新津分院
二大队
ICAO 学习资料
R1
二大队学习部
目录
1.
2.
3.
4.
5.
6.
考试概述
必背单词
第一部分
第二部分
第三部分
第四部分
1.概述
一．考试证件要求
1.私用驾驶员执照（纸质执照和云执照均可）
2.身份证
二．考试报名以及考试安排公布网址
http://pepec.cafuc.edu.cn
三．题型、测试内容、答题说明如下表所示：
测试部分 测试题型
测试内容
答题说明
10 秒航空英语
专家级
题量
题量
5
10 秒陆空通话
PART 1
工作级
5
5
20
5
20
20 秒航空英语
5
注 1
5
注 1
20 秒陆空通话
5
听力理解
单项选择题
5
陆空通话标准术语
语句复诵
口头重复所听内容
12
20
注 2
注 2
1
1
不适用
1
以及非常规和紧急
PART 2
情况下的通用英语
模拟常规、非常规
被测试人以飞行员的角
和紧急情况下的陆
色，根据所听情景进行
空通话
空地对话并录音
模拟陆空
PART 3
通话
被测试人根据所听故事
PART 4
故事复述
航空相关事件
准确复述所听内容
日常英语话题
口语能力
航空英语话题
根据面试员提问，被测
面试
与航空相关图片描
试人回答问题
PART 5
1
1
述
注1：听力理解 测 试为单独测试模块，对考生的听力能力进行测试，如果正确率低于系统
设定分值，系统将终止被测试人的考试进程。
注2：语句复诵部分为单独测试模块，主要测试考生的听力和口语复诵能力。该部分评分采用
人工评分和系统统分相结合的方法。如果系统换算所得分数低于设定值，将终止被测试人后续
已考试部分内容的评分。申请参加次工作级（即三级）考试的考生只需复诵8道题；参加工作
级（即四级）考试的考生需复诵12道题；参加专家级（即五级）考试的考生需复诵20道题。
注3：工作级复考考生仅参加Part 3和Part 5两部分内容的考试；专家级复考考生仅参加Part 3、
Part 4和Part 5三部分内容的考试。
1. 题型分解
PEPEC 考试各部分考核内容、考试题型和答题方式如下：
１）听力理解
听力理解部分测试被测试人获取口头信息的能力。录音材料语速为每分钟 100-120 词。该
部分以选择题的形式进行测试。被测试人直接在电脑上从四个选项中选择一个正确答案。听
力部分成绩由计算机系统计算，考试时间约 15 分钟。听力理解部分考试内容包括以下四种题
型：
十秒陆空通话：该部分由五道题构成，主要内容是飞行员与管制员的情景通话。采用选
择题的形式进行考核。每道题均朗读一遍,每个问题后留有 16 秒钟的答题时间。
十秒航空英语：该部分由五道题构成，包括与飞行专业相关的陈述和对话，采用选择题
的形式进行考核。每道题均朗读一遍每个问题后留有 16 秒钟的答题时间。
二十秒陆空通话：该部分由五道题构成，主要内容是飞行员与管制员在复杂情况下的情
景通话。采用选择题的形式进行考核。每道题均朗读一遍，每个问题后留有 20 秒的答题时间。
二十秒航空英语：该部分由五道题构成，包括与飞行专业相关的较长时间对话和陈述，采
用选择题的形式进行考核。每道题均朗读一遍，每个问题后留有 20 秒钟的答题时间。
２）语句复诵
语句复诵部分主要测试被测试人对常规和非常规情况下陆空通话用语的正确听读能力。
该部分测试形式是被测试人重复所听到的内容。听力材料语速为每分钟100-120词。考试说明
部分 “Warm-up”
（
热身）
环节包含两个样例“Ready for departure”和“Runway in sight”
，
便于考生
熟悉考试题型，热身环节不计入评分。语句复诵部分由评分员听录音后进行评分， 总分由计
算机算出。该部分题型结构根据被测试人的考试申请，分为次工作级（三级）、工作级（四级）
和专家级（五级及以上）三种，每种等级的答题方式和题型结构如下所述：1. 次工作级（三
级）：该部分共有8个短句，内容包括常规和非常规情况下的陆空通话短语和短句。被测试人
在进入该部分测试前，系统出现“本人声明同意仅参加ICAO 3级测试”。如考生选择参加ICAO
3级测试，系统将自动调取8个短句，每句播放一遍，8个短句共有两次机会可以点击 “Say
again”按钮，选择重听其中2个短句。被测试人听完短句，在“嘀”音提示后开始复述该句，
电脑自动录音。被测试人复述完毕后可点击“下一题”提示，进入下一题；如被测试人复述时间
超过给定的回答时间，系统将自动跳转到下一题。该部分成绩由评分员按照标准答案判定“正确”
或“错误”。考试时间约5分钟。
2. 工作级（四级）
：该部分共有 12 个短句，内容包括常规和非常规情况下的陆空通话用语和句
子，每句播放一遍，12 个短句共有三次机会可以点击 Sayagain 按钮，选择重听其中3 个短句。被
测试人听录音短句并在“嘀”音提示后开始复述该句，电脑自动录音。被测试人复述完毕后可点击“下
一题”提示，进入下一题；如被测试人复述时间超过给定的回答时间，系统将自动跳转到下一题。该
部分成绩由评分员按照标准答案判定“正确”、“部分正或“错误”。考试时间约 10 分钟。
2. 专家级（五级及以上）
：该部分共有 20 个短句，内容包括常规和非常规情况下的陆空通话用语和句
子，每句播放一遍。被测试人听录音短句并在“嘀”音提示后开始复述该句， 电脑自动录音。被测试人复
述完毕后可点击“下一题”提示，进入下一题；如被测试人复述时间超过给定的回答时间，系统将
自动跳转到下一题。该部分成绩由评分员按照标准答案判定“正确”、“部分正确”或“错误”。考试时间约 15
分钟。
３）模拟陆空通话
模拟陆空通话主要测试被测试人在与空中交通管制员进行常规和非常规陆空通话时是
否能够熟练使用 ICAO 的标准术语及通用英语进行通话，考查被测试人在模拟实际的工作环境中
运用语言的综合能力。该部分由 15 至20 个对话组成。模拟情景以虚拟的航图和航空公司呼号为背
景进行设置（参见 http://pilots.caac.gov.cn 网站）
。该部分开始前，在被测试人电脑屏幕
上显示与考试情景相关的背景信息，电脑播放管制员指令和画外音，被测试人参照电脑屏幕上
的画面，以飞行员角色进行模拟陆空通话，每个对话被测试人有 30 秒钟回答时间。被测试人
回答完毕后可以自行点击结束按钮，进入到下一个对话；如回答时间超过
30 秒钟，系统自动跳转到下一句。被测试人的口头回答由电脑自动录音。考试结束后，评分员根据标
准答案，从语言的发音、结构、词汇、流畅程度、理解能力等五个方面进行语言能力等级评定，
最高 6 级，最低 1 级。考试时间约 15 分钟。
４）故事复述（只限定专家级测试）
故事复述题考查被测试人的航空英语听力理解能力及口语表达能力。该部分录音材料是一
段与航空专业相关的短文故事，短文时长约 60-100 秒钟，语速约为每分钟 100-120 词。
录音短文播放两遍，两遍之间有 10 秒钟间隔。被测试人听完录音后，有 300 秒钟的时间思考并
口头复述短文内容，300 秒钟后系统自动跳入下一题。被测试人需点击“开始录音”按钮后，开
始复述，复述结束后可以点击“结束录音”按钮。评分员根据被测试人的口语表达能力，按照
ICAO 对语言能力的具体要求，从语言的发音、结构、词汇、流畅程度、理解能力等五个方面，对
被测试人的英语能力从最高的 6 级到最低的 1 级进行评估。考试时间约 10 分钟。
５）口语能力面试（OPI）
根据国际民航组织 Doc.9835 号文件要求，飞行人员语言能力测试必须包括口语能力测试。PEPEC
口语能力面试（Oral Proficiency Interview，即 OPI）是一种基于计算机视频的、面试员与
被测试人之间的半直接考试（即面试员与被测试人以电脑为媒介进行视频和发音连线，从而完
成口语考试任务）
。OPI 主要测试被测试人的英语听力理解能力和口语表达能力。从语言的发音、结
构、词汇、流畅程度、理解能力以及应对能力六个方面，对被测试人的英语能力从最高的 6 级到
最低的 1 级进行评估。被测试人点击电脑屏幕上的“Start to interview”按钮，提出面试请
求，面试员看到被测试人请求后，点击其屏幕上的“开始面试”按钮，实现双方的电脑音频和
视频连线，正式进入考试状态。完成面试后，被测试人点击其电脑屏幕下方的“Finish interview”
按钮，结束考试。
OPI 考试分为四个阶段，即准备阶段、等级初评阶段、等级评定阶段以及结束阶段。OPI 面试员
根据不同测试阶段的测试要求，进行由浅入深的提问。各个阶段的考试要求如下：
准备阶段：时长约 1 至2 分钟。被测试人通过回答简单的日常英语问题，了解并适应面试员的
语音语调，准备进入下一阶段的考试。
等级初评阶段：时长约 5 至6 分钟。通过被测试人对航空专业相关问题的回答，初步评估其基
本的语言等级。
等级评定阶段：时长约 6 至 7 分钟。OPI 面试员就屏幕显示图片及某一航空专业相关话题，
进行深层次的专业提问，便于被测试人专业英语水平的进一步发挥，以便在初步评估等级的基础
上，对被测试人英语水平进行确定或进行更高等级语言能力的评估。
结束阶段：时长约 1 至2 分钟。OPI 面试员通过较为简单的问话，放松被测试人心情， 结束
口语能力面试考试。
考试时间约为 15 分钟
2.必背飞机基础词汇
Nose 机头 nose up (pitch up) 向上仰 nose down (pitch down) 向下俯
fuselage 机身 empennage/tail section/tail 机尾
cockpit / flight deck/flight compartment 驾驶舱
cabin /passenger compartment 客舱
landing gear/undercarriage 起落架
nose gear 前轮 nose gear steering 前轮转向 main gear 主轮 tail wheel 尾轮
wheel well 轮舱 cowling /skirt 整流罩
galley 厨房 toilet/lavatory 厕所 wind shear 风切变
windshield 风挡 power plant 发动机 starboard wing 右翼 propeller 螺旋桨
single engine 单发 twin engine 双发 三发 四发 port engine 左发 starboard engine 右发
engine failure 发动机失效/ engine on fire 发动机着火/ engine flameout 发动机熄火
engine surge 发动机喘震 engine feathering 发动机顺桨 inboard flap 内侧襟翼
outboard slat 外侧缝翼 aboard /embark the aircraft 登机
disembark the aircraft 下飞机 POB (Persons on board) 机上人员
PIC pilot in command 责任机长 captain 机长 F/O first officer/ copilot
副驾驶 flight engineer 机械工程师 flight crew 机组
cabin door 客舱门/
cockpit door 驾驶舱门 front cabin door 前客舱门/ rear cabin door 后客舱门
front/rear/port/starboard 前后左右 cabin crew 客舱机组 flight attendant 空乘
flight security in casual clothes 便衣空保 axe martial arts /Kongfu
purser stewardess flight engineer ground crew mechanic 机工 marshaller 信号员
apron/parking bay/ramp 停机坪 marshaller uses the visual signal to guide the aircraft on the ground
Parking stand 停机位
Electric and electronic compartment 电子电器舱
Copilot need to record RTF ( radiotelephony communication) wheel well 轮舱
Work on shift
day shift
night shift
Catering service 供餐服务 provide blanket 毛毯 catering car air-conditioning system
Commercial aircraft
cargo aircraft teaching airplane
Private license commercial license instrument license
Flight instructor sub school 分院 branch 分院/ 分公司
Flight phase 飞行阶段：
taxiing-takeoff-departure-climb-cruise-descent-approach-landing
Taxiway 滑行道 liftoff 离地 cruise level 巡航高度
Deviate from the course 偏离航向
Deviate from the rules 违背规则
jettison 放油
IGS instrument guidance system 仪表指引系统
whistle 无线电啸叫声 slto time 间隔 interphone 内话 parking brake 停留刹车
Backtrack 跑道掉头 hold short 在……外等待
Obstacle clearance 越障高度 noise abatement 降噪 conditional clearance 条件指令
Radar identify 雷达识别 Aircraft identification 本机呼号 Airborne filling flight plan 空中填写飞行计
划 Airways 航路 VMC Visual meteorological condition 目视气象条件 converging traffic=traffic
congestion 交通汇聚 NDB： non-directional beacon 无方向信标 report established on the localizer
建立航向道叫 revised 修改了的 Straight in approach 直接进近 short approach 小航线进近 full
stop 全停着陆 Touch and go 连续 fully established 航向道下滑道截获 marshaller 信号员 fast
turn-off 快速脱离道 remain this frequency 在该频率保持长守 Redial contact/radar identified 雷达
识别
Circuit height 起落航线高度 delaying action 延迟进近的机动飞行 closing 接近 converging 汇聚
Parallel 平 行 same direction 顺向 opposite direction 逆向 diverging 分散 overtaking 超 越
crossing 横穿 build up 积云 circumnavigate/detour/divert 绕飞 yaw damper 偏航阻尼 bog
down 陷入泥淖，停顿下来 passenger stairs 客梯车 ridge 埂 rut 辙 skid 滑向一侧 snow drift
雪堆 standing water 积水 steering 转弯 strip 进程单 to be bound for 向……飞去 to be subject
to 受支配，使服从 width 宽度 belly landing 机腹着陆 crank 摇把，曲轴 disintegrate 分裂，爆
炸
fire engine 消防车 low pass 低高度通场 distress 遇险 relay 转报，转达 transmitting blind 盲发
urgency 紧急情况 decompression 失压 forced landing 迫降 pass on 传达，传送
3.第一部分
听力理解部分测试被测试人获取口头信息的能力。录音材料语速为每分钟 100-120 词。该
部分以选择题的形式进行测试。被测试人直接在电脑上从四个选项中选择一个正确答案。听
力部分成绩由计算机系统计算，考试时间约 15 分钟。听力理解部分考试内容包括以下四种题
型：
十秒陆空通话：该部分由五道题构成，主要内容是飞行员与管制员的情景通话。采用选
择题的形式进行考核。每道题均朗读一遍,每个问题后留有 16 秒钟的答题时间。
十秒航空英语：该部分由五道题构成，包括与飞行专业相关的陈述和对话，采用选择题
的形式进行考核。每道题均朗读一遍每个问题后留有 16 秒钟的答题时间。
二十秒陆空通话：该部分由五道题构成，主要内容是飞行员与管制员在复杂情况下的情
景通话。采用选择题的形式进行考核。每道题均朗读一遍，每个问题后留有 20 秒的答题时间。
二十秒航空英语：该部分由五道题构成，包括与飞行专业相关的较长时间对话 和陈述，
采用选择题的形式进行考核。每道题均朗读一遍，每个问题后留有 20 秒钟的答题时间。
因该部分涉及题量较大，故仅给出一些例题参考：
一．Clear ice is usually found between 0-10 degree, Mixed clear ice is usually found –10 to- 15, And rime ice is usually
found -15 and -20 degree Celsius
Q.What type of ice is usually found between 0 degree to minus ten degree
1．Mixed and clear ice
2．Clear ice （明冰）
3．Cube ice （冰块）
4．Rime ice （毛冰）
二．due to bad weather and a late departure, their flight didn't arrive until after midnight, as a result, the connecting
passengers missed their flights, and had to be booked in a hotel
Q.Why were the passengers booked into a hotel
1．They missed their connecting flights.
2．They complained because of the delay
3．Their aircraft was replaced.
4．Their connecting flights were cancelled
三．P:London control, Speed bird 403, we’ve lost pitch control, we need a very long final,request fire services on
landing, position 14 miles from threshold, 4000 feet, heading 250
A：Speed bird 403, London, continue this heading for a moment, I’ll give permission you make a long precision
app immediately.
Q: What did the pilot request
1.Maintain heading on final
2.A long distance final
3. A medical assistance
4.A long holding on landing
四．when the wind direction is changing, the heading is given in a range, such as variable from 270 to 330 degrees
Q: How much is the range from 270 to 330 degress.
1.90 degrees.
2. variable winds.
3.60 degrees.
4.the heading
五．A:John, do you know there’s a word that ATC would use to inform pilots the change of last clearance and this new
clearance should substitute the previous clearance
J：Ah, yes, there is , yes.
Q: what word should be used in this situation.
1. Reclear.
2.Say again.
3.Correction.
4.Disregard
4.第二部分
语句复诵部分主要测试被测试人对常规和非常规情况下陆空通话用语的正确听读能力。
该部分测试形式是被测试人重复所听到的内容。听力材料语速为每分钟100-120词。考试说明
部分 “Warm-up”
（
热身）
环节包含两个样例“Ready for departure”和“Runway in sight”
，
便于考生
熟悉考试题型，热身环节不计入评分。语句复诵部分由评分员听录音后进行评分， 总分由计
算机算出。该部分题型结构根据被测试人的考试申请，分为次工作级（三级）、工作级（四级）
和专家级（五级及以上）三种，每种等级的答题方式和题型结构如下所述：1. 次工作级（三
级）：该部分共有8个短句，内容包括常规和非常规情况下的陆空通话短语和短句。被测试人
在进入该部分测试前，系统出现“本人声明同意仅参加ICAO 3级测试”。如考生选择参加ICAO
3级测试，系统将自动调取8个短句，每句播放一遍，8个短句共有两次机会可以点击 “Say
again”按钮，选择重听其中2个短句。被测试人听完短句，在“嘀”音提示后开始复述该句，
电脑自动录音。被测试人复述完毕后可点击“下一题”提示，进入下一题；如被测试人复述时间
超过给定的回答时间，系统将自动跳转到下一题。该部分成绩由评分员按照标准答案判定“正确”
或“错误”。考试时间约5分钟。
3. 工作级（四级）
：该部分共有 12 个短句，内容包括常规和非常规情况下的陆空通话用语和句
子，每句播放一遍，12 个短句共有三次机会可以点击 Sayagain 按钮，选择重听其中3 个短句。被
测试人听录音短句并在“嘀”音提示后开始复述该句，电脑自动录音。被测试人复述完毕后可点击“下
一题”提示，进入下一题；如被测试人复述时间超过给定的回答时间，系统将自动跳转到下一题。该
部分成绩由评分员按照标准答案判定“正确”、“部分或“错误”。考试时间约 10 分钟。
2. 专家级（五级及以上）
：该部分共有 20 个短句，内容包括常规和非常规情况下的陆空通话用语和句
子，每句播放一遍。被测试人听录音短句并在“嘀”音提示后开始复述该句， 电脑自动录音。被测试人复
述完毕后可点击“下一题”提示，进入下一题；如被测试人复述时间超过给定的回答时间，系统将
自动跳转到下一题。该部分成绩由评分员按照标准答案判定“正确”、“部分正确”或“错误”。考试时间约 15
分钟。
3. 该部分需要多次反复听反复记忆。
N.O
O.N
Leve
l
Content
s
1
231
2
Looking out.
