wide variations in weather reporting and practices among foreign countries. Look-see approaches are prohibited at all U.S. civil and military airports but may be conducted at foreign airports unless specifically prohibited by the foreign country. Note:It is currently against Company policy to conduct Look-See approaches.

36) Minimum Oxygen limits for dispatch; passenger, crew and walk around bottle? (AOM 1 L23)

Minimum Oxygen pressure CREW .............................1,400 psi for dispatch Minimum Oxygen pressure PASSENGER.................1,400 psi for dispatch Minimum Oxygen pressure for Portable bottles ...1,200 psi for dispatch

97) What is the minimum fuel temperature and what should be done if the fuel temperature decreases below the limit? (QRH Section 12-15)

Minimum fuel temperatures are derived from the fuel temperature per fuel type chart in QRH 12-15. 1. Increase speed, or change altitude, or deviate to a warmer air mass, or all three, to achieve a TAT equal to or higher than the fuel temperature limit. 3. TAT will increase approximately 0.5 to 0.7 degrees C for each .01 Mach increase in speed. 4. In extreme conditions, it may be necessary to descend to as low as FL250.

54) Where can the entry requirements i.e. required permits, customs and immigration procedures, etc. for a particular host country be found? (FDP State Rules and Procedures & GOM 6.1.2)

Most relevant information is found in the Entry section of the appropriate Jeppesen Text Manual. More detailed information can be obtained from Operations Control Center (OCC) personnel.

7) Above what altitude must one pilot don and use oxygen when the other pilot is absent from his duty station? (GOM 5.1.2.16) FAR 121.333

Notwithstanding paragraph (c)(2) of this section, if for any reason at any time it is necessary for one pilot to leave his station at the controls of the airplane when operating at flight altitudes above flight level 410, the remaining pilot at the controls shall put on and use his oxygen mask until the other pilot has returned to his duty station. Above FL410 one pilot must wear and use the oxygen mask at all times even when both pilots and at their duty station. When using an oxygen mask solely due to altitude requirements, the system may be operated in "Normal" mode to preclude an excessive use of oxygen.

72) List three examples of observed or encountered phenomena requiring a special air report to ATS. (GOM 6.5.13)

Pilots shall make Special Air Reports to ATS whenever any of the phenomena listed below (AIREP Section 3) are observed or encountered. 1. Moderate turbulence. 2. Severe turbulence. 3. Moderate icing. 4. Severe icing. 5. Severe mountain wave. 6. Thunderstorms without hail. 7. Thunderstorms with hail. 8. Heavy dust or sandstorm. 9. Volcanic ash cloud. 10. Pre-eruption volcanic activity or volcanic eruption. See the Volcanic Activity in Flight section in Ch.8 of this manual for additional reporting requirements.

52) What navigation errors in the Long Range Navigation units need to be recorded after landing? (AOM 1 NP-102)

Position errors that exceed the table below, or a residual groundspeed in excess of twenty one (21) knots are unacceptable and require a logbook entry. Time in NAV Error 1-2 Hours 7.0 NM/HR 2-3 Hours 5.4 NM/HR 3-5 Hours 4.7 NM/HR 5-8 Hours 4.0 NM/HR 8-14 Hours 3.2 NM/HR 14-18 Hours 2.0 NM/HR

94) Generally speaking, to which altitudes should the altitude correction procedures of GOM Ch. 6 be applied? What altitudes should not be corrected? (GOM 5.1.10.13)

Published altitudes list as, "at, "at or above", and "at or below" on all designated segments, for all published procedures and runways when: a. U.S. airports - the reported airport temperature is at (or below) the published airport cold temperature restriction on the approach plate. b. International airports - the reported airport temperature is at or below -30°C, should be corrected. High to a Low, look out below. Pilots must not correct altitudes published on Standard Instrument Departures (SIDs), Obstacle Departure Procedures (ODPs), and Standard Terminal Arrivals (STARs).

83) In the event a missed approach is initiated prior to arriving at the missed approach point, what is expected of the pilot in regards to vertical and lateral maneuvering? (GOM 6.6.3)

Remember that in the event a missed approach is initiated prior to arriving at the missed approach point, it is expected that the pilot will normally proceed to the missed approach point and then follow the missed approach procedure in order to remain within the protected airspace. This does not preclude flying over the MAP at an altitude/height greater than that required by the procedure. Consider the ability to fly the published missed approach procedure climb gradients, especially with an engine inoperative. Review missed approach procedures carefully. Consideration should be given to using the contingency procedure in AeroData for engine failure after V1. If such a need arises it is imperative to coordinate with ATC prior to the initiation of the approach. It does no good to avoid the terrain only to conflict with other traffic.

16) What is the validity period for the FDE summary on the flight release? (GOM 9.4.5)

Same as a RAIM report.

69) What are the Maximum holding speeds International ICAO? (GOM 5.1.13)

See the Jeppesen Airway Manual, Air Traffic Control section (specific country) - Rules and Procedures for individual country requirements.

22) What is the GOM's definition of standardization of flight procedures? (GOM 5.1.2.9)

Standardization is crucial in maximizing flight safety and reducing pilot confusion in the cockpit. Standardization of flight procedures creates an environment in which each occupant will know what to expect from others and what others expect of him/her, thereby maximizing crew coordination and efficiency, regardless of changes in crew pairings. Therefore, all pilots shall conduct themselves and execute their job responsibilities according to standard KA policies and procedures contained in this manual, applicable Aircraft Operating Manuals (AOMs) and Quick Reference Handbooks (QRHs), and relevant checklists, unless reasons related to flight safety dictate otherwise.

86) You Depart Leipzig Germany for Cincinnati, you request your oceanic clearance and a random route has been filed by the company. ATC issues the same route in your oceanic clearance. Do you need to perform the SLOP procedure? (GOM 6.5.12)

Strategic lateral offsets and those used to mitigate the effects of wake turbulence are to be made 1 or 2nm to the right of a route or track. SLOP procedures are recommended even on random routes.

90) If operating in RVSM airspace and the flight encounters turbulence resulting in an altitude deviation of 350 feet, what actions are required? (GOM 5.5.2.1)

The Captain is responsible to submit an Event Log for any altimetry errors and for a deviation of more than 300 due to turbulence.

20) If the Director of Operations delegates the functions for initiating, continuing, diverting, and terminating flights to flight following personnel, does flight following also bear the responsibility of those functions? (GOM 5.1.1.1)

The Director of Operations may delegate the functions for initiating, continuing, diverting, and terminating flights to Flight Following personnel, but shall NOT delegate responsibility for those functions.

88) In several areas, such as over the Andes in South America, the MEAs for en-route segments may be well above the engine out capabilities of the particular aircraft and weight. Is Kalitta Air authorized to traverse such route? If so, are there any special provisions that must be met? (GOM 6.5.8)

The Flight Follower (during planning) and PIC (during Flight Release review) shall ensure en-route segment obstacle clearance. In several areas, such as over the Andes in South America, the MEAs for en-route segments may be well above the engine out capabilities of the particular aircraft and weight. The aircraft must be capable of meeting obstacle clearance requirements along a particular route with an engine inoperative. If diversion procedures, "escape routes", are not available or defined, these routes should not be flown, unless weights are reduced to allow compliance with en-route obstruction clearance criteria as follows: FAR 121.191 states that an aircraft may not be operated along a route unless the en-route net flight path will allow it to maintain 1,000 feet above all obstacles within five (5) statute miles on each side of the route, or, the aircraft can continue to an airport where a landing can be made while clearing all terrain by 2,000 feet.

81) ICAO criteria for approaches list a range of speeds for aircraft in the various segments of an approach. What is the ICAO range of speeds for a category D aircraft on final approach? (GOM 6.6.1)

The ICAO has some very basic differences from U.S. standards applicable in the terminal area. This information is in the ATC section of the Jeppesen Airway Manual - General. Important differences include holding speeds, flight procedures for procedure turns, and racetrack approaches. ICAO criteria for approaches list a range of speeds for aircraft in the various segments as shown 130/185.