注意
2
429
2
Affirm RVSM.
可以RVSM
3
117
2
Request taxi.
请求滑行
4
237
2
Squawk ident.
应答机识别
5
368
2
Negative RNAV.
不能RNAV 进近
6
128
2
Runway vacated.
已退出跑道
7
238
2
Squawk standby.
应答机待机模式
8
285
2
Negative ADS-B.
没有ADS-B
9
114
2
Brakes released.
刹车松开
10
273
2
Request vectors.
请求引导
11
437
2
CPDLC connected.
CPDLC 已连接
12
151
2
Holding position.
原地等待
13
213
2
Request de-icing.
请求除冰
14
1
2
Maintaining FL310.
保持高度层 310
15
218
2
Request backtrack.
请求 180 度掉头
16
281
2
Transponder Charlie.
应答机C 模式
17
282
2
Transponder unserviceable.
应答机故障
18
306
2
Runway in sight.
跑道可见
19
602
2
Unable, TCAS RA.
不同意，TCAC RA 激活
20
232
2
Traffic in sight.
飞机可见
21
65
2
No delay expected.
预计无延误
22
107
2
Stand by pushback.
推出稍等
23
69
2
Ready for approach.
准备进近
24
101
2
You are unreadable.
无法听见你的声音
25
217
2
Request time check.
请求校正时间
26
381
2
Wilco, words twice.
照办，发送两次
27
115
2
Starting Number One.
启动一发
28
135
2
Ready for departure.
准备起飞
29
264
2
Resume normal speed.
恢复正常速度
30
180
2
Request low approach.
请求低空进场
31
308
2
Passing outer marker.
通过外指点标
32
8
2
Request further climb.
请求进一步上升
33
55
2
Omit position reports.
省略位置报告
34
152
2
Stopping! Engine fire.
停止！发动机起火
35
265
2
No speed restrictions.
无速度限制
36
356
2
Remain this frequency.
在该频率长受
37
361
2
Request RNAV approach.
请求RNAV 进近
38
36
2
Maintain present speed.
保持当前速度
39
116
2
Brakes set, disconnect.
刹车刹住，断开
40
240
2
Stopping squawk Charlie.
关闭应答机C 模式
41
287
2
Stop ADS-B transmission.
停止ADS-B 发话
42
311
2
Request visual approach.
请求目视进近
43
50
2
Request frequency change.
请求转换频率
44
224
2
Continue present heading.
继续当前航向
45
57
2
Resume position reporting.
恢复位置报告
46
315
2
Request holding procedure.
请求等待程序
47
226
2
Confirm identification lost.
证实识别丢失
48
313
2
Request holding instructions.
请求等待指令
49
220
2
Request departure instruction.
请求离场指令
50
280
2
Advise transponder capability.
告知应答机可用模式
51
100
2
I read you 5.
我听你信号 5 个
52
103
2
How do you read?
你听我声音怎样？
53
102
2
Can you speak slower?
你能说慢点吗
54
230
2
Orbit left for delay.
左转以推延
55
433
2
Ready to resume RVSM.
准备恢复RVSM
56
171
2
Make a short approach.
做一个小航线进近
57
229
2
Three sixty turn left.
左转 360 度
58
153
2
Request return to ramp.
请求返回机坪
59
169
2
Orbit right. Number Two.
右转一圈，第二个
60
183
2
Wind shear, going around.
风切变，复飞
61
233
2
Negative contact due IMC.
由于仪表气象条件，看不见
62
234
2
Traffic passed and clear.
冲突飞机以通过无影响
63
338
2
Increasing rate of climb.
增加爬升率
64
367
2
RAIM alert, going around.
RAIM 警告，复飞了
65
124
2
Holding, traffic in sight.
等待，飞机可见
66
108
2
Pushback at own discretion.
推出时间自己决定
67
432
2
Unable RVSM due turbulence.
由于颠簸 RVSM 不可用
68
139
2
Ready for immediate departure.
准备立即起飞
69
140
2
Cleared for immediate takeoff.
可以立即起飞
70
111
2
Pushback approved, facing west.
可以推出，面朝西
71
880
2
Negative contact due visibility.
由于能见度低，看不见
72
109
2
Pushback approved, long pushback.
可以退推出，多推一点
73
192
2
Confirm PAPI light unserviceable.
证实坡度指示器不工作
74
215
2
De-icing completed. Request taxi.
除冰完成，请求滑行
75
379
2
Roger, request continue approach.
收到，请求继续进近
76
235
2
Squawk 7563.
应答机 7563
77
297
2
Passing FL70.
通过高度层 70
78
3
2
Reaching FL190.
到达高度层 190
79
247
2
Fly heading 285.
航向 285
80
236
2
Reset squawk 5101.
重置应答机 5101
81
241
2
Affirm squawk 7500.
确认应答机 7500
82
2
2
Descending to FL290.
下降到高度层 290
83
309
2
Report MQR outbound.
MQR 背台报告
84
355
2
Monitor Tower 118.1.
守听塔台频率 118.1
85
242
2
Altimeter 1003 8000ft.
高度表 1003，高度 8000 英尺
86
222
2
Contact Arrival 118.050.
联系进场频率 118.050
87
333
2
Descend immediately FL250.
立即下降到高度层 250
88
269
2
Next report at IP.
下一报告点IP
89
54
2
Next report at WXA.
下一报告点WXA
90
138
2
Lining up Runway 01C.
进入 01C 跑道
91
246
2
Leave BK heading 190.
离开BK 航向 190
92
99
2
Radio check on 118.3.
无线电检查 118.3
93
245
2
Turn right 20 degrees.
右转 20 度
94
248
2
Stop turn heading 070.
停止转向航向 070
95
202
2
Confirm RVR Runway 27.
证实跑道 27 的跑道视程
96
11
2
Stop descent at FL210.
在 210 高度层停止下降
97
275
2
Request 15 miles final.
请求五边 15 英里
98
244
2
Turn right heading 340.
右转航向 340
99
6
2
Passing FL180 for FL310.
通过高度层 180，上升到高度层 310
100
351
2
Expect descent after AK.
预计过AK 后下降
101
93
2
Bay24, request start-up.
停机位 24，请求开车
102
21
2
Expedite climb to FL190.
加速上升到高度层 190
103
411
2
Leaving FL220 for FL190.
离开高度层 220，下降到高度层 190
104
52
2
Contact Control on 118.9.
联系区调 118.9
105
4
2
Maintaining FL90 over WXJ.
过 WXJ 时保持高度层 90
106
63
2
Expected approach time 44.
预计进近时间 44 分
107
253
2
Indicated speed 270 knots.
指示空速 270 节
108
20
2
Expedite descent to FL180.
加速下降到高度层 180
109
304
2
Fully established Runway 24.
完全建立跑道 24
110
303
2
Established on the localizer.
已建立航向道
111
239
2
Squawk Charlie and code 5120.
应答机C 模式，编码 5120
112
292
2
Heading 120, correction, 140.
航向 120，更正，航向 140
113
387
2
Maintaining FL310 until advised.
保持高度层 310，等指示
114
410
2
Descending immediately to FL190.
立刻下降到高度层 190
115
184
2
Going around, localizer fluctuation.
复飞，航向道波动
116
286
2
Re-enter ADS-B aircraft identification.
重新输入ADS-B 飞机识别码
117
881
2
Unable, we are in IMC.
不同意，我们在仪表气象条件
118
61
2
Revised slot time at 56.
修改离场时间为 56 分
119
123
2
Hold short of Runway 24.
24 号跑道外等待
120
260
2
Do not exceed 280 knots.
速度不要超过 280 节
121
127
2
Crossing Runway 24, wilco.
穿越跑道 24，照办
122
854
2
Unable to comply, TCAS RA.
不能照办，有TCAS RA 指示
123
349
2
Stop descent at 5000 feet.
在 5000 停止下降
124
261
2
Reduce speed to 240 knots.
减速到 240 节
125
72
2
Leave JFK VOR heading 210.
离开JFK VOR 航向 210
126
436
2
At 144E(east) squawk 2000.
东经 144 度，应答机 2000
127
105
2
Stand 27, request pushback.
停机位 27，请求推出
128
174
2
Runway 27, cleared to land.
跑道 27，可以落地
129
254
2
Maintain 300 knots or less.
保持 300 节或更小
130
263
2
Increase speed by 10 knots.
速度增加 10 节
131
173
2
Continue approach Runway 25.
继续进近，跑道 25
132
225
2
Resume own navigation to BK.
恢复自主领航至BK
133
319
2
Leaving BKM VOR heading 110.
离开BKM VOR，航向 110
134
417
2
Request VMC descent to FL60.
请求目视条件下降到高度层 60
135
106
2
Pushback approved, Runway 31.
同意推出，跑道 31
136
166
2
Number Two, traffic in sight.
第二个，看见飞机了
137
897
2
Standby, high pilot workload.
稍等，飞行员工作负荷大
138
94
2
Start up approved, QNH 29.91.
可以开车，QNH29.91
139
405
2
Report 25 miles from BKM VOR.
距 离 BKM VOR 台25mile 报告
140
38
2
Reduce to minimum clean speed.
减速到最小净空速
141
172
2
Long final, airfield in sight.
长五边，机场可见
142
499
2
We have an electrical failure.
我们电力失效了
143
37
2
Maintain 250 knots or greater.
保持 250 节或更大
144
90
2
Say again the initial altitude.
再说一遍初始爬升高度
145
110
2
Pushback to taxiway A approved.
可以推出至滑行道A
146
366
2
GPS primary lost, going around.
失去GPS 主用，复飞了
147
268
2
Omit position reports until LN.
省略位置报告直到LN
148
250
2
Confirm danger area 113 active.
证实危险区域 113 有活动
149
175
2
Short final, request wind check.
短五边，请求风向风速
150
288
2
Stop squawk transmit ADS-B only.
停止应答机，只使用 ADS-B 发话
151
896
2
Transmission blocked, say again.
发话被干扰，再说一遍
152
47
2
Request join downwind Runway 31.
请求加入三边，跑道 31
153
249
2
Request heading 180 due weather.
由于天气，请求航向 180
154
307
2
Number One, contact Tower 118.7.
第一个，联系塔台 118.7
155
402
2
Estimating crossing LV NDB 1123.
预计在 1123 分飞越LV NDB
156
205
2
Confirm stop-end RVR 150 meters.
证实停止端跑道视程 150m
157
39
2
Reduce to minimum approach speed.
减小到最小进近速度
158
270
2
Report required only at boundary.
只要求在交接点报告
159
339
2
Unable expedite climb due weight.
不能加速爬升，因为重量
160
354
2
Request change to London Control.
请求转换至伦敦管制频率
161
427
2
Confirm radar control is resumed.
证实雷达管制恢复
1
0
162
26
2
Leaving FL200, climbing to FL280.
离开高度层 200，上升到高度层 280
163
70
2
Request leave the holding pattern.
请求离开等待程序
164
64
2
Revised expected approach time 54.
修改预计进近时间 54 分
165
312
2
Cleared visual approach Runway 24.
可以目视进近，跑道 24
166
353
2
Contact Control 80 miles after BK.
过 BK80mile 后联系区调
167
187
2
After vacated contact Ground 121.6.
脱离跑道后，联系地面 121.6
168
407
2
Report crossing 270 radial BKM VOR.
过 BKM VOR 台270 径向线报告
169
113
2
Ground, Cockpit. Ready for pushback.
地面管制，驾驶舱，准备推出
170
425
2
Confirm radar service is terminated.
证实雷达服务终止
171
137
2
Cancel SID, maintain runway heading.
取消标准离场程序，保持跑道航向
172
164
2
Join right-hand downwind, Runway 34.
加入右起落三边，跑道 24
173
350
2
Expedite descent until passing FL80.
加速下降直到通过高度层 80
174
431
2
Request clearance into RVSM airspace.
请求加入RVSM 的许可
175
464
2
Request further climb due wind-shear.
由于风切变请求进一步爬升
176
207
2
Confirm threshold Runway 27 displaced.
证实 27 号跑道入口内移
177
430
2
Negative RVSM due equipment downgraded.
由于设备降级，不可使用RVSM
178
167
2
Straight-in visual approach, Runway 34.
直接目视进近，跑道 34
179
826
2
Terrorists started to injure passengers.
恐怖分子开始伤害乘客
1
1
180
200
2
Confirm visibility more than 1000 meters.
证实能见度大于 1000m
181
284
2
ADS-B receiver 1090 (ten-ninety)
data link. ADS-B 接收机 1090 数据链
182
449
2
Our pressurization system has malfunctioned.
我们的增压系统已故障
183
178
2
Landing clearance canceled. Continue approach.
取消落地许可，继续进近
184
283
2
ADS-B transmitter 1090 (ten-ninety)
data link. ADS-B 发射机 1090 数据链
185
155
2
Negative intersection departure due performance.
由于性能限制，不能在交叉口起飞
186
310
2
Procedure turn completed, localizer established.
程序转弯已完成，并建立好航向道
187
635
2
GPS unreliable, terminating ADS-B transmissions.
GPS 不可靠，终止ADSB 发话
188
191
2
Confirm centerline taxiway lighting unserviceable.
证实滑行道中线灯不工作
189
92
2
Destination Beijing, request departure information.
目的地北京，请求离场信息
190
258
2
Cross CK at 35 or later.
穿越CK 在 35 分或以后
191
96
2
Start up at 35, QNH 997.
开车时间 35，QNH997
192
189
2
Taxi to the end of Runway.
滑行至跑道末端
193
259
2
Cross DG at 24 or earlier.
在 24 分或 24 分之前穿越DG
194
201
2
Is mid-point RVR available?
请求中点跑道视程
195
203
2
RVR Runway 27 is 600 meters.
27 号跑道的跑道视程是 600m
196
144
2
The airbus on final in sight.
看见五边上的空客
197
194
2
Flock of birds 3 miles final.
五边 3 英里处有鸟群
1
2
198
88
2
Say again all after 3000 feet.
3000 英尺后的内容再说一次
199
296
2
Direct to JO, descend to FL50.
直飞JO，下降到高度层 50
200
35
2
Maintain Mach point 80 or less.
保持马赫数 0,80 或更小
201
325
2
Three sixty turn left for delay.
左转一圈，以推延
202
15
2
Descend at 2000 feet per minute.
以 2000 英尺每分钟的下降率下降
203
33
2
Reduce speed to Mach decimal 76.
减速到马赫数 0.76
204
419
2
Request join airway A1 at DAPRO.
请求在DAPRO 加入航路A1
205
216
2
Request start engine at the gate.
请求在停机位开车
206
451
2
We have a cabin altitude problem.
我们座舱高度有问题
207
331
2
Descend to reach 5000 feet by BK.
BK 点之前下降到高度 5000 英尺
208
12
2
Descending to reach FL150 by WXI.
到 WXI 前下降到高度层 150
209
181
2
Runway not in sight, going around.
跑道不可见，复飞
210
34
2
Maintain Mach point 84 or greater.
保持马赫数 0,86 或更大
211
10
2
After passing CGO descend to FL80.
过 CGO 后下降到高度层 180
212
424
2
Confirm we are under radar control.
证实我们在雷达管制区
213
330
2
Cleared to JEMMY via BK 1A Arrival.
可以经由BK—1A 去往JEMMY
214
363
2
Cleared for LDA approach Runway 24.
可以LDA 进近，跑道 24
215
23
2
Unable to expedite climb due weight.
由于重量原因不能加速爬升
1
3
216
182
2
No contact at minimum, going around.
决断高不可见跑道，复飞
217
170
2
Number Two, follow airbus 320 ahead.
第二个，跟着前面的空客 320
218
278
3
Confirm ILS frequency for Runway 17L.
证实 17 左跑道盲降频率
219
409
3
Climb to FL220, report passing FL170.
上升到高度层 220，通过高度层 170 报告
220
149
3
Take off immediately or vacate runway.
立刻起飞，或退出跑道
221
530
3
We are having flight control problems.
我们有飞行操纵问题。
222
142
3
Cleared for takeoff, Runway 06, wilco.
可以起飞，跑道 06，照办
223
359
3
Expect commencing approach at time 50.
预计开始进近时间 50 分
224
41
3
Maintain 160 knots until outer marker.
保持 160 节直到外指点标
225
328
3
QNH1003, threshold elevation 196 feet.
QNH1003，跑道入口标高 196 英尺
226
49
3
Request taxi to south maintenance ramp.
请求滑行道南边的维护机坪
227
157
3
Request intersection departure from C2.
请求从交叉口C2 起飞
228
439
3
SELCAL CODE EFFG, request SELCAL check.
选择呼叫代码EFFC，请求选呼检查
229
125
3
Cross Runway 24, report runway vacated.
穿越跑道 24，退出跑道报告
230
267
3
Request speed 250 knots due turbulence.
由于颠簸，请求速度 250 节
231
5
3
Continue descent to 3000 feet, QNH 1012.
继续下降到高度 3000 英尺，QNH1012
232
56
3
Omit position reports on this frequency.
本频率省略位置报告
233
345
3
Unable FL390 by boundary, request FL330.
交接点之前不能到达高度层 390，请求高度层 330
1
4
234
59
3
Approach time not determined due weather.
由于天气原因，进近时间待定
235
89
3
Say again all before departure frequency.
离场频率前的内容再说一次
236
853
3
Request right turn for traffic avoidance.
请求右转避让航空器
237
879
3
Unable to expedite climb due performance.
由于性能，不能加速爬升
238
120
3
Request taxi back for maintenance purpose.
请求滑回，以进行维护
239
154
3
Tire burst, possible evacuation on runway.
爆胎，可能需要在跑道上撤离
240
197
3
Is the weather improving or deteriorating?
天气在好转还是恶化？
241
378
3
Disregard. We made the wrong transmission.
作废，发话错误
242
883
3
Unable noise abatement due company policy.
由于公司政策，不能使用降噪程序
243
28
3
Reaching 8000 feet, request further climb.
到达 8000 英尺，请求进一步爬升
244
266
3
Request speed 200 knots due configuration.
由于构型问题，请求速度 200 节
245
301
3
Airfield in sight, request visual approach.
机场可见，请求目视进近
246
299
3
Request straight-in ILS approach Runway 24.
请求直接盲降进近，跑道 24
247
95
3
Start up approved, altimeter setting 29.91.
可以开车，高度表设定值 29.91（英寸汞柱）
248
58
3
Delay not determined due runway obstruction.
由于报道障碍物，延误待定
249
24
3
Descending immediately to FL200 due traffic.
由于冲突的飞机，立即下降到高度 200
250
112
3
Cancel pushback, we have maintenance problem.