80) Does a straight line drawn on a Jeppesen Lambert Conformal enroute or plotting chart represent a great circle or rhumb line? (GOM 6.5.9.4)

The Jeppesen en-route and plotting charts are Lambert Conformal charts. A great circle route on these charts is approximated by a straight line. A line which makes the same angle with each meridian is called a "thumb line". Since aircraft normally fly great circle routings during Class II navigation, these approximate the actual track when the courses are drawn.

56) When do you need a permit to proceed? (GOM 5.2.1. 12a)

The Permit to Proceed is used by U.S. Customs officials to allow aircraft to tech stop, change crew, fuel, etc. at a U.S. airport without meeting the full inspection requirements of a normal entry. The detailed entry inspection requirements for the cargo will be completed at the final destination.

19) Who is jointly responsible for initiating, continuing, diverting, and/or terminating Company flights IAW the FARs, Company procedures, and Company OPSPECS? (GOM 5.1.1.1)

The Pilot-In-Command (PIC) and Director of Operations are jointly responsible for initiating, continuing, diverting, and/or terminating flights in accordance with the FARs and KA procedures and Operations Specifications (OpSpecs).

66) What is 'SLOP' or Strategic Lateral Offset Procedure, and what are the 3 positions the Aircraft can be flown in? (GOM 6.5.12)

The Strategic Lateral Offset Procedure (SLOP) is a flight procedure whereby a crew can offset the flight's track 1 or 2 nm to the right of centerline to obtain lateral spacing from nearby aircraft.

9) What is the maximum distance from the airport you may accept a visual approach? (FOM 5.6.1.12)

The flight is operating within 35 miles of the destination airport and visual contact is established with the traffic to be followed or the flight crew has established and can maintain visual contact with the airport or a charted visual land mark for a Charted Visual Flight Procedure (CVFP) throughout the approach and landing.

84) When are you required to complete a plotting chart? (GOM 6.5.9.4)

The use of a plotting chart is required for all operations where the route segment between the operational service volume of ICAO standard NAVAIDs exceeds 725 nautical miles for all turbojet aircraft.

3) What phases of flight require use of headsets and boom microphones? (GOM 5.1.2.3)

The use of headsets and boom microphones for communication with ATC is mandatory during critical phases of flight and during all operations below 18,000 ft. MSL.

62) Is Kalitta Air authorized to operate in areas designated as "No FIR"? If so, what special procedures should be utilized? (GOM 6.1.4.5)

There are a few areas in the world where FIRs have not been established. These areas are identified as "No FIR" on the Jeppesen charts. Flight crews operating in these areas should apply Advisory Services operating principles. See the Advisory Services section in this chapter for information. In addition, if an ATS authority is unavailable, the provisions of Alerting Services should be followed. See the Alerting Services section in this chapter for information. Note: KA is NOT authorized to operate in "No FIR" areas. The authority to operate is granted by OpSpec B050 - Authorized Areas of En-route Operation, Limitations and Provisions.

53) Are flight crews required to review the information in the Aeronautical Information Publication prior to operating in a particular host country, or is it sufficient that Operations Control Center personnel have reviewed the information? (GOM 6.1.2)

There are numerous requirements, for entry into and departure from any country. While most of these requirements are handled by the Flight Followers and Permit Coordinators, it is important to remember responsibility for a flight rests ultimately with the PIC. Most relevant information is found in the Entry section of the appropriate Jeppesen Airway Manual. More detailed information can be obtained from Operations Control Center (OCC) personnel. Crew members should check with the Charter Coordinator and refer to the Entry section of the appropriate Jeppesen Airway Manual to verify procedures for entry into another country. A Ground Handler or other representative) can verify local requirements.

26) What are the limitations on the use of the CMV converted meteorological visibility? (GOM 5.2.6.3)

There are some limitations on the use of the table. While the table can be used for pre-flight planning, it should not be used: 1. When reported RVR is available. 2. For calculating takeoff minima. 3. For other RVR minima less than 800 m.

40) When operating outside of the United States, International Civil Aviation Organization (ICAO) standard procedures apply, except where a country files a Statement of Differences with the ICAO. Where can these differences be found? (GOM 6.1.1)

These differences are found in the Jeppesen FD Pro program under "Air Traffic Control, State Rules and Procedures" tab for that country.