取消推出，我们出现问题需要维护
251
223
3
Request remote apron for maintenance purpose.
请求在远机坪进行维护
1
5
252
484
3
Our operations manual forbids this procedure.
我们的运行手册禁止该程序
253
243
3
Negative squawk ident due transponder failure.
由于应答机失效，无法识别应答机
254
441
3
The air conditioning system has malfunctioned.
空调系统故障
255
340
3
Climb to 6000 feet, follow KODAP 01 Departure.
爬升到 6000 英尺，按照KODAP01 号标准离场程序
256
856
3
Clear of conflict, request further instructions.
冲突已脱离，请求下一步指令
257
382
3
Maintaining FL350, expect descent after BKM VOR.
保持 35000 英尺，预计在BKM VOR 台之后下降
258
31
3
Icing condition encountered. Request further climb.
遭遇结冰，请求进一步爬升
259
30
3
Experiencing icing condition. Request further descent.
遭遇结冰，请求进一步下降
260
32
3
Experiencing severe turbulence. Request further descent.
遭遇严重颠簸，请求进一步下降
261
104
3
QNH 997, I say again, QNH 997.
QNH997，我再说一次 ，QNH997
262
188
3
Taxi to Stand 27 via Taxiway A.
经由滑行道A 滑行至 27 停机位
263
97
3
Expect start up at 35, QNH 1030.
预计开车时间 35，QNH1030
264
344
3
Climb to FL290, level at time 55.
爬升到高度层 290,55 分改平飞
265
9
3
Fly direct to SHA, not below FL180.
直飞SHA，不低于高度层 180
266
212
3
Tow approved via A to remote apron.
同意经滑行道A 拖至远机坪
267
321
3
Position 10 miles north east of LN.
位置LN 东北 10mile
268
322
3
Turn right heading180 for base leg.
右转航向 180 加入四边
269
406
3
Report 34 miles from Top of Descent.
距离下降顶点 34mile 报告
1
6
270
133
3
Taxi to holding point C3, Runway 36.
滑行至 36 号跑道C3 等待点
271
391
3
Affirm, cross BKM VOR at or before 55
同意，在 55 分或之前，穿越 BKM
272
165
3
Number Two, follow airbus 330 on base.
第二个，跟着四边的空客 330
273
179
3
Behind the Boeing737, cleared to land.
在波音 737 后，可以落地
274
214
3
Request frost removal only at the gate.
请求只在停机位除霜
275
262
3
Increase speed to 300 knots or greater.
增速到 300 节或更大
276
40
3
Maintain 160 knots until 4 miles final.
保持 160 节直到五边四英里
277
408
3
278
389
3
Affirm, cross BKM VOR at or above FL190
同意，在高度层 190 或以上穿越BKM VOR
279
48
3
Request taxi to holding point Runway 13.
请求滑行至 13 号跑道等待点
280
334
3
Descend to altitude 12000 feet QNH 1000.
下降到高度 12000 英尺，QNH1000
281
422
3
If FL240 not available, we accept FL220.
如果高度层 240 不可用，我们可以接受高度层 220
282
380
3
Stand by. We are carrying out procedures.
稍等，我们正在执行程序
283
227
3
Identified, position 50 miles east of BK.
已识别，位置BK 以东 50 英里
284
143
3
Airborne, passing 500 feet for 4000 feet.
离地，正通过 500 英尺，爬升至 4000 英尺
285
199
3
Confirm current RVR less than 400 meters.
证实当前跑道视程少于 400m
286
60
3
Slot time not determined due flow control.
由于流控，离场时间待定
287
348
3
We are far above profile. Request holding.
我们高于下降程序，请求等待
Report 28 miles DME 210 radial BKM
VOR. BKM VOR 210 度径向线 28mile 报
告
1
7
288
466
3
We cannot make RNP approach due equipment.
由于设备原因，我们无法使用RNP 进近
289
473
3
The flight path is unstable. Going around.
飞行轨迹不稳定，复飞了
290
375
3
Cleared for CAT II ILS approach Runway 24.
准许二类盲降进近跑道 24
291
206
3
Confirm midpoint RVR more than 550 meters.
证实中间段跑道视程大于 550m
292
163
3
Airbus 330 heavy, 8000 feet, Information X.
空客 330，重型机，8000 英尺，通波X 收到
293
291
3
Right heading 120, my own terrain clearance.
右转航向 120，自行避让地形
294
347
3
After passing North Cross, descend to FL150.
过了North Cross，下降到高度层 150
295
22
3
Climb to FL280 expedite until passing FL180.
上升到高度层 180，加速直到通过高度层 180
296
147
3
Request right turn when airborne due weather.
由于天气，离地后请求右转
297
209
3
Confirm the reason for our flight suspension.
证实航班暂停原因
298
341
3
Passing altitude 2300 feet, climbing to FL80.
通过高度 2300 英尺，爬升到 8000 英尺
299
415
3
Request to leave controlled airspace by climb.
请求通过爬升离开管制空域，
300
438
3
Continue CPDLC make position report via CPDLC.
继续CPDLC，由CPDLC 做位置报告
301
545
3
We are leaking fuel slowly. Request diversion.
我们正慢速漏油，请求改航。
302
895
3
Unable CAT II approach due crew qualification.
由于机组资质，不能使用二类进近
303
190
3
Confirm construction work adjacent to Gate 37.
证实 37 停机位附近正在施工
304
204
3
Confirm touchdown RVR greater than 350 meters.
证实接地点跑道视程大于 350m
305
390
3
Negative, unable to cross BKM VOR below FL170.
不同意，飞越BKM VOR 不能低于 高度层 170
1
8
306
211
3
Confirm the reason for impounding our aircraft.
证实扣押我们飞机的原因
307
324
3
No ATC speed restrictions. Contact Tower 118.9.
无管制速度限制，联系塔台 118.9
308
320
3
Leaving FL60, descending to 2500 feet, QNH1008.
离开高度层 60，下降到 2500 英尺，QNH1008
309
414
3
Request to leave controlled airspace by descent.
请求通过下降离开管制空域
310
791
3
Is the preceding aircraft crossing our altitude?
前机正穿越我们的高度吗？
311
141
3
Runway 06, cleared for takeoff. Report airborne.
跑道 06，可以起飞，升空报
312
228
3
30 miles from touchdown, contact Approach 118.1.
距离接地点 30 英里，联系进近 118.1
313
274
3
Unable to receive transmission on that frequency.
在那个频率无法收到发话
314
463
3
Our FMS has malfunctioned. Request radar vectors.
飞行管理系统故障，请求雷达引导
315
276
3
Maintain 3000 feet until glide path interception.
保持 3000 英尺，直到切入下滑道
316
337
3
Maintain own separation and VMC, descend to FL50.
自己保持间隔和目视气象条件，下降到高度层 50
317
377
3
Continue approach, prepare for possible go around.
继续进近，做好可能复飞的准备
318
318
3
Overhead YV, maintaining 3000 feet, entering hold.
飞越YV，保持 3000 英尺，进入等待
319
196
3
Confirm airport rescue and fire facilities category.
证实机场救援以及防火设施的类别
320
290
3
Unable identify the waypoint, request radar vectors.
不能识别此航路点，请求雷达引导
321
376
3
Join right hand downwind, visual approach Runway 24.
加入右起落三边，目视进近跑道 24
322
122
3
Approaching holding point, request crossing Runway 24.
靠近等待点，请求穿越跑道 24
323
219
3
Unable BK-1A Departure due performance. Request BK-1B.
由于性能原因，不能 BK-1A 离场，请求BK-1B
1
9
324
612
3
Our instruments indicate excessive high cabin altitude.
仪表显示座舱高度过高
325
27
3
Maintaining own separation and VMC, descending to FL80.
保持自己间隔，和目视气象条件，下降到高度层 80
326
364
3
Unable RNAV due equipment, request conventional arrival.
由于设备，不能RNAV 进近，请求常规进场
327
195
3
Runway covered with patches of water, braking action medium.
跑道覆盖积水，刹车效应中等
328
158
3
Request Takeoff Runway Available (TORA) from intersection C2.
请求从C2 起飞的可用起飞滑跑长度
329
613
3
Our instrument indicates abnormal cabin pressure differential.
仪表显示有不正常的座舱压差
330
160
3
Request Takeoff Distance Available(TODA) from intersection E3.
请求从E3 进跑道的可用起飞距离
331
14
3
Climbing to FL290, to be level by 55.
上升到高度层 290,55 分前改平飞
332
492
3
We are receiving an ELT signal on 121.5.
我们正在 121.5 频率接收一个紧急定位发射机信号
333
346
3
Descend to FL100, cross YU FL150 or above.
下降到高度层 100 英尺，穿越YU 在高度层 150 或以上
334
357
3
We can see the approach lights at 200 feet.
在 200 英尺我们能看到进近灯
335
17
3
When ready, descend to FL210, level at PLT.
准备好时下降到高度层 210，在PTL 改平飞
336
16
3
Climbing at 1000 feet per minute or greater.
以 1000 英尺每分钟或更大的爬升率上升
337
145
3
Behind Airbus on short final, line up behind.
在短五边的空客后，进跑道
338
148
3
Take off immediately or hold short of runway.
立即起飞，或在跑到外等待
339
289
3
Fly no further west of your current position.
当前位置不要再往西飞了
340
704
3
We are on emergency descent due severe icing.
由于严重积冰，我们正紧急下降
341
162
3
Taxi via A2, backtrack and line-up Runway 18.
经 A2 滑行，180 度掉头，进入跑道 18
2
0
342
13
3
Unable to reach FL150 by ZHO due performance.
由于性能原因，到ZHO 前不能到达高度层 150
343
562
3
Our left engine failed due to fuel starvation.
由于燃油不足，左发失效
344
684
3
We have an engine oil leak. Request diversion.
我们有一个发动机漏油了，请求备降
345
130
3
Follow the greens to holding point Runway 05R.
沿着绿灯滑行至 05 右跑道等待点
346
365
3
Unable RNAV, loss of RAIM, request NDB approach
由于RAIM 丢失，不能RNAV 进近，请求NDB 进近
347
893
3
We had to overshoot because of wake turbulence.
由于尾流，我们不得不复飞
348
19
3
Descend to 3000 feet, information P is current.
下降到 3000 英尺，最新通波 P
349
279
3
In case of going around, turn left heading 210.
如复飞，左转航向 210
350
208
3
The runway surface is damp. Braking action good.
跑道表面潮湿，刹车效应好
351
833
3
What do the bomb-disposal experts suggest we do?
拆弹专家建议我们怎么做？
352
860
3
Some passengers have been scalded by hot drinks.
一些乘客被热饮料烫伤了
353
255
3
Maintain 180 knots until 8 miles from touchdown.
保持 180 节直到离接地点 8 英里
354
400
3
Clear of weather, request to resume flight route.
已绕飞天气，请求恢复计划航路
355
168
3
Extend downwind, Number Two, airbus 320 in sight.
延长三边，第二个，空客 320 可见
356
335
3
Descend to height 2000 feet QFE 997 hectopascals.
下降到场高 2000 英尺，QFE997 百帕
357
42
3
Descend to FL120, on speed conversion, 250 knots.
下降到 120， 速度转换至 250 节
358
25
3
When ready, climb to FL280, report leaving FL200.
准备好时上升到高度层 280，离开高度层 200 时报告
359
882
3
Unable, we are only authorized during daytime VMC.
不能够，我们只具备在白天使用目视气象条件的资格
2
1
360
257
3
Maintain speed 280 knots or greater for separation.
保持速度 280 节或更大以调整间隔
361
332
3
When ready, descend to FL200. Report leaving FL300.
准备好时，下降到高度层 200，离开高度层 300 报告
362
738
3
Roger heavy rain. Request to terminate our approach.
收到，暴雨，请求终止进近
363
176
3
Request low pass due unsafe landing gear indication.
由于不安全起落架指示，请求低空通场
364
7
3
Cleared to enter controlled airspace not above FL100.
可以进入管制空域，但不高于高度层 100
365
450
3
We have difficulty in controlling the cabin pressure.
我们控制座舱压力困难
366
156
3
Affirm. We can accept intersection departure from C2.
同意，我们能接受从交叉口 C2 起飞
367
256
3
Maintain Mach decimal 82, transition speed 310 knots.
保持马赫数 0.82， 转换速度 310 节
368
485
3
Our Aviation Authority does not permit this procedure.
我们航空当局不允许该程序
369
136
3
After departure, climb straight ahead until 3000 feet.
起飞后直线爬升直到 3000 英尺
370
186
3
Take first right. When vacated, contact Ground 118.35.
第一个路口右转，脱离跑道后，联系地面 118.35
371
498
3
Sorry for blocking the frequency due microphone jammed.
抱歉占用此频率，话筒故障了
372
603
3
We are clear of conflict. Request further instructions.
我们已脱离冲突，请求进一步指令
373
888
3
Request runway change for departure due high crosswind.
由于大侧风，请求换跑道起飞
374
43
3
Cancel speed restriction, continue descent to 7000 feet.
取消速度限制，继续下降到 7000 英尺
375
489
3
All stations, transmitting blind due to receiver failure.
所有各台，由于接收机失效，盲发
376
758
3
There is an obstruction ahead. Confirm taxi instructions.
前方有障碍物，证实滑行指令
377
132
3
After landing Airbus320, cross Runway 24, report vacated.
空客 320 落地后，穿越跑道 24，脱离报
2
2
Confirm we have enough separation from preceding aircraft.
证实我们与前机有足够的间隔
378
878
3
379
44
3
380
465
3
Unable to maintain altitude, request leaving RVSM airspace.
无法保持高度，请求离开RVSM 空域
381
847
3
The conflicting traffic is military. Request avoiding action.
冲突飞机是军用机，请求避让措施
382
327
3
Surveillance radar approach Runway 27, maintaining 2200 feet.
监视雷达进近，跑道 27，保持 2200 英尺
383
440
3
CPDLC unserviceable, request to revert to voice communication.
CPDLC 不工作，请求恢复话音通信
384
702
3
We are encountering moderate icing. Request immediate descent.
我们正遭遇中度结冰，请求立即下降
385
360
3
Unable circling approach due company policy. Request diversion.
由于公司政策，不能盘旋进近，请求改航
386
789
3
Unable circling approach due company policy. Request diversion.
由于公司政策，无法盘旋进近，请求备降
387
45
3
Maintaining FL350, cleared to destination, flight planned route.
保持高度层 350， 准许飞往目的地，飞行计划航路
388
159
3
Request Accelerate-Stop Distance Available (ASDA) from intersection D1.
请求交叉口D1 的加速停止可用距离
389
590
3
We made the go around due to GPS error.
我们复飞了是因为GPS 误差
390
592
3
We made the go around due to CDU failure.
我们复飞是因为CDU 故障
391
343
3
Climb to FL 210, cross AU at FL100 or below.
爬升到高度层 210，穿越AU 时不高于高度层 100
392
900
3
We had to go around due to unstable approach.
我们必须复飞是因为进近不稳定
393
118
3
Taxi via taxiway C to holding point Runway 24.
经过滑行道C 滑行至 24 跑道等待点
394
129
3
Giving way to B747 passing from left to right.
给从左向右穿过的 747 让路
395
493
3
We are picking up a broadcast signal on 121.5.
我们在 121.5 里提取到一个广播信号
LMN-02 Departure, passing 2500 feet climbing to 9000
feet. LMN-02 离场，通过 2500 英尺，爬升到 9000 英
尺
2
3
396
193
3
The Runway light is too bright. Request dim it.
跑道灯太亮，请求调暗
397
566
3
We have shut down one of the hydraulic systems.
我们已经关断了一个液压系统
398
121
3
Negative. We need 10 minutes to cool the brakes.
不行，我们需要 10 分钟冷却刹车
399
710
3
We made the go around due to wind-shear warning.
我们复飞是由于风切变警告
400
177
3
Low pass approved Runway 27, not below 500 feet.
同意低空通场，跑道 27，不低于 500 英尺
401
392
3
Negative, unable to cross BKM VOR at 43 or later.
不同意，不能在 43 分或之后穿越BKM VOR
402
119
3
Taxi to holding point Runway 24, traffic in sight.
滑行至 24 跑道等待点，飞机可见
403
62
3
Expect hold at HUR VOR for 10 minutes due traffic.
由冲突，预计在HUR VOR 等待 10 分钟
404
388
3
Descend to FL170, cross BKM VOR at or above FL210.
下降到高度层 170，在高度层 210 或以上穿越BKM VOR
405
394
3
Request lose time en route to finish the checklist.
请求在航路上消耗时间以完成检查单
406
683
3
We aborted takeoff due loss of engine oil pressure.
由于发动机滑油压力减小，我们中断起飞了
407
840
3
We have navigation map drift. Request climb to MEA.
我们有导航地图漂移，请求爬升到最低航路高度
408
86
3
Gate15, information C, ready to copy ATC clearance.
停机位 15，通波代码C，准备抄收放行许可
409
46
3
Request radar vectors for visual approach Runway 22.
请求雷达引导，目视进近，跑道 22
410
564
3
We suspect there is contamination in our fuel tanks.
我们怀疑油箱燃油污染
411
51
3
15NM to HRB, FL290, tracking to JMU, squawking 6543.
距离HBR15nm，高度层 290， 直飞JMU，应答机编码 6543
412
462
3
There are unusual noises coming from the avionics bay.
电子设备舱出现异常噪音
413
458
3
We have a problem with the avionics ventilation system.
我们的电子通风系统有问题
2
4
414
889
3
Request delay the approach due tail wind beyond limits.
由于顺风超出限制，请求推迟进近
415
126
3
Unable to vacate via A2, request full length of runway.
不能经由滑行道A2,退出跑道，请求全长跑道
416
91
3
Unable to cross LX FL150 due weight, maintaining FL130.
由于重量原因，不能在高度层 150 穿越LX，保持高度层 130
417
846
3
We almost had a mid-air collision with another aircraft.
我们差一点与另一架飞机空中相撞了
418
77
3
Gate 26, request clearance to London with information F.
停机位 26 号，请求去伦敦的放行许可，通波 F
419
834
3
The cabin crew reports a passenger is behaving strangely.
乘务员报告说有名乘客举止怪异
420
385
3
Continue climb to FL 290, cross BKM VOR not above FL 230.
继续爬升到高度层 290，穿越BKM VOR 不高于高度层 230
421
677
3
The windshield is cracked on the outside. Request descent.
风挡外部裂开了，请求下降
422
150
3
Hold position, cancel takeoff, I say again, cancel takeoff.
原地等待，取消起飞，我再说一次，取消起飞
423
294
3
Confirm we are still above your minimum vectoring altitude.
证实我们仍然高于你们的最低引导高度
424
706
3
Rime ice was reported by previous aircraft during approach.
进近过程中，前机报告说有毛冰
425
824
3
Some of the hijackers are carrying sharp protruding weapons.
一些劫机犯携带着尖锐的锋利的武器
426
830
3
A suspicious suitcase was found during the cabin inspection.
客舱检查过程中发现了可疑的手提箱
427
395
3
Request parallel offset from current track due weather ahead.
由于前方天气，请求平行偏离当前航迹
428
565
3
One of our hydraulic systems has exceeded temperature limits.
我们的一个液压系统超过温度限制
429
629
3
We have errors with our navigation. Request radar monitoring.
我们的导航有误差，申请雷达监控
430
611
3
Cabin altitude is increasing abnormally. Request to level off.
座舱高度异常增高，请求改平飞
431
453
3
We have a slow cabin decompression. Request immediate descent.
我们出现缓慢失压，请求立即下降
2
5
432
624
3
Request diversion to a nearby airport with foaming capability.
申请备降到就近能够喷洒防火泡沫的机场
433
849
3
The conflicting traffic is gray, possibly a military aircraft.
冲突飞机是灰色的，可能是军用飞机
434
131
3
Cross red stop-bar at A1, we understand stop-bar unserviceable.
在 A1 穿越红色停止灯，我们已了解停止灯不工作
435
496
3
Our data-link has malfunctioned. Request ATC clearance by voice.
我们的数据链故障了，申请话音发布放行许可
436
788
3
Unable visual approach due company policy. Request radar vectors.
由于公司政策，无法目视进近，请求雷达引导
437
662
3
CPDLC has malfunctioned. We are reverting to voice communication.
CPDLC 已故障，我们正恢复语音通信
438
342
3
Climb to FL210, level restrictions of KODAP01 Departure canceled.
爬升到高度层 210， 取消KODAP-01 号标准离场程序的高度限制
439
664
4
CPDLC terminated due to failure, reverting to voice communication.
由于故障，CPDLC 终止，恢复话音通信
440
890
4
Request holding instructions due weather near the runway threshold.
由于跑道入口附近天气，请求等待指令
441
421
4
Remain outside controlled airspace, expect further clearance at 55.
保持在管制空域外，预计下一步许可时间 55 分
442
326
4
Continue present heading, expect through the localizer for spacing.
继续当前航向，预计穿越航向道，以调整间隔
443
596
4
Our landing capability has degraded. Request terminate our approach.
我们的着陆能力降级，申请终止进近
444
370
4
Request hold for weather improvement, visibility below company minima.
请求等待天气好转，能见度低于公司最低标准
445
859
4
Some passengers were injured because their seatbelts weren’t fastened.
一些旅客受伤了，因为他们没有系紧安全带
446
66
4
Delay not determined, numerous aircraft holding for weather improvement.
延误待定，大量飞机等待天气好转
447
588
4
We made the go around due to FMS position error.
我们复飞是因为飞行管理系统位置误差
448
398
4
Cleared offset 25 miles left of track for 30 minutes.
可以左偏离航迹 25 英里飞 30 分钟
449
474
4
We made a missed approach due to unstable ILS signals.
由于盲降信号不稳定，我们执行了复飞
2
6
450
514
4
We have had a bird strike. Our windshield has cracked.
我们遭遇鸟击，风挡碎裂
451
774
4
We have a suspicious bag on board. Request bomb squad.
机上有可疑的包，请求拆弹小组
452
790
4
Are we being vectored too close to the parallel aircraft?
有架飞机平行飞行，我们是不是被雷达引导过近了？
453
543
4
Some of our fuel pumps have low pressure. Request descent.
一些燃油泵压力低，请求下降。
454
591
4
We made the go around due to lateral deviation exceedance.
我们复飞是因为横向偏差超出限制
455
775
4
The passengers are evacuating. The bomb is still on board.
乘客正在撤离，炸弹还在飞机上
456
374
4
Request extended holding to burn fuel to reduce the weight.
请求延长等待以消耗燃油减轻重量
457
587
4
We made the go around due to navigation accuracy downgrade.
由于导航精度降低，我们复飞了
458
416
4
Descending to 5000 feet QNH 1014, report passing 7000 feet.
下降到 5000 英尺，修正海压 1014，通过 7000 英尺报告
459
397
4
Proceed offset 10 miles right of track until abeam BKM VOR.
右偏航迹 10mile 直到正切BKM VOR
460
497
4
My apologies, I wasn’t aware the boom mike was transmitting.
抱歉，我没有意识到吊挂式话筒正在发话
461
757
4
There are red lights ahead of us. Confirm taxi instructions.
前方有红色灯，证实滑行指令
462
399
4
Offset canceled, turn right to rejoin the A1 before BKM VOR.
偏航取消，在到达BKM 之前，右转重新加入 A1 航路
463
302
4
When established on the localizer, descend on the glide path.
建立好航向道后，沿下滑道下降
464
277
4
NOTAM says glide slope for Runway15 is unserviceable, confirm.
飞行员通告表明跑道 15 下滑道故障，证实
465
76
4
Information P received, stand 03, ready to copy ATC clearance.
通波P 已收到，停机位 03 号， 准备抄收放行许可
466
298
4
Descending to 4000 feet QNH1005, expect ILS approach Runway24.
下降到 400 英尺，QNH1005，预计盲降进近，跑道 24
467
610
4
We are reading high engine vibration. Request to delay takeoff.
发动机抖动显示读数高，请求推迟起飞
2
7
468
885
4
Is there a frequency change at this compulsory reporting point?
在这个强制报告点有没有频率转换？
469
606
4
Our engine parameters are unstable. Request stop climb at FL220.
我们的发动机参数不稳定，请求在高度层 220 停止下降
470
640
4
Our airspeed is unreliable. Request radar vectors for long final.
我们的空速显示不可靠，请求雷达引导到长五边
471
783
4
Request a large airspace to maneuver due flight control problems.
由于飞行操纵出现问题，请求大空域机动
472
386
4
Negative, unable cross BKM VOR at or above FL230 due performance.
不同意，由于性能原因，不能在高度层 230 或以上穿越BKM VOR
473
461
4
We have severe vibration coming from the avionics ventilation fan.
我们的电子通风扇严重抖动
474
594
4
We no longer have altitude warning. Request leaving RVSM airspace.
我们不再具有高度警告，请求离开 RVSM 空域
475
362
4
RNAV approach not available due FMS database. Request VOR approach.
由于FMS 数据库原因，RNAV 进近不可用，请求VOR 进近
476
828
4
Terrorists are threatening to start killing passengers and the crew.
恐怖分子正威胁说他要开始杀害乘客和机组人员
477
305
4
Cleared VOR-DME approach Runway 24, descending to 3000 feet QNH1007.
可以VOR-DME 进近，跑道 24，下降到 3000 英尺，QNH1007
478
185
4
Follow the standard missed approach procedure, climbing to 3000 feet.
按照标准复飞程序，爬升至 3000 英尺
479
210
4
Confirm our flight has been suspended due bio-hazards at destination.
证实航班暂停是由于目的地机场生化物泄露
480
570
4
Two of our hydraulic systems have failed. Request immediate diversion.
我们有两套液压系统失效，请求改航
481
373
4
Request to extend the holding pattern for accomplishing the checklist.
请求延长等待程序以完成检查单
482
634
4
ADS-B equipment degradation, will advise when able to resume operations.
ADSB 设备降级，当能够恢复运行时将告知
483
413
4
Remain outside controlled airspace, expect joining clearance at time 55.
保持在管制空域外，预计在 55 分许可加入
484
875
4
A crew member is incapacitated. Request diversion and medical assistance.
一名机组人员失能了，请求备降和医疗援助
485
491
4
Our SELCAL has malfunctioned. We will continue monitoring your frequency.
我们的选择呼叫系统失效，我们将继续守听你的频率
2
8
486
221
4
When airborne, track extended center-line, cleared for takeoff, Runway 18.
离地后，按照跑道中心延长线，可以起飞，跑道 18
487
721
4
We have encountered severe clear air turbulence. Request immediate descent.
我们遭遇了重度晴空颠簸，请求立即下降
488
652
4
489
352
4
490
793
4
I see wild fire at my 10 o’clock, about 8 miles.
我在 10 点钟方向大约 8 英里的地方看到了野火
491
404
4
BKM 47, FL170 descending to FL120, abeam NLD VOR at 55.
BKM47 分，高度层 170 下降到高度层 120， 55 分正切NLD VOR
492
336
4
Descend to 8000 feet at 1000 feet per minute or greater.
下降到 8000 英尺，以 1000 英尺每分或更大的下降率
493
627
4
I think we blew a nose wheel tyre. Request holding position.
我认为我们的前轮爆胎了，申请原地等待
494
698
4
We heard an explosion from the cabin. Request to stop climb.
我们在客舱内听见爆炸声，请求停止爬升
495
161
4
Line up and wait. Understand one aircraft to depart from A2.
进跑道等待，明白有飞机从 A2 离场
496
631
4
We made the go around because the GPWS warning was triggered.
我们复飞是因为出发了近地警告系统
497
98
4
Expect departure at 49, start up at own discretion, QNH 1004.
预计离场时间 49 分，开车时间自己掌握，QNH1004
498
29
4
Cancel SID, track direct to LLK, climb to and maintain FL110.
取消标准离场，直飞 LLK，爬升并保持高度层 110
499
252
4
50 miles right of track approved, when able, proceed direct TB.
可以向右偏离航迹 50mile，如可能，直飞TB
500
628
4
We no longer have airspeed and altitude on our primary displays.
我们的主显示器上没有空速和高度的显示了
501
753
4
Request immediate one eighty turn to the right due volcanic ash.
由于火山灰，请求立即右转 180 度
502
848
4
Does the flight path of the unknown aircraft converge with ours?
这个不明航空器的飞行路线与我们汇聚吗？
Many passengers have suffered from smoke inhalation. Request medical
services.
许多乘客遭遇烟雾吸入，请求医疗援助
Continue approach Runway 36R, maintain visual separation with preceding
traffic.
继续进近，跑道 36R，与前机保持目视间隔
2
9
503
452
4
Our cabin rate of climb has red-lined. Request immediate descent.
我们的座舱上升率已经到达红线，请求立即下降
3
0
Proceed to AK, hold as published, expect approach clearance at 30
飞往AK，按公布航图等待，预计进近许可 30 分
504
369
4
505
372
4
506
528
4
Request descent to 10000 feet to ventilate the aircraft due smoke.
由于烟雾，请求下降到 10000 英尺使飞机得到通风。
507
850
4
We have traffic indication at 2 o’clock, 300 feet above our level.
我们有冲突飞机显示在 2 点钟方位，高于我们的高度层 300 英尺
508
358
4
Cleared VOR approach Runway 36, followed by circling to Runway 18.
可以VOR 进近，跑道 36，然后盘旋着陆跑道 18
509
483
4
Our Airline policy does not allow us to perform CAT IIIC approach.
我们的公司政策不允许我们执行IIIC 类进近
510
623
4
We cannot extend the left landing gear. Request foaming the runway.
我们不能放出左起落架，申请在跑道上喷洒泡沫
511
393
4
Request lose time en route due landing delay at destination airport.
由于目的地机场落地延误，请求在航路上消耗时间
512
709
4
We have a “Wind-shear Ahead” warning. Request to delay our approach.
我们收到 “前方风切变”的告警信息，请求推迟进近
513
797
4
Request offset 10 miles left to avoid the reported strong downdraft.
请求向左偏离航道 10 英里以避让报告的下沉气流
514
598
4
We performed the go-around because we had a ground proximity warning.
我们执行了复飞是因为出现了近地警告
515
501
4
Request diversion to the nearest suitable airport due AC BUS failure.
由于交流汇流条失效，请求备降到就近合适机场
516
84
4
Recleared to destination via B213,WHA, R343, rest of route unchanged.
重新允许经由B213， WHA，R343 飞往目的地，剩余路线不变。
517
503
4
We have a problem with the aircraft battery. Request priority landing.
我们的飞机电瓶有问题，请求优先着陆
518
641
4
We made the go-around because the radio altimeter triggered flare mode.
我们复飞了是因为无线电高度表触发了拉平模式
519
615
4
Cockpit oxygen cylinder pressure is low. Request to return for landing.
驾驶舱氧气瓶压力低，请求返航
520
272
4
Traffic indication at our 1o’clock, 4 miles, same altitude, converging.
显示飞机活动在 1 点钟方向，4 英里，相同高度，正在汇聚
521
146
4
After departure, turn left heading 190, Runway 24R, cleared for takeoff.
起飞后，左转航向 190，跑道 24R，可以起飞
Holding northwest of W VOR FL120, what is the delay for
approach? W VOR 台，西北等待，高度 12000 英尺，请问进近
的延误情况
522
53
4
Position OBLIK at 0646, maintaining FL310, estimating ZF 0658, WUH next.
当前位置OBLIK，当前时间 0646， 保持高度 310， 预计到达ZF 时间为 0658，
下一位置WUH
523
862
4
We overran the runway end. We are evacuating. Request emergency services.
我们冲出了跑到头，正在撤离，请求紧急服务
524
300
4
Cleared straight-in ILS approach Runway 24, descend to 3000 feet, QNH1011.
可以直接盲降进近，跑道 24，下降到 3000 英尺，QNH1011
525
495
4
526
329
4
Our data-link has malfunctioned. Request re-release the flight plan by
voice.
我们的数据链故障了，申请话音重新发布飞行计划
Precision radar approach Runway 27 heading 260, descending to 2500 feet,
QNH1014.
精密雷达进近，跑道 27， 航向 260，下降到 2500 英尺，QNH1014
527
633
4
Our ADS-B transmitter appears to be malfunctioning. Terminating
further ADS-B transmissions.
我们的ADSB 发射机似乎出现故障，停止继续使用ADSB 发话
528
722
4
Request a general heading of 050 due to multiple cells ahead.
请求平均航向 050 由于前方有多个雷暴单体
529
864
4
We will reach our minimum fuel if we are delayed any further.
如果延误情况继续下去，我们将达到最低油量
530
295
4
Right heading 040 until passing FL70 then track direct to BK.
右转航向 040 直到通过高度层 70，然后直飞BK
531
558
4
Request climb for dumping fuel and vectors to the fuel dump zone.
请求爬升进行应急放油，雷达引导至放油区域。
532
777
4
Request a remote apron for parking our aircraft due bomb on board.
由于机上有炸弹，请求将飞机停在远机坪
533
502
4
We are not supplying power to our DC BUS. Request priority landing.
我们不再为直流汇流条供电，申请优先着陆
534
455
4
We are now depressurized and will fly a more shallow descent profile.
我们现在遭遇失压，需要以较平缓的下降剖面飞行
535
867
4
We are declaring fuel emergency. Request priority landing Runway 03R.
我们正宣布紧急油量，请求优先着陆跑道 03R
536
870
4
The military aircraft is commanding us to land at the airfield below.
这架军用机指示我们在下面的机场着陆
537
477
4
We have lost our flight plan after a flight management computer reset.
由于飞行管理计算机重新设置，飞行计划丢失
538
567
4
The backup hydraulic system is operational but we still want to divert.
备份液压系统工作，但我们仍然需要改航
539
593
4
We made the go around because we exceeded the vertical deviation limit.
我们复飞是因为我们超出了纵向偏离限制
540
522
4
The APU is still on fire. We are evacuating. Request emergency services.
APU 仍然起火，我们正在撤离，请求紧急服务
541
581
4
I had to abort takeoff because I didn’t receive any airspeed indication.
我不得不中断起飞，因为我无法看到任何速度指示
542
535
4
We cannot fully extend the flaps. Request the longest runway for landing.
我们不能完全放出襟翼，申请使用最长的跑道落地。
543
467
4
Our navigation accuracy is low. Request to climb to minimum safe altitude.
我们的导航精度低，请求爬升到最低安全高度
544
482
4
We do not meet GPS approach requirement due to flight crew qualifications.
由于飞行员资质原因，我们不符合 GPS 进近要求
545
486
4
We are unable to conform to the noise abatement procedure due performance.
由于性能原因，我们不能遵守降噪程序
546
800
4
Request immediate one-eighty turn to the right due to possible hail ahead.
由于前方可能会有冰雹，请求立即右转 180 度。
547
884
4
Did the previous controller tell you about our problem during radar handoff?
前面的管制员有没有在雷达移交时把我们的情况告诉你？
548
637
4
We made an overshoot because our ADS-B indicated a possible runway incursion.
我们复飞了是因为，ADSB 显示可能会有跑道入侵
549
872
4
We are being escorted towards the national boundary by two military aircraft.
我们正被两架军用机护送至国境线
550
636
4
551
844
4
552
831
4
553
852
4
554
396
4
Our ADS-B has malfunctioned. Is there any weather advisory at our
destination?
我们的ADSB 故障了，请求目的地机场天气报告
The cabin crew have used up all the portable extinguishers. Request
diversion.
乘务员已经用完了所有的手提式灭火器，请求备降
The air marshal is searching the aircraft interior for any suspicious
articles.
空保正在搜查飞机内部的任何可疑物体
We have a possible traffic conflict ahead. Request radar vectors for
avoidance.
我们前方可能会有交通冲突，请求雷达引导避让
Request parallel offset from current airway for 30 minutes due icing
condition.
由于结冰条件，请求平行偏离当前航路
555
494
4
556
657
4
Our satellite phone is unserviceable. We are unable to call company
operations.
我们的卫星电话故障了，无法联系公司运控部门
We are expediting descent to enable a windmill startup. Request further
descent.
我们正加速下降，为使风转启动发动机，请求进一步下降
557
857
4
558
686
4
We have injuries resulting from our TCAS maneuver. Request ambulance on
arrival.
TCAS 机动导致部分旅客受伤，请求救护车到场
Engine Number One has a temperature problem. Request holding to perform
checklist.
一号发动机温度有问题，请求等待以完成检查单
Many passengers are suffering from smoke inhalation. Request medical
559
448
4
560
460
4
assistance on arrival.
很多旅客遭遇烟雾吸入，请求医疗援助在到达时准备就绪
The avionics ventilation is unserviceable. Request diversion to the
closest suitable airport.
电子通风故障，请求改航到就近合适机场
561
719
4
We won’t have to deviate if you allow us to climb to FL430.
如果你能允许我们爬升到FL430， 我们就不用偏航了
562
667
4
We are at bay15. We have an APU fire. Request fire services.
我们在 15 停机位，APU 起火，请求消防服务
563
384
4
Descend to and maintain FL 270. Do not exceed Mach number decimal 79.
下降并保持高度层 270，不要超过马赫数 0.79
564
403
4
Passing POU at 43, maintaining FL310, estimating MLT at 55, next NLD.
在 43 分通过POU， 保持高度层 310， 预计 55 分到达MLT，下一航路点NLD
565
705
4
We are encountering clear ice. Request immediate right turn to heading 130.
我们遇到了明冰，请求立即右转航向 130
566
423
4
Cleared to leave A1 via BKM VOR, maintain FL230 while in controlled airspace.