6) Where are the touchdown zone lights located on the runway and how far do they extend? (AIM 2-1-5)

They consist of two rows of transverse light bars disposed symmetrically about the runway centerline. The system consists of steady-burning white lights which start 100 feet beyond the landing threshold and extend to 3,000 feet beyond the landing threshold or to the midpoint of the runway, whichever is less.

12) On a Cat III approach, to continue below AH what conditions must be met? (GOM 5.6.8.9)

To continue the approach for landing below Alert Height (AH), no visual references are required. However, no autothrottle faults can exist and "LAND 3" must be displayed on the flight mode annunciator and annunciated to the pilot.

21) The PIC has full control and authority for the operation and safety of the aircraft, without limitation. True or false? (GOM 5.1.1.2)

True: That PIC has full control and authority for the operation and safety of the aircraft, without limitation, over other crew members and their duties during flight time, whether or not he/she holds valid certificates authorizing him/her to perform the duties of those crew members.

75) Unless otherwise listed on the chart, the maximum speed for IFR turning departures is ____, with a minimum bank angle of ____°. (GOM 6.4.2)

Unless listed otherwise on the chart, the maximum speeds for turning departures for Category D aircraft is 290 knots. Departures are only protected for a turn radius of 290 knots or less with a minimum bank angle of 15°.

46) At US stations when is it acceptable to open the cargo doors upon arrival? (GOM 6.1.3)

Upon landing in the U.S., Do NOT open cargo doors until cleared to do so by CBP Officials. Do NOT allow support personnel on board the aircraft until the aircraft is cleared by CBP Officials. Do NOT leave the aircraft prior to CBP clearance unless required by a particular station's procedures.

37) Must you carry and use a flashlight for preflight during daylight hours? (AOM V1 NP45)

Use of an adequate flashlight, regardless of time of day, is essential for conducting the exterior inspection.

60) When operating outside the U.S., and cleared to a point with no routing specified, what action must be taken by the flight crew? (GOM 6.1.6.3)

When cleared to any point with no routing specified, clarify the routing or if cleared direct use specific phraseology indicating "cleared present position direct To_________"

30) Pertaining to alternate airport weather minimums, can aircraft without baro-VNAV use the minimums contained in the LNAV/VNAV column for computations? (GOM 5.2.6.6)

When determining the lowest applicable minimums at an alternate airport based on a GPS, RNAV (GNSS) or RNAV (GPS) IAP(s), aircraft with baro-VNAV, B-747-400 aircraft may use the minimums contained in either LNAV column or the LNAV/VNAV column of the approach chart for the computation Aircraft without baro-VNAV must use the minimums contained in the LNAV column for computation i.e. LNAV 760 in this example.

49) If no climb gradient is published for a departure, a minimum climb of how many feet per nautical mile must be maintained? (GOM page 5.99)

When no climb gradient is specified, the pilot is expected to climb at least 200 feet per nautical mile to the MEA unless required to level off by a crossing restriction. If at any time (either before takeoff or during climb) the flight crew becomes aware they will not meet the required climb gradient, ATC must be immediately notified. An amended departure procedure must be requested from ATC.

59) When should flight crews default to ICAO holding speeds for a given host country? (GOM 6.1.1)

When operating outside of the United States, International Civil Aviation Organization (ICAO) standard procedures apply, except where a country files a Statement of Differences with ICAO. These differences are found in the Jeppesen Airway Manuals ATC tabs. Knowing these differences is only useful if the standard is known. The country with the largest number of differences is probably the U.S. In the event of a conflict among applicable rules, KA shall abide by the more restrictive rule. In the event the most restrictive rule cannot be complied with, the rules of the host country shall be followed. When operating outside of any country's airspace, ICAO rules govern.