准许经由BKMVOR 台离开A1，在管制空域保持高度层 230
567
18
4
568
443
4
569
83
4
570
676
4
The cockpit windshield has cracked. Request descent to FL220.
驾驶舱风挡裂了，请求下降到高度层 220
571
589
4
We made the go around due to map drift on our navigation display.
我们复飞是因为导航显示上的地图漂移
572
712
4
We are unsure of our position due heavy fog. We are holding position.
由于浓雾，我们没法确定当前位置，请求原地等待
Right heading 330, descending to 3000 feet, cleared for ILS approach Runway
36R.
右转航向 330，下降到 3000 英尺，可以盲降进近，跑道 36 右
All our air conditioning packs have malfunctioned. Request rapid descent
to MEA .
全部的空调组件均已故障，请求快速下降到最低航路高度
Recleared to destination via ZF01 Departure, Runway 36R, rest of clearance
unchanged.
重新许可经由ZF-01 标准离场程序飞往目的地，跑道 36R，其余许可不变
573
271
4
We have traffic at our 12 o’clock, 5 miles, 500 feet below, climbing.
我们有冲突活动，在 12 点方位，无英里， 低于我们 500 英尺，正在爬升
574
673
4
We had a smoke warning from the forward cargo hold. We are evacuating.
我们的前货舱有烟雾警告，我们正在实施紧急撤离
575
476
4
The DME indication is not correct. Confirm the DME is still in service.
DME 显示不正确，证实DME 还在运行中
576
67
4
Cleared to exit the hold, fly direct to ML. Contact Approach on 128.35.
可以离开等待，直飞 ML，联系进近 128.35
577
746
4
Runway is covered with patches of ice. Braking action is medium to poor.
跑道被大片结冰覆盖，刹车效应较差
578
513
4
There was a fire from the avionics bay. Request radar vectors for final.
航电设备舱起火，请求雷达引导至五边
579
785
4
My apologies for the level deviation. We were caught in a strong updraft.
抱歉高度偏离了，我们遇到了强上升气流
580
557
4
We are too heavy for landing. Request fuel-dump at the fuel dumping area.
我们的着陆重量过重，请求在放油区域应急放油。
581
251
4
Your radar vector appears to be taking us to the prohibited area, confirm.
雷达引导似乎把我们带入禁飞区，证实
582
832
4
Some explosives were discovered behind a panel near the back of the cabin.
客舱后部的一块面板后面发现了一些爆炸物
583
488
4
Our VHF number One receiver has failed. We are no longer monitoring 121.5.
我们的甚高频 1 号接收机失效，不再守听 121.5
584
134
4
Behind Boeing747 passing left to right, taxi to holding point A1 Runway 24.
在从左向右通过的波音 747 后，滑行至 24 号跑道A1 等待点
585
487
4
We are not qualified for CAT IIIB approach and auto-land. Request diversion.
我们不具备IIIB 类进近和自动着陆资格，请求改航
586
762
4
We are stopping taxi. The boarding bridge is not at its designated position.
我们停止滑行了，登机桥不在指定位置
587
563
4
We are near the freezing temperature of jet fuel. Request descent to FL 390.
喷气发动机燃油接近冰点温度，请求下降到高度层 390
588
579
4
Our pitot static heating system has failed. We might have an altitude error.
我们的皮托静压加温系统故障，我们可能会有高度误差
589
685
4
We have a low oil pressure warning from engine Number Two. Request diversion.
我们的二号发动机出现了滑油压力警告，请求备降
590
877
4
Confirm we are being vectored to fly overhead the airport for right downwind.
证实我们正被雷达引导飞越机场加入右起落三边
591
456
4
Request descent rate less than 500 feet per minute due to unpressurized
cabin.
由于客舱失压，请求下降率小于 500 英尺每分钟
We have smoke coming from our avionics bay. We are disembarking the
passengers.
我们的航电设备舱出现烟雾，我们正在撤离旅客。
592
527
4
593
561
4
594
573
4
595
607
4
596
605
4
597
678
4
598
713
4
599
544
4
600
632
4
601
643
4
602
608
4
The oil temperature is higher than normal. We are monitoring other engine parameters.
滑油温度高于正常值，我们正在监控其他发动机参数
603
735
4
We were struck by hail. Our airframe is severely damaged. Request emergency services.
我们被冰雹击中了，我们的机身严重受损，请求紧急服务
604
597
4
Request to climb to minimum safe altitude due to malfunction of navigation computers.
由于导航计算机故障，申请爬升到最低安全高度
605
674
4
We have a cargo smoke warning. We are disembarking passengers. Request fire
services.我们有货舱烟雾警告，我们正在让旅客下飞机，请求消防车
606
780
4
We cannot get good climb profile due engine problems. Request maintain runway
heading.由于发动机问题，我们不能获得良好的爬升剖面，请求保持跑道航向
607
539
4
Request vectors for long final. We are controlling the airplane with mechanical backup.
请求雷达引导至长五边，我们正用机械备用设备操纵飞机
We are indicating fuel filter clog. Request descent and to maintain high
speed.
我们显示有燃油过滤阻塞，请求下降并保持大速度。
We still have only one hydraulic system. Request the longest runway for
landing.
我们仍然只有一套液压系统，请求最长跑道着陆。
Our oil pressure reading is lower than normal. Request hold at present
position.
我们的滑油压力读数低于正常值，请求原地等待
We are having abnormal engine indications. Request to reduce speed to 250
knots.
我们的发动机显示不正常，请求减速到 250 节
Neither of us can see through our windshield. Does your airport permit
auto-land?
我们机长副驾驶都无法通过风挡看清，你机场允许自动着陆吗
We had a rapid airspeed decay due turbulence. Request immediate descent to
FL390.
由于颠簸，我们的空速出现快速衰减，请求立即下降到高度层 390
We have a problem with fuel temperature. Request holding position on the
taxiway.
我们的燃油温度有问题，请求在滑行道上原地等待。
We have to recalibrate our instruments. Request to level off and maintain
heading.
我们需要重新校准仪表，申请改平飞保持航向
Our weather radar has malfunctioned. What is the highest available level for cruise?
我们气象雷达故障了，最高可用巡航高度是多少？
608
609
639
531
4
Our airspeed is unreliable. Request climb to minimum safe altitude to perform checklist.
空速显示不可靠，请求爬升到最低安全高度以完成检查单
4
Our flight control computers are not functioning well. We are having difficulty
maintainin level flight, unable RVSM.
我们的飞行控制计算机运转不正常，我们保持平飞有问题，不能在RVSM 空域飞
行
610
680
4
Our engine control has malfunctioned. We cannot get much thrust. Request immediate
descent.我们的发动机控制故障，无法获得较大推力，请求立即下降
611
894
4
Not ready for immediate takeoff due possible wake turbulence from departing heavy
aircraft.由于刚起飞的重型机可能会产生尾流，我们尚未准备立即起飞
612
784
4
My apologies for the deviation due the wrong altitude setting. Request further
instructions.
抱歉，由于高度设置错误偏离航道，请求下一步指令
613
741
4
Request holding instructions.We’ll attempt another approach when the rain showers
become lighter.申请等待指令，当阵雨减弱我们将尝试重新进近
614
479
4
We need to reconfigure the flight management computers for approach. Request holding
instructions.进近前我们需要重新设置飞行管理计算机，请求等待指令
Cleared to destination, BK02 RNAV Departure, initially 3000 feet, departure frequency
125.4, squawk 3311.
615
87
4
616
836
4
We are evacuating on the runway. Be advised the bomb is still on board.
我们正在跑道上撤离，注意炸弹仍在飞机上
617
584
4
We have a master caution. I will notify you if a diversion is required.
我们有一个主警告灯亮了，如果需要改航我会告知你。
618
435
4
At 150W(west) contact San Francisco Radio, primary 3494, secondary 11342.
在西经 150 度联系旧金山无线电台，主高频 3494，备份高频 11342
619
898
4
Are you banning us from entry because of our airline or our aircraft type?
你禁止我们飞入是因为我们公司还是我们的机型？
620
642
4
Our weather radar has failed and we are in IMC. Request return for landing.
我们气象雷达失效了，我们在仪表气象条件下飞行，请求返航。
621
582
4
We have an error in our airspeed. Request to climb to minimum safe altitude.
空速有误差，请求爬升到最低安全高度
622
825
4
There is a stand-off in the cabin. Some of the hijackers are carrying blades.
客舱内陷入僵局，一些劫机犯拿着刀片
623
787
4
We were not informed of a frequency change. I will now monitor your frequency.
我们未被告知改变频率，我现在将守听你的频率
624
835
4
A bomb has exploded and the cabin is full of smoke. Request emergency descent.
炸弹爆炸，客舱满是烟雾，请求紧急下降
625
622
4
We have exhausted all options. We will land without the nose gear fully locked.
我们已经尝尽所有选项，我们将会在前轮没有完全锁住的情况下着陆
准许飞往目的地机场，BK02 号 RNAV 离场，起始爬升高度 3000 英尺，离场频率
125.4，应答机编码 3311
626
418
4
Descending to FL60, maintain VMC FL90 to FL70, report traffic in sight at FL80.
下降到高度层 60， 在高度层 70 和90 之间保持目视气象条件，在高度层 80 看见活
动飞机报告
627
811
4
We have an 8-month old infant with head injuries. Request ambulance on arrival.
我们有个 8 个月大的婴儿头部受伤，请求救护车到场
628
703
4
We made a diversion due to reports of freezing rain at our original destination.
由于原先目的地机场有冻雨报告，我们备降了
629
691
4
Engine Number Three has smoke coming out of the pylon section. We are evacuating.
三号发动机吊架部位出现烟雾，我们正在撤离
630
198
4
Thicker patches of fog exist further along the runway. RVR significantly reduced.
跑道后端有浓雾，跑道视程显著减少
631
711
4
We have received information of a new volcanic eruption. Will it affect our route?
我们收到关于火山爆发的最新信息，这是否会对我们的航路构成影响？
632
526
4
We have smoke coming from our avionics bay. We are evacuating. Request fire trucks.
我们的航电设备舱冒烟了， 我们正在撤离，请求消防车
633
572
4
Request the longest runway and vectors for a wide downwind due to hydraulic failure.
由于液压失效， 请求最长的跑道， 雷达引导至宽三边
634
695
4
Our left engine has ingested FOD. We are shutting down engines and holding position.
我们的左发吸入外物损坏，我们正在关断发动机并原地等待
635
512
4
We had an electrical fire from the galley, now extinguished. Request return to land.
我们的厨房电力起火，现在已经扑灭， 请求返航
636
480
4
We are now flying with basic navigation due to systems failure. Request radar vectors.
由于系统失效，我们正在使用基本导航飞行， 请求雷达引导
637
490
4
All of our VHF transmitters have failed, now transmitting on HF radio. Please respond.
所有的甚高频发射机都失效了， 现在使用高频无线电发话， 请回答
638
801
4
We have three serious and five minor injuries on board. Request ambulances on arrival.
我们机上有 3 个重伤员 5 个轻伤员，请求救护车到场
639
383
4
Climb to and maintain FL310. Maintain Mach number decimal 81 or greater until BKM
VOR.
爬升并保持 FL310， 保持马赫数点 81 或更大 直至 BKM VOR
640
644
4
Our weather radar has failed. How did the preceding aircraft deviate from the weather?
我们的天气雷达失效了， 前机是怎样绕飞天气的
641
772
4
Our cabin crew will direct all passengers to stay outside the runway after evacuation.
我们的乘务员将指挥所有乘客在撤离之后留在跑到外面
642
412
4
Request clearance to enter controlled airspace northeast of BKM VOR at FL240 at time
43.
请求许可在 43 分 FL430 BKMVOR 台的东北方向 进入管制空域
4
Cleared to destination airport via DAPRO, flight planned route, FL240, join A1 at
FL240.
允许经由DAPRO 飞行计划航路 飞往目的地 FL240,在 FL240 加入A1
643
420
644
808
4
A pregnant passenger is in severe pain. Request priority landing and ambulance on
arrival.
一名孕妇发生了剧痛，请求优先着陆和救护车到场
645
478
4
We need a few minutes to reprogram the flight management computers. Request radar
vectors.我们需要几分钟对飞行管理计算机进行重新编程， 请求雷达引导
646
630
4
Our inertial reference system has failed, unable GPS approach. Request ILS or VOR
approach.
惯性基准系统失效了， 不能GPS 进近， 请求ILS 或者VOR 进近
647
805
4
We have a hostage situation. Request stair vehicles on standby to disembark the
passengers.我们有人质劫持情况， 请求客梯车待命 以便让旅客下机
4
We have a hijack situation on board. Can our destination airport provide armed
intervention?
我们的机上有劫机情况，我们的目的地机场能提供武装干预吗
4
We have a problem with yaw damping. The aircraft is oscillating severely. Request
diversion.
我们的偏航阻尼有问题， 飞机剧烈的摇摆，请求备降
648
649
818
541
650
585
4
Some of our instruments are not indicating correctly. Request level off to perform
checklist.
部分仪表不能正确的显示， 请求改平飞去做检查单
651
752
4
A Pilot overflying reported seeing virga above the runways. Request to terminate our
approach.一个正在飞越机场上空的飞行员报告说 看见了雨幡，请求终止进近
652
804
4
A stressed passenger attempted to open an emergency exit. Request airport security on
arrival.一个闹情绪的旅客试图打开紧急出口， 请求机场安保到场
4
We have conflicting traffic at eleven o’clock, 8 miles, climbing. Request vectors for
avoidance. 我们有一个冲突的飞机在 11 点方向， 相距 8 英里， 请求雷达引导以
避让
653
654
600
595
4
We have autopilot disconnection. We are no longer RVSM qualified. Request leaving
RVSM airspace.
我们的自动驾驶断开了， 我们不再具备 RVSM 的资质， 请求离开RVSM 空域
655
519
4
We cannot extinguish the engine fire. Request priority landing and emergency services
on arrival.
我们不能扑灭发动机火情，请求优先着陆和紧急援助到场
656
469
4
Inertial reference system has failed. We are navigating on raw data. Request
conventional approach.
惯性基准系统失效了， 我们正在使用原始数据导航，请求传统进近
657
720
4
The thunderstorms will last for about 40 minutes according to the weather update.
Request diversion.
根据最新的天气预报，雷暴将会持续大约 40 分钟， 请求改航
658
659
688
707
4
4
We have performed our procedures but engine vibration still exists. Request diversion.
我们已经执行了程序，但是发动机抖动仍然存在， 请求改航
We cannot continue holding in icing conditions. Request descent immediately and cancel
speed restrictions.
我们不能在积冰情况下继续等待，请求立即下降，取消速度限制
660
508
4
If there is no airport within 100 miles, we have to make a forced landing.
如果 100 英里以内没有机场，我们将不得不进行迫降
661
892
4
Sorry, there was a problem with my audio equipment. How do you read me now?
抱歉，我们的语音设备有问题， 你听我声音怎样
662
559
4
We need about 18 minutes to jettison fuel before coming in for the approach.
开始进近之前我们需要大约 18 分钟放油
663
554
4
We might have a fuel leak near the wing root. Request fire trucks on arrival.
我们可能在翼根附近漏油了， 请求消防车到场
664
529
4
We have emptied most of our fire extinguishers, but the cabin fire is still on.
我们释放了大部分灭火器，但是客舱的火仍然存在
665
863
4
We veered off the runway. We are evacuating near the runway and rapid exit J5.
我们偏出了跑道，我们正在跑道和快速脱离道口 J5 附近撤离
666
504
4
One of our transformers has failed. I’ll let you know if a diversion is required.
有一个变压器坏了，如果需要备降我会告诉你的
667
661
4
We are leaking bleed air. Request turn right heading 095 to avoid the icing area.
我们的引气正在泄露，请求右转航向 095,离开结冰区域
668
786
4
We used too much speed brakes and penetrated our level. Did we cause any conflict?
我们使用了过多的减速板导致穿透了我们的高度，我们刚才造成冲突了吗
669
447
4
We have unusual smell from air conditioning packs. Request stop climb at 7000 feet.
空调组件有异味，请求在 7000ft 停止爬升
670
841
4
Our cargo manifest shows that there are 80 kilograms of lithium batteries on board.
货物舱单上显示机上有 80kg 锂电池
671
851
4
We have a possible traffic conflict at 10 o’clock, converging with our flight path.
我们可能有飞机冲突，在 10 点钟方位，与我们的航迹汇聚
672
759
4
The NOTAM says this part of the taxiway is closed during this period, please verify.
航行通告说这部分滑行道在这段时间里关闭了，请核实
673
756
4
Lining up Runway 35. Runway lights are too bright. Request to dim the runway lights.
进跑道 35， 跑道灯太亮了，请求调暗跑道灯
674
444
4
We had a malfunction of one air conditioning pack. Request descent to a lower level.
有一个空调组件故障了，请求下降至较低高度
675
293
4
We are too low to the surrounding terrain. Confirm we are still being radar vectored.
我们过低于周围的地形，证实我们仍然被雷达引导
676
858
4
Some of the cabin crew are injured. They were serving meals during the TCAS
maneuver.
一些乘务员受伤了，TCAS 机动时，他们正在供餐
677
616
4
We are holding at present position. It appears one of the over-wing exits has unlocked.
我们正在原地等待，似乎有一个翼上紧急出口被打开了
678
401
4
Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest
unchanged.
爬升并保持高度层 290，重新许可直飞 BKMVOR，剩下的不变
679
71
4
After passing SY VOR, leave the hold on heading 250, cleared for VOR approach
Runway 06.过 了 SY VOR 之后，沿着航向 250 离开等待，可以VOR 近进，跑道 06
680
586
4
Two of our display units have failed. We are no longer RNP qualified. Request
diversion.
有两个显示器坏了，我们不再具备 RNP 的资格，请求备降
681
468
4
We have a navigation map shift, unable to perform the RNAV approach. Request radar
vectors.我们有导航地图漂移，不能执行RNAV 进近，请求雷达引导
682
524
4
A passenger ignited the lavatory waste bin. Advise the airport police to await our arrival.
一名乘客点燃了厕所的垃圾桶，告诉机场警察等待我们到场
4
We have a passenger with a suspected heart attack. Request diversion to a suitable
airport.
我们有名乘客有疑似心脏病，请求备降到合适机场着陆
4
We must descend immediately to exit icing conditions. Our right engine bleed air has
failed.
我们必须立刻下降以脱离结冰区域，我们的右发引气故障了
4
The tyres are deflated. We will have to hold at present position for maintenance
inspection.
轮胎漏气了，我们将原地等待机务检查
683
684
685
807
575
626
686
574
4
Our left engine anti-ice system has failed. Request immediate climb to leave the icing
area.
左发防冰故障了，请求立即爬升以脱离结冰区域
687
459
4
We have an avionics ventilation problem. The skin heat-exchangers and blower fan have
failed.我们有电子通风问题，蒙皮热交换器和通风扇坏了
688
556
4
We are evacuating. Advise emergency personnel that fuel odors are still present in the
cabin.
我们正在撤离，告诉紧急人员，客舱里仍然有燃油的味道
689
871
4
The military aircraft has made an abrupt maneuver indicating we may continue on this
heading.军用飞机突然机动，示意我们可以继续此航向
690
323
4
Reduce to minimum approach speed, turn right heading 230, cleared for ILS approach
Runway 27.
减速至最小进近速度，右转航向 230，许可ILS 进近，跑道 27
691
583
4
We have master warning lights in the cockpit. Request landing at the nearest suitable
airport.
驾驶舱里有主警告，请求就近合适机场着陆
692
537
4
Request high speed approach. Part of our flight control surfaces have separated from the
wing.请求高速近进，部分操纵面和机翼分离了
693
620
4
Our brakes have seized. The tyres might burst during touchdown. Request fire trucks on
arrival.刹车卡住了，接地过程中可能出现爆胎，请求消防车到场
694
656
4
Our APU bleed air malfunctioned during engine startup. We are calling the ground staff,
standby.发动机启动过程中APU 引气故障，我们正在呼叫地面人员， 稍等
695
829
4
The air marshal and passengers have restrained five suspects. The situation is now under
control.安全员和乘客制服了五名嫌疑犯，情况现在已经得到控制
696
314
4
Hold over BKM VOR at FL100, inbound track 280 degrees, left hand pattern, outbound
time 1 minute.
在 BKMVOR 上空高度层 100 等待， 入航航迹 280，左等待，出航时间 1 分钟
697
782
4
The center of gravity is disturbed. We will relocate passengers prior to approach.
Request holding.
重心被干扰了，进近前我们将重新安排旅客的座位，请求等待
698
599
4
We have conflicting traffic at one o’clock, 6 miles, descending. Request heading 130 for
avoidance.
我们有冲突的飞机，在 1 点钟方位，相距 6 英里，正在下降，请求航向 130 以避让
699
726
4
We made the go-around because strong convective currents on short final made our
approach unstable.
我们复飞了， 因为短五边上的下沉气流使我们的近进不稳定
700
701
445
79
4
4
We have lost electrical power to the cabin air compressor. Request immediate descent to
10,000 feet.我们失去了客舱空气压缩机的电源，请求立即下降到 10000ft
Cleared to destination via ZAM, flight planned route, D03 Departure, cruising level 230,
squawk 3763
可以经由 ZAM 计划航路飞往目的地， D03 离场，巡航高度 230， 应答机 3763
702
779
4
We have veered off the runway due asymmetric thrust. We are evacuating. Request
emergency assistance.由于推力不对称，我们偏出了跑道，我们正在撤离，请求紧急服
务
703
645
4
We do not have that route in our database. Which heading should we maintain for now？
我们数据库里没有那个航路，我们应该保持什么航向？
704
743
4
We have observed blowing sand in the vicinity of the airport. How long will this last?
我们观察到机场附近有扬沙，这将会持续多久？
705
471
4
The ILS signal seems to be very unstable. Did any other pilot report a similar situation?
盲降信号似乎非常不稳定，有其他飞行员报告类似情况吗？
706
533
4
The aircraft has a tendency to roll to the right. I need additional airspace to maneuver.
飞机有向右滚转的趋势， 我需要额外的空域机动
4
We cannot shut off the fuel dump valve. Request radar vectors for short final, Runway
17.
我们不能关断放油活门，请求雷达引导至短五边，跑道 17
707
560
708
739
4
Request to cancel our approach. The runway is not long enough and there are water
patches.
请求取消近进，跑道不够长，而且有积水
709
717
4
I apologize for the level bust, but we needed the altitude loss to recover from wind-shear.
抱歉掉高度了，但是我们需要损失高度以改出风切变
710
506
4
We are operating with only the emergency generator. Request track direct to final,
Runway 26.
我们仅依靠紧急发电机运转，请求直飞五边，跑道 26
711
73
4
Cleared to LHR, hold at LHR as published. Maintain 8000 feet. Expect further clearance
at 18.
可以去LHR， 按公布的程序在 LHR 等待，保持 8000ft，预计下一步许可时间为
18 分
712
713
507
708
4
4
We are flying with batteries only. Is there any airport available within 25 minutes of
flying?
我们仅依靠电瓶飞行，有没有 25 分钟之内可以飞抵的机场？
We have a “Wind-shear Ahead” warning message. Request to delay takeoff or change to
another runway.
我们有一条“前方风切变”的警告信息，请求推迟起飞或者换另外一条跑道
714
475
4
The ILS signal was unstable. Request approach to another runway or request another
type of approach.
盲降信号不稳定 请求近进到另一条跑道，或者换另一仲进近方式
715
601
4
Traffic at our twelve o’clock, 10 miles, climbing. Should we expedite our descent to
cross altitudes?
飞机在我们的 12 点方位，正在爬升，我们应该加速下降穿越高度吗
716
647
4
We have a navigation malfunction. Request diversion to a suitable airport that has less
complex terrain.
我们有导航故障，请求备降到一个复杂地形比较少的机场
717
802
4
One passenger is having difficulty breathing. Request descent to a lower level to reduce
cabin altitude.
一名乘客有呼吸困难，请求下降到较低高度以减小座舱高度
718
778
4
We have had a tail strike. Request to stop climb at 3000 feet and return for landing.
我们遭遇了擦机尾，请求在 3000ft 停止爬升，并返航
719
511
4
We have cut off the electrical system to the cabin and the onboard fire is under control.
我们已经切断了客舱的电力系统， 机上火情已经得到控制
720
672
4
Smoke is coming from the cabin floor. We are performing an evacuation. All slides have
been deployed.
客舱地板有烟雾冒出，我们正在撤离， 所有滑梯都已释放
721
671
4
We have an abnormal noise coming from one of our cabin doors. Request rapid descent
to 5000 feet.
一个客舱门有异常的噪音， 请求快速下降至 5000ft
5.第三部分
模拟陆空通话主要测试被测试人在与空中交通管制员进行常规和非常规陆空通话时是
否能够熟练使用 ICAO 的标准术语及通用英语进行通话，考查被测试人在模拟实际的工作环境中
运用语言的综合能力。该部分由 15 至20 个对话组成。模拟情景以虚拟的航图和航空公司呼号为背
景进行设置。该部分开始前，在被测试人电脑屏幕上显示与考试情景相关的背景信息，电脑播
放管制员指令和画外音，被测试人参照电脑屏幕上的画面，以飞行员角色进行模拟陆空通话，
每个对话被测试人有 30 秒钟回答时间。被测试人回答完毕后可以自行点击结束按钮，进入到下
一个对话；如回答时间超过30 秒钟，系统自动跳转到下一句。被测试人的口头回答由电脑自动录音。
考试结束后，评分员根据标准答案，从语言的发音、结构、词汇、流畅程度、理解能力等五个方
面进行语言能力等级评定，最高 6 级，最低 1 级。考试时间约 15 分钟。
该部分举出五份样题，有固定格式和回合套路。
1
A/C callsign: ACA909.
Departure Airport: Wuhan
Destination Airport: Beijing
Landing runway: 36R
Wuhan APP: 118.9
Wuhan CTL: 118.1
Wuhan TWR: 124.35
第 1 来回
[Your callsign is ACA909; your destination is Beijing, and you are leaving 1,200m and say good-bye to
Wuhan tower. Contact Wuhan Approach, and request to climb.]
1 P: Wuhan Approach, ACA909, leaving 1,200m, request further climb.
第 2 来回
C: ACA909, Wuhan Approach, good morning, radar contact, follow ZF-1D departure, climb to 1,800 m
on QNH 1013.
P: Follow ZF-1D departure, climb to 1,800 m on QNH1013, ACA909
第 3 来回
[You just reached 1,800 m, and you got some moderate chop at the level, inform the controller
about that and request 4,500 m.]
2 P: Wuhan Approach, ACA909, maintaining 1,800 m, we have encountered moderate turbulence,
request 4,500 m.
第 4 来回
C: ACA909, Approach, unable to approve 4,500 m due traffic, 3,900 m available
[Tell the controller that you want to climb to 3,900 m]
P: We accept 3,900 m, ACA909
第 5 来回
[Inform the controller that the weather radar shows a cumulonimbus on route ahead about 30 Km,
and your level is 3,900 m.]
3 P: Wuhan Approach, ACA909, maintaining 3,900 m; the radar indicates a CB ahead of us, about 30
km
第 6 来回
C: Roger, report your intentions.
[Tell the controller that you want radar guidance to go around the CB.]
4 P: Request radar vector to circumnavigate the WX ahead. ACA909
第 7 来回
C: ACA909, turn left heading 300.
P: Roger, turn left heading 300, ACA909.
第 8 来回
C: ACA909, now you are cleared of the wether
, climb to 4,500 m, turn right heading 030 to rejoin the ZF-1D departure.
[Acknowledge the controller’s instruction and tell him you want to fly to ZF directly from present
position.]
5 P: Roger, climb to 4,500 m. request direct to ZF. ACA909
第 9 来回
C: ACA909, cleared direct to ZF.
P: Roger, direct to ZF.
第 10 来回
C: ACA909, maintain 4,500 m, contact Wuhan Control on 118.1
P: Roger, maintain 4,500 m, 118.1, ACA909.
第 11 来回
[You are just over ZF, make an initial contact with Wuhan Control.]
P: Wuhan Control, ACA909, 4,500 m, over ZF.
第 12 来回
C: ACA909, Wuhan Control, radar contact, climb to 8,900 m
P: Roger, climb to 8,900 m, ACA909.
第 13 来回
[A flight attendant told you that there is a male passenger suffering a heart attack. Inform the
controller about that, and tell him you want to go back to Wuhan. This is an urgent call.]
6 P: Panpan, Panpan, Panpan, Wuhan Control, ACA909, we have a male passenger suffering heart
attack, request direct back to Wuhan.
第 14 来回
C: ACA909, Wuhan Control, roger Panpan. Turn right direct to ZF, and descend to 4,200 m.
P: Roger, descend to 4,200 m, direct to ZF, ACA909.
第 15 来回
C: ACA909, do you need any medical assistance?
[Tell the controller that you need a physician and an ambulance upon landing or after landing. ]
7 P: We need an ambulance and a physician upon arrival. ACA909
第 16 来回
C: Roger, an ambulance and a physician will be ready.
C: ACA909, Wuhan Control, maintain 4,200 m, contact Approach on 118.9
P: Maintain 4,200 m, Approach 118.9, ACA909
第 17 来回
[Inform Wuhan Approach that you have a passenger suffering heart attack, and request landing
priority. .]
8 P: Wuhan Approach, ACA909, we have a passenger suffering heart attack, request priority landing.
第 18 来回
C: ACA909, Wuhan Approach, Roger radar contact, follow ZF-1A arrival, and descend to 1,800 m on
QNH 1013. Information D is valid.
[Readback the controller’s instruction, and ask the detail of information D because you could not
receive the information on the radio.]
9 P: Roger, follow ZF01A arrival; descend to 1,800 m on QNH 1013. can you repeat the ATIS being
unable to pick up on the radio
第 19 来回
C: ACA909, Approach, surface wind 350 degrees at 3 m/s, visibility 8 Km, ILS approach runway in use
36R, QNH 1013 Hpa.
P: Surface wind 350 at 3 m/s, visibility 8 Km, ILS approach runway in use 36R, QNH 1013 Hpa. ACA909
第 20 来回
[Inform the controller that you want to land at runway 18L visually to save time.]
10 P: Approach, ACA909, request to make a visual approach and land for runway 18L to save time.
2
A/C callsign: BAW203.
Departure Airport: Wuhan
Landing runway: 36R
Wuhan APP: 118.9
Wuhan CTL: 118.1
Wuhan TWR: 124.35
第 1 来回
[Your callsign is BAW203.You are just over ZF}
C: BAW203, Wuhan approach, climb and maintain 4,800 m, contact Wuhan Control on 118.1.
P: Climbing 4,800 m, and contact Wuhan Control on 118.1. BAW203
第 2 来回
[Make an initial contact with Wuhan Control, ask for 8,900 m]
2 P: Wuhan Control, BAW203, 4,800 m maintaining, request climb to 8,900 m.
第 3 来回
C: BAW203, Wuhan Control, radar contact, climb to 7,500 m, expect 8,900 m at 16.
P: Climb to 7,500 m, BAW203
第 4 来回
[Inform the controller that you have encountered severe Clear Air Turbulence, and ask for 8,900 m.]
3 P: Wuhan Control, BAW203, we have encountered severe turbulence, request 8,900 m.
第 5 来回
C: Roger, climb to 8,900 m
P: Climb to 8,900 m, BAW203
第 6 来回
C: BAW203, Wuhan Control, is there any damage to the aircraft or are there any passengers injured
[Tell the controller that there isn’t any aircraft damage, and the purser told you that passengers are
OK.]
4 P: There isn’t any damage to the aircraft, and the purser reported that the passengers are just fine.
第 7 来回
[Inform Wuhan Control that you have just been told an old passenger has been seriousely injured
5 P:Wuhan Control, BAW203, we have just told that an old man on board has been seriously injured.
第 8 来回
C: BAW203, roger, report your intention.
[Tell the controller that you want to land at Wuhan airport.]
P: BAW203,we would like to land at Wuhan airport.
第 9 来回
C: BAW203, turn left direct to ZF and descend to 5,100 m.
P: Turn left direct to ZF and descend to 5,100 m. BAW203.
第 10 来回
C: BAW203, do you need any assistance.
[Inform the controller that you need an ambulance and first aid on arrival.]
6 P: We will need an ambulance and first aid on arrival
第 11 来回
C: BAW203, maintain 5,100 m, contact Wuhan Approach on 118.9
P: Roger, maintain 5,100 m, contact Wuhan Approach on 118.9, BAW203
第 12 来回
[Make an initial contact with Wuhan Approach; inform the controller that you have an injured
passenger on board
7 P: Wuhan Approach, BAW203, 5,100 m maintaining, over ZF. We have an old passenger on board
injured
第 13 来回
C: BAW203, Wuhan Approach, radar contact, follow ZF-1A arrival; descend to 2,700 m on QNH 1017,
information C.
[Readback the controller’s instruction, and inform controller that you have received the information.]
8 P: ZF-1A arrival, descend to 2,700 m on QNH 1017; we have received information C. BAW203.
第 14 来回
C: BAW203, descend to 900 m, expect ILS approach runway 36R.
[Readback the controller’s instruction. And tell the controller that the passenger has died]
P: BAW203, descend to 900 m, ILS approach runway 36R. BAW203.the old passenger has died.
第 15 来回
C: BAW203, roger, reduce speed to 200 knots, turn left heading 030
P: Reduce speed 200 knots; turn left heading 030, BAW203
第 16 来回
C: BAW203, intercept the localizer of runway 36R, report established.
P: Intercept the localizer of runway 36R, BAW203
第 17 来回
[Inform the controller you have captured the localizer.]
9 P: Approach, BAW203, ILS established.
第 18 来回
C: Roger, cleared ILS approach runway 36R, 13 Km from touch down, radar service terminated,
contact Wuhan Tower on 124.35.
P: Cleared ILS approach runway 36R, Wuhan Tower, 124.35. BAW203
第 19 来回
[Later, you cannot see the runway at decision altitude during the approach, inform tower controller
that you need to make another approach.]
10 P: Wuhan Tower, BAW203, we are going around, no visual contact with the ground.
3
A/C callsign: AFR782.
Destination Airport: Wuhan
Landing runway: 36R
Wuhan APP: 118.9
Wuhan CTL: 118.1
Wuhan TWR: 124.35
第 1 来回
[You are the pilot of AFR 782 which is bound for Wuhan. You have just been handed over from
Guangzhou Control, you are over DAPRO at time 35 and your level is 9500m, call Wuhan Control.]
1 P: Wuhan Control, AFR782, good morning, DAPRO at 35 at 9500m, .
第 2 来回
C: AFR782, Wuhan Control, radar identified, descend to 5100m before reaching LKO.
P: Descend to and maintain 5100 meters before LKO, AFR782.
第 3 来回
[Now you are over LKO at 5100m, you have copied the latest ATIS K, call Wuhan Approach Control.]
2 P: Wuhan Approach, AFR782, maintaining 5100 meters, passing LKO with information K.
第 4 来回
C: AFR782, Wuhan Approach, radar contact, follow LKO-1A Arrival, descend and maintain 3300 meters
on QNH1004.
P: LKO-1A Arrival, descend to and maintain 3300 m on QNH 1004 , AFR782.
第 5 来回
[You,ve recieved a report from the flight attendant saying that there is smoke coming from the
lavatory. You think it may develop into, fire, so you declare distress to the ATC..]
3 P: MAYDAY MAYDAY MAYDAY, Wuhan Approach, AFR782, flight attendant reported smoke coming
out from the lavatory, request priority landing and emergency services.
第 6 来回
C: AFR782, Wuhan Approach, roger MAYDAY, turn right heading 040, descend to 2100m, radar vector
to ILS approach runway 36R, you have first priority.
P: Roger, right heading 040, continue descent to 2100 m, ILS runway 36R, AFR782.
第 7 来回
[As the captain of the flight, you may want to make a passenger address. The ‘PA’ may include: don’t
be panic, remain seated, the flight crew are experienced, ATC assistance is available to us, etc.]
4 PA: Ladies and gentlemen, this is your captain speaking. Fasten your seatbelt and remain seated.
Don’t worry. Believe us, we are a very experienced flight crew, and we can control this situation. And
air controller is ready to help us.
第 8 来回
C: AFR782, Wuhan Approach, what is the situation on board now? Keep us advised.
[You are grateful for the reminding, report to ATC that more smoke accumulated in the passenger
cabin and the passengers are coughing hard.]
5 P: AFR782, thanks. The smoke is becoming more and more dense in the passenger cabin and the
passengers are coughing more and more .
第 9 来回
C: AFR782, Wuhan Approach, continue to descend to 1200m on QNH 1005, fire services and
ambulance will be with you upon your landing.
[You are required to readback the clearance and show your gratitude.]
6 P: Descend to 1200m on QNH 1005, AFR782, thank you very much.
第 10 来回
[Now you report to ATC that you have already removed the dense smoke, two aged people and one
baby are nearly suffocated, others are not seriously harmed.]
7 P: Wuhan Approach, AFR782, we have removed the dense smoke, but we have two aged people and
one baby are suffering smoke, others are not seriously harmed.
C: Roger, we’ll relay this information to the parties concerned.
第 11 来回
C: AFR782, descend to 900 meters, expect ILS approach runway 36R, you are number 1.
P: Descend to 900 meters, ILS runway 36R, AFR782.
第 12 来回
[You have fully established on the ILS runway 36R and your position is 12km from touchdown, call
Wuhan Approach.]