45) Under B43 and B44, what deviations from flight plan must be reported to flight following? (GOM 5.2.7.3 & 5.2.7.4 Opspec B043 B044)

When released under OpSpec B044, should the flight encounter any of the following conditions, the pilots shall contact Flight Following. 1. Anytime the ETA at the destination exceeds 15 minutes beyond the planned ETA, or 2. The cruise altitude varies by four thousand (4,000) feet or more from the planned cruise altitude, or 3. The airplane deviates more than one hundred (100) nautical miles from the planned route.

29) Can a flight be released based on a METAR? (GOM 5.2.6.5)

When weather conditions forecast in a TAF prevent the release of a flight, but a METAR indicates current weather conditions are at or above minimums, a flight may be released provided the METAR history shows a reasonable trend of weather conditions at or above the minimums required. Note: One METAR reporting weather above minimums does not establish a "reasonable trend" and is not acceptable for release.

77) Whenever a clearance is received en-route during nonradar operations, what flight plan annotations must be made by the flight crew? (GOM 6.5.5)

Whenever a clearance is received en-route during non-radar operations, the flight crew shall write down the clearance on the Master Flight Release, along with the time it was received and the controlling frequency. When a reroute is necessary, the flight crew shall clearly cross-out old waypoints and enter the new waypoints in their place.

99) Describe the ICAO ground-handling signal for a brake fire.

With light wand in one hand in a rapid horizontal figure-eight motion while pointing at the ground with the other arm.

38) Do additional preflight procedures exist for cold weather operations? If so, where can they be found?

Yes, AOM Volume 1 SP 104, Supplemental Procedures, Adverse Weather, Cold Weather Operations.

23) What is the purpose of the aircraft loading checklist and who can review and sign the document? (GOM 5.2.1 § 7a.c)

a. The Aircraft Loading Checklist is used to inform pilots the aircraft has been loaded properly and is configured for departure. c. The Loadmaster is responsible for providing the Loadmaster Briefing to the Captain as described in the Pre-Departure Loadmaster Cargo Briefing section in this chapter. Once briefed, the Captain is responsible for signing the checklist.

24) After the weight and balance computations are generated on the computer, what steps must be completed once the forms are printed? (GOM 5.2.1 § 5a.b)

a. Weight and balance computations are generated by computer program. The SABLE Weight & Balance Program is used for DHL operations. The CHAMP Weight & Balance Program is used for all other flight operations. b. Weight and Balance Load Sheets are printed and signed by the individual responsible for the computations and by the Captain, who is responsible for ensuring the content is satisfactory prior to the flight.

28) What are the required documents in the trip envelope at the completion of a trip? (GOM 5.7.2.1)

• Aircraft Flight Log pages (yellow and pink copies) • Flight Release Documents • Fuel tickets and receipts • Hazardous Materials form (DG- 001) • Aircraft Security Report DHL Express Operations (DHL-ASR) • Air Waybill • COMAT form • U.S. Government Bill of Lading • Permit to Proceed • Plotting Charts • Original SAFA Report • W&B Load Sheet • Livestock form (when applicable) • Event Log (if hand written) • SAFA Report Copy Everything listed on the back of the trip envelope.

31) Minimum required fuel calculations are based on what 4 factors? (GOM 5.2.7)

• Destination Fuel • Alternate Fuel • Additional Fuel • Reserve Fuel

42) What are B-43 fuel requirements? (GOM 5.2.7.3)

• The flight must be planned with enough fuel to: o Fly to and land at the airport to which it was released; o Thereafter, to fly for a period of 10% of that portion of the enroute time (between the departure airport and the airport to which it was released) where the aircraft's position cannot be "reliably fixed" at least once each hour, (Class II Navigation area); o Thereafter, to fly and land at the most distant alternate airport specified in the Flight Release (for supplemental carriers an alternate is always required); and o Thereafter, to fly for 45 minutes at normal cruising fuel consumption. (B-43 Fuel for over the sea)

58) How must a flight crew determine the appropriate holding speeds for a given country? (FDP PUBS REAGON ATC HOLDING)

• The only way to determine the appropriate holding speeds for a particular country is to first check the ATC sections of the Jeppesen Text documents found in FD ProD and find the "Holding" section for a particular country. The Holding section will reference a table of speeds, found in the 200 series pages of the Air Traffic Control section of the Jeppesen General Manual.