8 P: Wuhan Approach, AFR782, established ILS runway 36R, position 12km from touchdown.
第 13 来回
C: AFR782, continue approach and contact tower 118.6, good day.
P: 118.6, good day, AFR782.
第 14 来回
[Now contact Wuhan Tower, report to ATC that you are 11km from touchdown on final and you are
emergency landing aircraft.]
9 P: Wuhan Tower, AFR782, 11 km on final, confirming we have declared emergency ..
第 15 来回
TWR: AFR782, radar identified, continue ILS approach runway 36R, you are no. 1, report outer marker.
P: Will call outer marker, AFR782.
第 16 来回
[Now you are over outer marker, call Wuhan Tower.]
P: Wuhan Tower, AFR782 at outer marker.
第 17 来回
TWR: AFR782, cleared to land runway 36 R, wind 340 degrees at 9 m/s, QNH 1005.
P: Cleared to land 36R on 1005 AFR782.
第 18 来回
(Later)…
GRD: AFR782, taxi to No.5 Apron via taxiway E3, A, A8, the fire services and medical teams are waiting
for you on the apron.
[You are required to readback the clearance and show your gratitude.]
10 P: Taxi to No.5 Apron via taxiway E3, A, A8, thank you very much, AFR782.
4
A/C callsign: CSN342.
Airport: Wuhan
Landing runway: 36R
Wuhan APP: 118.9
Wuhan CTL: 118.1
Wuhan TWR: 124.35
第 1 来回
[Your callsign is CSN342。You are just over ZF and maintaining 4,500 m. you are about to enter the
Area Control airspace.
[Make an initial contact with Wuhan Control. .]
1 P: Wuhan Control, CSN342, over ZF, maintaining 4,500 m. （得分点 1）
第 2 来回
[Ask Wuhan Control for 8,900 m]
2 P: Wuhan Control, CSN342, request climb to 8,900 m.
第 3 来回
C: CSN342, Wuhan Control, radar contact, climb to 7,500 m, expect 8,900 m at time 16.
P: Climb to 7,500 m, CSN342
第 4 来回
[Inform the controller that you have encountered a severe Clear Air Turbulence, and ask for 8,900 m.]
3 P: Wuhan Control, CSN342, we have encountered a severe Turbulence, request 8,900 m.
第 5 来回
C: Roger, CSN342, climb to 8,900 m
P: Climb to 8,900 m, CSN342
第 6 来回
C: CSN342, Wuhan Control, is there any damage to the aircraft or any passenger injuries?
[Tell the controller that there isn’t any aircraft damage, and the purser told you that passengers are
OK.]
4 P: CSN342, there isn’t any damage to the aircraft, and the purser reported that the passengers are
just fine.
第 7 来回
[Inform Wuhan Control that you have just received an anonymous call saying there is a bomb on
board your aircraft]
5 P: Wuhan Control, CSN342we have just received an anonymous call saying there is a bomb on board
our aircraft.
第 8 来回
C: Roger, report your intentions.
[Tell the controller that you wish to land at Wuhan airport.]
P: CSN342,request to land at Wuhan airport.
第 9 来回
C: CSN342, roger, turn left direct to ZF and descend to 4,800 m.
P: Turn left direct to ZF and descend to 4,800 m. CSN342.
第 10 来回
C: CSN342, do you need any assistance.
[Inform the controller that you need a bomb disposal squad on landing, and you will use the
emergency slides to deplane the passengers.]
6 P: CSN342, we will use the emergency sliders for evacuation, and we need a bomb disposal squad on
arrival.
第 11 来回
C: CSN342, maintain 4,800 m, contact Wuhan Approach on 118.9
P: Roger, maintain 4,800 m, contact Wuhan Approach on 118.9, CSN342
第 12 来回
[Make an initial contact with Wuhan Approach; inform the controller that you have received an
anonymous call saying there is a bomb on board your aircraft, and you are returning to Wuhan.]
7 P: Wuhan Approach, CSN342, maintaining 4,800 m, over ZF. We have received an anonymous call
saying there is a bomb on board our aircraft, and we are turning back to land at Wuhan airport.
第 13 来回
C: CSN342, Wuhan Approach, radar contact, follow ZF-1A arrival; descend to 2,700 m on QNH 1017,
information C.
8 P: ZF-1A arrival, descend to 2,700 m on QNH 1017; we have received information C. CSN342.
第 14 来回
C: CSN342, descend to 900 m, expect ILS approach runway 36R.
P: Descend to 900 m, on ILS approach runway 36R. CSN342.
第 15 来回
C: CSN342, reduce speed to200 knots, turn right heading 330
P: Reduce speed to 200 knots; turn right heading 330, CSN342
第 16 来回
C: CSN342, intercept the localizer of runway 36R, report established.
P: Intercept the localizer of runway 36R, CSN342
第 17 来回
[Inform the controller that you have captured the signal of the localizer.]
9 P: Approach, CSN342, ILS established.
第 18 来回
C: Roger, CSN342, cleared ILS approach runway 36R, 13 miles form touch down, radar service
terminated, contact Wuhan Tower on 124.35.
P: Cleared ILS approach runway 36R, Wuhan Tower, 124.35. CSN342
第 19 来回
[Latter, you cannot see the runway at decision altitude during approach, inform tower controller that
you need to make another approach.]
10 P: Wuhan Tower, CSN342, we are going around, no visual contact with the ground.
5
A/C callsign: CCA105.
Departure Airport: Wuhan
Destination Airport: Guangzhou
Landing runway: 36R
Wuhan APP: 118.9
Wuhan CTL: 118.1
Wuhan TWR: 124.35
第 1 来回
[You are the pilot of CCA105 and now waiting for ATC clearance.]
C: CCA105 is cleared to Guangzhou, flight planned route, cruising level 9,200 m, LKO-1D departure,
squawk 2052, contact Wuhan Approach on 118.9 when airborne.
[The tower controller’s voice is disturbed, and you didn’t hear the words after “9,200 m”, ask the
controller to repeat the latter part of the instruction.]
1 P: Wuhan Tower, CCA105, say again after 9,200 m.
第 2 来回
C: CCA105, cruising level 9,200 m, LKO-ID departure, squawk 2052, contact Wuhan Approach on 118.9
when airborne..
P: Cleared to Guangzhou, flight planned route, cruising level 9,200 m, LKO-1D departure, squawk 2052,
contact Wuhan Approach on 118.9 when airborne. CCA105
第 3 来回
[You have completed the relevant checklist. Ask the tower controller to let you to start your engine.]
2 P: Tower, CCA105, request startup.
第 4 来回
C: CCA105, startup is approved, report when ready for taxi.
P: Roger, starting up , CCA105. call you ready for taxi
第 5 来回
[Now you are ready to taxi out, ask the tower controller for taxi instructions.]
P: Tower, CCA105, request taxi
第 6 来回
C: CCA105, taxi via taxiway A7 and A to holding point of runway 36R
P: Taxiway A7 and A to holding point of runway 36R, CCA105
第 7 来回
C: CCA105, hold position, traffic 10 o’clock, approaching you from your left
[Acknowledge the instruction, and inform the controller that you have seen the traffic]
3 P: Roger, stopping, traffic in sight, CCA105.
第 8 来回
[Later, you are approaching the active runway 36R, ask the tower controller for permission to enter
the runway.]
4 P: Tower, CCA105, approaching runway 36R, request line up.
第 9 来回
C: CCA105, line up and wait.
P: Lineup and wait, CCA105.
第 10 来回
C: CCA105, cleared for takeoff, runway 36R
P: Roger, taking off, CCA105
第 11 来回
[(This is a night operation). When you are rolling out, your speed has just reached VR, you suddenly see
a slow moving object ahead of you; it is crossing the runway from left to right. You pull back and rotate
to avoid the traffic, and you felt a shake from the nose gear. You get airborne at time 23, and report
the accident to Wuhan Approach.]
5 P: Wuhan Approach, CCA105, airborne at time 23, we must be hit by something during takeoff.
第 12 来回
C: CCA105, Wuhan Approach, radar contact, is there any damage to the aircraft? Report your
intentions.
[Tell the approach controller that you want to land at Wuhan airport, and you don’t know about any
damage.]
6 P: Approach, CCA105, we want to land at Wuhan airport, and we are not sure about any damage.
第 13 来回
C: CCA105, roger, do you want to hold and have a check?
[Tell the controller that you do want to hold and check]
P: Affirm, CCA105.
第 14 来回
C: Roger, CCA105, climb to 900 m on QNH 1011, turn left direct to DA, and hold over DA.
[Readback the controller’s instruction]
P: Climb to 900 m on QNH 1011, turn left direct to DA, and hold over DA. CCA105.
第 15 来回
[Inform the controller that you found out that there is something wrong with the nose gear. Tell the
controller you need to dump fuel before landing.]
7 P: Approach, CCA105, we have something wrong with the nose gear; we have to dump fuel
before landing.
第 16 来回
C: Roger, CCA105, climb to 2,100 m on QNH, turn left heading 130, radar vector to the dumping area.
P: Roger, climb to 2,100 m on QNH, and turning left heading 130, CCA105.
第 17 来回
[Later, inform the controller that you have finished the fuel dumping and want to be radar guided to
Wuhan airport.]
8 P: Approach, CCA105, fuel dumping completed, request radar vector to Wuhan.
第 18 来回
C: CCA105, descend to 900 m, turn right heading 290, radar vector for the ILS approach runway 36L.
P: Descend to 900 m, turn right heading 290, ILS approach runway 36L. CCA105.
第 19 来回
C: CCA105, do you need any assistance upon landing?
[Tell the controller that you are going to make a landing without nose gear, you need fire trucks and a
foamed runway]
9 P: We are going to land without the nose gear; we need fire trucks and a foamed runway.
CCA105.
第 20 来回
C:Roger CCA105, , foamed runway and fire trucks will be ready upon landing
P: Roger, CCA105.
第 21 来回
C: CCA105, reduce speed to 180 knots
P: Reducing speed to180 knots, CCA105.
第 22 来回
C: CCA105, turn left heading 330 to intercept the localizer for runway 36L, report established.
[Readback the controller’s instruction]
P: Left heading 330 to intercept the localizer of runway 36L, call you established CCA105
第 23 来回
[Inform the controller that you have captured the localizer.]
10 P: Approach, CCA105, ILS established.
第 24 来回
C: Roger, CCA105,cleared ILS approach runway 36L, 13 miles form touch down, radar service
terminated, contact Wuhan Tower on 124.35.
P: Cleared ILS approach runway 36L, Wuhan Tower on 124.35. CCA105
6.第四部分
根据国际民航组织 Doc.9835 号文件要求，飞行人员语言能力测试必须包括口语能力测试。
PEPEC 口语能力面试（Oral Proficiency Interview，即 OPI）是一种基于计算机视频的、面
试员与被测试人之间的半直接考试（即面试员与被测试人以电脑为媒介进行视频和发音连线，
从而完成口语考试任务）
。OPI 主要测试被测试人的英语听力理解能力和口语表达能力。从语言的发
音、结构、词汇、流畅程度、理解能力以及应对能力六个方面，对被测试人的英语能力从最高的
6 级到最低的 1 级进行评估。被测试人点击电脑屏幕上的“Start to interview”按钮，提出
面试请求，面试员看到被测试人请求后，点击其屏幕上的“开始面试”按钮，实现双方的电脑
音频和视频连线，正式进入考试状态。完成面试后，被测试人点击其电脑屏幕下方的“Finish
interview”按钮，结束考试。
OPI 考试分为四个阶段，即准备阶段、等级初评阶段、等级评定阶段以及结束阶段。OPI 面试员
根据不同测试阶段的测试要求，进行由浅入深的提问。各个阶段的考试要求如下：
准备阶段：时长约 1 至2 分钟。被测试人通过回答简单的日常英语问题，了解并适应面试员的
语音语调，准备进入下一阶段的考试。
等级初评阶段：时长约 5 至6 分钟。通过被测试人对航空专业相关问题的回答，初步评估其基
本的语言等级。
等级评定阶段：时长约 6 至 7 分钟。OPI 面试员就屏幕显示图片及某一航空专业相关话题，
进行深层次的专业提问，便于被测试人专业英语水平的进一步发挥，以便在初步评估等级的基础
上，对被测试人英语水平进行确定或进行更高等级语言能力的评估。
结束阶段：时长约 1 至2 分钟。OPI 面试员通过较为简单的问话，放松被测试人心情， 结束
口语能力面试考试。
考试时间约为 15 分钟。
OPI部分分为两个大模块：图片描述和口语问答
This airport might be located 位于 on an island 岛屿.
It is cloudy 多云的. You can see the beach 海滩 and the sea here.
There are three men standing on the beach. They must have been swimming in the
sea. It seems that they are watching the plane landing.
It is a B747 which belongs to 属于 France 法国 airliner. The aircraft is going to land
because it has a full flaps and slats and the landing gear is down, but it’s too close
to 离。。近 the ground maybe even 更加，甚至 below the glide slope 下滑道. I
think it is very dangerous 危险的.
I can also see some buildings 建筑物 not far away 不远处. They may be some
airlines or some kind of stations.
If I am one of the three men, I would have run away 逃离 because it is a little bit 有
一点 dangerous to stand near the airport.
This is a picture taken in a cockpit 座舱. The plane is about to land in the airport.
You can see the runway in front of the aircraft. Maybe there is a minor 较小的
wind on the ground because there’s an angle 角度 between the aircraft track and
the long final track.
I can see the wave on 挥手示意。。前进 the seaside 海边..
The first officer has a ring 戒指 on his third finger 无名指. Maybe he has married 已
婚的.
Now he is controlling the plane and the captain is enjoying 享受 the views 风
景 .Maybe he wants to buy a house here. Far away from the urban 都市 areas,
there was covered by a lot of mountains 山 with many plants 植物.
You can see this is a coast 海岸 city full of high buildings.
It is big and beautiful.
This is Halifax airport.' The forests 森林，丛林 are located near one side of the
runway.
We can see many aircrafts on the runway but few aircraft parking 停放 on the gate.
They must be forced to land after 9.11. I think just one runway is operating 运营的，
操作的 now. There’s no long taxi way which parallels 平行 the runway. So I think
it might be difficult to taxi to the runway.
Here is the terminal 航空站，末端的 building and the apron.这里是航站楼和停机
坪
People in the terminal building must be very busy right now（立即，此刻）. The 9.11
must have caused many problems to the passengers. But there are still many cars
on the parking area maybe people are looking forward to 期望，盼望 picking up 得
到 their friends.
This is an abnormal situation. The aircraft is A320 which belongs to 属于 jet 喷气
飞机 Blue airline. It is just landing on the runway 25L because it has the full flaps
and slats. And we can see fire comes out from nosewheel 前轮. I think maybe
there’s something wrong with its nosewheel.
When it stopped, it may need some ground assistance or maybe the crew will
execute 执行，完成，履行 the emergency evacuation 撤离，疏散 procedure.
There're two Australian 澳大利亚 aircrafts behind the hangar.飞机库，飞机棚
As far as I know, jetblue is a big American 美国人，美国的 airline company.航空公
司
This kind of incident may be caused by 由。。引起，所致 nosewheel jammed.
This is Kaitek airport in Hong Kong.
This picture may be taken in another aircraft behind the landing plane.
Maybe there’s a strong wind 大风，强风 on the ground and the aircraft landed
firmly 坚固地，坚决地 with one-side wheels touching the runway. When landing,
spoilers 损坏者，抢夺者 are fully extended. It has an angle with the runway center
line. And I can see the smoke coming from the right main gear .Maybe the right
side engines has been damaged.
It might be caused by the strong wind or the wrong control. The aircraft on the left
side may be going to take off.
This picture may be taken on a mountain.山，山脉，大量的
You can see many buildings 建筑物，楼房 near the airport.
The airport is close to 靠近，接近 the sea and the runway extends to the sea. There
are some ships 船 at the sea.
The aircraft is going to land and now it is making a steep 过分的，夸张的，险峻的，
侵泡 turn to align 使成一线 the runway.
I think it is very difficult for pilots to control the airplane to land safely especially 尤
其地，主要地，异常地，显著地 in a bad weather. In the picture, we can see one aircraft is
taxiing to the holding point and another one is taxiing on taxi way.
This is a B747-200 which belongs to Saudi 沙特阿拉伯 Airline. The weather is fine
but it might be very bad a few days ago.
The incident must have happened a few days ago because there's no ambulance
services around.
The plane was probably 大概，很可能 in the process 过程 of landing or taking off,
because of the bad weather or some mechanical 机械的，体力的，手工操作的
troubles, it ran out of the runway and stopped at the ditch.沟渠，壕沟
We can see the nose and nose gear are damaged. Some mechanics are standing
behind the right engines. I guessed 猜，推测 during take-off, the runway was very
slippery 滑溜的 and the captain wanted to reject 拒绝，抛弃，放弃 but the aircraft
was too heavy. So he could not stop the airplane on the runway. Another reason
was that the captain still wanted to land in the heavy rain 大雨. Maybe it’s too high
to over the threshold 门槛，入口 of the runway. So he could not land on the
normal landing area.
I can see some police 警察，警察部门 cars are around the aircraft. Now the
weather is good but maybe the weather was not good during the aircraft were
approaching and landing few hours before.
The incident might happen one or two days ago because the aircraft was covered
by snow on the fuselage（飞机的）机身
And there's no ambulance around.
It was probably caused by the bad weather or maybe the runway was covered by
snow or patches 块，碎片 of ice, the braking action was poor so the plane skied of
the runway. Some passengers might be injured.
One of the engines and some parts of slats and the nose gear are damaged. Some
people are checking the aircraft maybe they want to find something.
This incident may happen either 两者之一 in taking-off or landing process 过程.
I can see the weather is quiet good, visibility is more than 10 km.. It is a big and
beautiful airport.
One aircraft is waiting for the clearance 空隙，间隙，放行证 to enter the runway. I
can see the tail strike on the runway and some smoke coming from the tail. The
APU must be damaged. I think the aircraft maybe have some troubles with control
system, The captain wants to make a flapless landing but it is quiet difficult to do
that. Another reason is during takeoff the captain sees something on the runway
he wants to rotate 旋转，轮换，交替 earlier 早期的 but the aircraft is too heavy, so
he can not pull up the aircraft under this situation.
目录
Lesson 1 Hydraulic System .............................................................. 66
Lesson 2 Pressurization ................................................................... 67
Lesson 3 Electrical System ............................................................... 68
Lesson 4 Flight Control System ........................................................ 69
Lesson 5 Air Conditioning System and Oxygen System ................ 71
Lesson 6 Fuel and Fuel Policy........................................................ 72
Lesson 7 Engine Problems ............................................................... 74
Lesson 8 Communication............................................................... 75
Lesson 9 Cockpit.............................................................................. 78
Lesson 10 Navigation ..................................................................... 79
Unit 2 Weather .................................................................................. 81
Lesson 11 Cumulonimbus and Thunderstorm .............................. 81
Lesson 12 Turbulence ...................................................................... 82
Lesson 13 Icing Conditions ............................................................ 83
Lesson 14 Lightning Strike ............................................................ 84
Lesson 15 Wind Shear ..................................................................... 85
Lesson 16 Low Visibility ................................................................ 86
Unit 3 Flight phases and Flight Procedures ......................................... 87
Lesson 17 Preflight Preparation .................................................... 87
Lesson 18 Files and Manuals ........................................................... 88
Lesson 19 ATIS ................................................................................ 90
Lesson 20 Ground Movement ........................................................ 91
Lesson 21 Aborted Takeoff ............................................................ 92
Lesson 22 Emergency Descent ....................................................... 93
Lesson 23 Emergency Landing ...................................................... 94
Lesson 24 Emergency Evacuation ................................................. 95
Lesson 25 Flow Control and Delays............................................... 96
Lesson 26 Diversions ...................................................................... 98
Lesson 27 Conflicting Traffic and TCAS ............................................ 99
Lesson 28 Flight Training ................................................................101
Unit Four Personnels and Human Factors............. Ошибка! Закладка не
определена.
Lesson 29 Cabin Crew ..................................................................103
Lesson 30 CRM .............................................................................104
Lesson 31 Health Problems...........................................................106
Lesson 32 Air Security ....................................................................107
Lesson 33 Passenger Problems .....................................................110
Unit Five Miscellous ........................ Ошибка! Закладка не определена.
Lesson 34 In-flight Fire ...................................................................111
Lesson 35 Bird Threat .....................................................................113
Lesson 36 Structural Damage .........................................................114
Lesson 37 Tail Strike .......................................................................114
Lesson 38 Emergency Equipment ...................................................115
Lesson 39 Other Topics ................ Ошибка! Закладка не определена.
Lesson 40 Daily Topics ....................................................................116
Lesson 1 Hydraulic System
Key Words and Expressions
hydraulic system 液压系统
hydraulic pressure 液压压力
hydraulic fluid
液压油
hydraulic fluid leak 液压油泄露
hydraulic failure
液压失效
aircraft units
飞机组件
landing gear
起落架
undercarriage
起落架
nose gear
前起落架
main gear
主起落架
low pass
touch and go
belly landing
foam carpet
flaps
brakes
steering
jammed
thrust reverser
低空通场
接地连续
机腹着陆
泡沫毯
襟翼
刹车
转向
卡阻
反推装置
OPI
Q1: What’s the function of hydraulic system?
Hydraulic system is used to provide hydraulic power/pressure to
operate/control aircraft units such as landing gear, flaps, brakes, steering and
so on.
Q2: Which aircraft units are related to hydraulic system?
There are many aircraft units operated by hydraulic system, such as landing
gear, nose wheel steering, brakes and flight control surfaces (ailerons,
elevators, rudder, flaps, slats).
Q3: How many hydraulic systems are there in your aircraft?
I fly C172, there is no hydraulic system. But I know there are three hydraulic
systems in A320, blue system, yellow system and green system.
Q4: What are the possible consequences of hydraulic failure?
There are many aircraft units operated by hydraulic system. If there is hydraulic
failure, they may not work. For example, during landing, the landing gears
can’t be extended, we may have to make a belly landing. Besides, we can’t
extend the flaps, the landing speed will be higher and the landing distance will
be longer.
Q5: If one of the hydraulic systems fails, will it affect flight safety?
As I know, there are three hydraulic systems in A320/B737. If one of them fails,
we can switch to other working hydraulic system. They can provide hydraulic
power, too, so it won’t affect flight safety.
Q6: If there is hydraulic fluid leak, what will you do?
If there is hydraulic fluid leak before flight, we will report it to mechanics for
check. If there is hydraulic fluid leak during flight, we will report our situation to
ATC and request emergency landing, then we will follow checklist to check the
aircraft units such as landing gear, flaps, brakes and steering.
Lesson 2 Pressurization
Key words and Expressions
Pressurization
Cabin altitude
高度
Cabin pressure differential
压差
Cabin rate of climb
爬升率
Outflow valve
活门
Bleed air leak
泄露
Pack problem
件问题
Structural damage
损坏
Depressurized
的
Unpressurized cabin
的客舱
Cabin decompression
失压
Cabin depressurization
失压
Slow depressurization
增压
座舱
座舱
座舱
外流
引气
(空调)组
结构
失压
失压
客舱
客舱
压
Rapid depressurization
快失
压
Explosive depressurization
爆炸
性失压
Symptoms of hypoxia
缺氧
症状
Lose consciousness
失去
意识
Unconscious passenger
失去意识
的乘客
Emergency descent
紧急
下降
Immediate descent
立
即下降
Initiate emergency descent
启动紧
急下降
Oxygen masks
氧气面
罩
Descent rate
下降
率
Rate of descent
下
降率
慢失
OPI
Q1: Why does the aircraft need pressurization system?
Pressurization is used to adjust cabin altitude and make persons on board safe
and comfortable. Without pressurization above 3000m, the persons on board
will suffer from hypoxia, decompression sickness and so on.
Q2: When will decompression happen during flight?
There are many situations in which decompression will happen. First,
mechanical problem such as outflow valve malfunction may cause
decompression. Second, air conditioning/pack problems/bleed air problems
may cause decompression. Third, structural damage such as damage to the
doors or windows may cause depressurization. Besides, there are some other
reasons for depressurization.
Q3: Which is more dangerous, slow depressurization or rapid depressurization?
I think, slow depressurization is more dangerous. It may be caused by small
and slow air leak. In this situation, the pilots may not notice/find it and get
incapacitated.
都说一下
Q4: what are the possible consequences of depressurization?
There are many possible consequences of depressurization. First, the pilots may
lose consciousness due to lack of oxygen; second, the passengers may feel
uncomfortable, get injured or even lose their lives; third, it may cause structural
damages to the aircraft or total loss of the aircraft.
Q5: What will you do if you encounter depressurization during flight?
First, we will put on the oxygen mask. Second, we will make an emergency
descent to a safe altitude. Third, we will report our situation and intention to
ATC and request emergency services.
Q6: What is the safe altitude of decompression?
The safe altitude for decompression is below 3000 meters.
Q7: Is emergency descent is the only way to solve pressurization problem?
I think we can follow the checklist to solve the pressurization problems. But
emergency descent is the safe way to solve the pressurization problem.
Lesson 3 Electrical System
Electrical system
Electrical power
Generator
Emergency generator
机
Transformer
器
AC bus
条
DC bus
条
Battery
Key words and Expressions
电气系统
Electrical failure
电气系统
电气动力
失效
发电机
Electrical fire
电气系统
应急发电
起火
Short circuit
短路
变压整流
Fire on board
机上失火
Lightning strike
雷击
交流电汇流
Loss of communication
通讯失效
Navaid display malfunction 导航显示
直流电汇流
失效
Identify the faulty circuit
识别故障
蓄电瓶
线路
Circuit breaker
Switch/turn off
Cut off
Divert
Endurance
跳开关
关掉
切断
备降
(电气)续
航能力
Divert to the nearest suitable airport
备降到最近合适机场
OPI
Q1: What are the functions of electrical system?
Electrical system is used to provide electrical power to essential systems, flight
instrument and passenger services.
Q2: If you encounter electrical failure during flight, what will you do?
First, we will identify the faulty circuit. Second, we will shut off the
non-essential electrical loads. Third, we will report our situation to ATC and
request radar vector to the nearest suitable airport. Finally, we will land as soon
as possible.
Q3What reasons may cause electrical system to fail during flight?
There are many reasons for electrical failure. First, engine/generator failure
may cause electrical failure. Second, lightning strike may cause electrical failure.
Third, fire on board may cause electrical failure. Besides, there are some other
reasons for electrical failure.
Q4: What kind of problems may be caused by electrical system failure?
If there is electrical failure, first, it may cause digital flight instrument failure.
Second, it may cause loss of communication and navigation. Third, it may cause
fire on board.
Q5: If you encounter navaids display failure because of electrical power, what are
you going to do?
If there is navigation display malfunction, we will use standby instrument and
request radar vector.
Lesson 4 Flight Control System
Key words and Expressions
Control surfaces
操纵面
Primary flight control surfaces 主操纵
面
Secondary flight control surfaces 辅操
纵面
Aileron
副翼
Elevator
升降
舵
Rudder
舵
Flaps
Slat
Spoilers
板
方向
襟翼
缝翼
扰流
Speedbrakes
板
Control wheel
盘
Control column
杆
Side stick
Rudder pedal
减速
舵脚蹬
Yaw damper
阻尼仪
Roll
Pitch
Yaw
Autopilot
驾驶仪
操纵
操纵
侧杆
方向
偏航
滚转
俯仰
偏航
自动
OPI
Q1: Can you name some of the control surfaces? /Can you tell me something about
flight control surfaces?
Yes, flight control surfaces consist of primary flight control surfaces and
secondary flight control surfaces. The primary flight control surfaces include
ailerons, elevators and rudder. The secondary flight control surfaces include
flaps, slats, spoilers and trim tabs.
Q2: What are the positions/locations of them?
The ailerons and flaps are located on the wings of the aircraft. The elevators
and rudder are located on the tail of the aircraft.
Q3: What are the functions of those flight control surfaces?
The ailerons are used to control the roll. Elevators are used to control the pitch.
The rudder is used to control the yaw. The flaps are used to increase the lift
during takeoff and increase drag during landing.
Q4: What are the possible reasons to cause the aircraft out of control?
There are many possible reasons for loss of control. First, significant system
failure such as hydraulic failure, engine failure, flight control failure may cause
the aircraft out of control. Second, human errors such as flight management
errors may cause the aircraft to lose control. Third, bad weather conditions
such as thunderstorm, lightning strike, clear air turbulence may cause loss of
control. Besides, there are some other reasons for loss of control.
Q5: During flight, if your aircraft is out of control, what will you do?
If the aircraft is out of control during flight, I will try to recover from loss of
control. Then I will report our situation to ATC and request emergency landing
at nearest suitable airport and emergency services.
Q6: What precautionary measures can you take to make sure your flight control
will be fully functional during flight?
In order to ensure the flight controls are fully functional during flight, during
preflight inspection, we will walk around the aircraft and check the flight
control surfaces. During taxiing, we will complete the taxiing checklist to
ensure the flight controls are functional. We will rotate the control wheel to
check the ailerons, push and pull the control column to check the elevators and
press the pedal to check the rudder.
Q7: What are the basic flight control limitations of your aircraft?
I fly C172. The maximum altitude is … meters. The maximum takeoff weight
is … pounds. The maximum speed is … knots.
Q8: What are the possible consequences if flaps are jammed during approach
phase?
If flaps are jammed during approach, the landing speed will be higher, we will
need a longer runway to stop the aircraft, or we will run out of runway.
Q9: How can you make a successful landing without flaps?
First, we will reduce the weight of the aircraft and reduce the landing speed.
Second, we will reduce power to idle. Third, we will use maximum brakes and
reverse thrust to stop the aircraft on the runway.
Lesson 5 Air Conditioning System and Oxygen
System
Key words and Expressions
Air conditioning system 空调系统
Air conditioning pack
空调组件
Warm air
暖气
Cool air
冷气
Malfunction
故障
Unusual smell
异味
Rapid descent
Oxygen system
Oxygen supply
Oxygen masks
Depressurization
Fire on board
快速下降
氧气系统
氧气供给
氧气面罩
失压
机上失火
OPI
Q1: What are the functions of air-conditioning system?
Air conditioning system is used to provide cool air and warm air to adjust the
temperature and make persons on board safe and comfortable.
Q2: If air-conditioning system fails, will it affect flight safety?
If the air conditioning system fails, the temperature will be too high or too low
and the pressurization system may be out of work, so it will affect flight safety.
Q3: Will you return for landing or continue flight if air-conditioning system fails?
If the air conditioning system fails during takeoff, we will return to land because
if the air conditioning system fails, the temperature will be too high or too low
and the pressurization system may be out of work, it may affect flight safety.
Q4: Can you introduce oxygen system of your aircraft?
The oxygen system is used to provide oxygen supply to persons on board in
case of emergency. As I know there are two oxygen systems: one for flight crew
and the other for cabin crew and passengers.
Q5: When does oxygen mask drop during flight?
If there is depressurization during flight, the oxygen masks will drop.
Q6: Under what conditions do you use oxygen masks?
First, if there is depressurization, we will use oxygen masks. Second, if there is
smoke or fire in the cockpit, we will use oxygen masks.
Lesson 6 Fuel and Fuel Policy
Key Words and Expressions
fuel quantity
燃油量
fuel policy
燃油政策
legal requirement 法定要求
contaminated fuel 污染燃油
fuel consumption 燃油消耗
fuel check
燃油检查
fuel economy
燃油经济性
refueling
加油
fuel efficiency
燃油效率
fuel dumping
放油
fuel efficient
燃油高效
fuel dumping procedure 放油程序
fuel shortage
燃油短缺
fuel dumping instruction 放油指令
fuel starvation
燃油耗竭
dump fuel
放油
run out of fuel
燃油用光
jettison fuel
放油
fuel emergency
燃油紧急情况
fuel dumping area/zone 放油区
minimum fuel
最低燃油
fuel temperature
油温
fuel filter
燃油过滤器
fuel leak
漏油
fuel tank
油箱
OPI
Q1: What are the factors that may influence fuel economy?
There are many factors that may affect fuel consumption/economy such as
weather conditions, airspeed, altitude, the weight of the aircraft, the pilot’s flight
skills and so on.
Q2: Does aircraft at high altitude consume more fuel? Why?
I don’t think aircraft at high altitude consume more fuel. The aircraft at high
altitude will produce more thrust with less fuel because the air density is thinner at
high altitude, so it will consume less fuel.
Q3: Do you think cruising at high altitude can reduce fuel consumption, and why？
I think cruising at high altitude can reduce fuel consumption. The aircraft at high
altitude will produce more thrust with less fuel because the air density is thinner at
high altitude, so it will can reduce fuel consumption.
Q4: Why is flying at high altitude more fuel-efficient?
Flying at high altitude is more fuel-efficient. The air density is thinner at high
altitude and the aircraft at high altitude will produce more thrust with less fuel
Q5: Do pilots have the responsibility of saving fuel?
I think pilots play an important role in saving fuel. Pilots can follow the company
rules or regulations to fly at economical/optimal altitude and speed. In this way,
the pilots can save fuel and reduce the cost of their airline.
Q6: What is your company’s fuel policy?
As I know, the airlines often encourage pilots to save fuel. The pilots who save fuel
will be rewarded. That is to say, if the pilots save fuel, they will get more money.
Q7: What can pilots do to save fuel?
There are many things the pilots can do to save fuel. First, pilots can follow the
company rules or regulations to fly at economical/optimal altitude and speed to
save fuel. Second, the pilots can avoid flying into the bad weather to save fuel.
Q8: What is the maximum fuel quantity that your aircraft can carry？
The aircraft I fly is C172/CJ1/A320/B737. The maximum fuel quantity it can carry
is … gallons（加仑）.
Q9: Tell me about the legal requirement for your aircraft fuel quantity?
The aircraft I fly is C172/CJ1/A320/B737. The maximum fuel quantity it can carry
is … gallons（加仑）.
Q10: What may cause fuel shortage on board?
There are many reasons for fuel shortage on board. First, fuel leak may cause fuel
shortage. Second, bad weather such as thunderstorm may cause long delays or
diversion, it may consume more fuel. Third, during preflight preparation, wrong
calculation of fuel consumption may cause fuel shortage on board, too.
Q11: Under what circumstances do you declare fuel emergency?
According to regulations, if the fuel endurance at 3000ft over destination airport is
less than 30 minutes, we will declare fuel emergency.
Q12: How do pilots calculate fuel endurance in flight?
We can calculate fuel endurance based on the full fuel and fuel used on the ECAM
or EICAS. Besides, we can calculate the fuel endurance based on the flight time and
the rate of fuel consumption.
Q13: Can you say some details of your aircraft fuel dumping procedures?
To dump fuel, we will report our intention to ATC and request fuel dumping
instruction, then we will fly to the fuel dumping area and commence fuel dumping.
When fuel dumping is completed, we will report it to ATC again.
Q14: Which area do you think fuel dumping is not allowed during flight? Why?
As I know, fuel dumping is not allowed over the cities and rivers because it may
cause air pollution or water pollution and it may influence people’s lives.
Q15: How would you report your fuel minimum situation to the ATC?
If we are in minimum fuel situation, we will report the situation to ATC like this,
“Wuhan Approach, CCA101, our fuel endurance is less than 45 minutes, request
priority landing at Wuhan Airport.”
Q16: According to the regulation, what does minimum fuel refer to?
According to regulations, if the fuel endurance at 3000ft over destination airport is
less than 45 minutes, we will declare minimum fuel.
Q17: What would be the consequence if contaminated fuel is used?
If contaminated fuel is used, it may cause engine problem such as engine flameout,
engine failure and engine surge. Besides, it may cause damage to the engine.
Q18: How do you do a fuel check before flight?
During walk around inspection, we will dump some fuel from the fuel tank and see
if the fuel is clean or not.
Q19: What should you pay attention to during refueling?(防火防电)
When refueling the aircraft, we will try to keep the aircraft from any flames or
open fire to avoid catching fire. We shouldn’t make telephone calls or smoke near
the aircraft.
Lesson 7 Engine Problems
Key Words and Expressions
engine failure
发动机失效
engine flameout 发动机熄火
engine fire
发动机起火
fail
失效
flame out
熄火
engine separated 发动机飞脱
engine disintegrated 发动机解体
engine surge
发动机踹振
engine vibration 发动机震动
engine parameters 发动机参数
EGT
排气温度
fluctuating
波动，不稳定
unstable
不稳定
oil pressure
滑油压力
fuel starvation
燃油耗竭
bird ingestion
吸鸟
bird strike
鸟击
volcanic ash
火山灰
restart the engine
重启发动机
OPI
Q1: If the engine disintegrated/separated from aircraft during flight, what will you
do?
If we encounter this situation, we will report it to ATC and request priority
landing and emergency services upon landing.
Q2: If you return for landing with an engine on fire, what will you do?
If we return for landing with an engine on fire, first, we will report our
situation to ATC and request priority landing and emergency services such as
fire services, medical services and so on. Second, we will discharge fire bottles
to put out the engine fire and shut off the fuel supply to the faulty engine. If
necessary, we will shut down the faulty engine
Q3: If one of your engines ingests foreign objects during takeoff, what procedures
should you follow?
If one of our engines ingests foreign objects before V1, we will reject/abort
takeoff and report it to the mechanics for check. If the speed is greater than V1,
we will continue takeoff and return for landing.
Q4: What will happen if the engine encounters the foreign objects?
If the engine encounters the foreign object ingestion, it may cause engine
vibration, engine failure or engine flameout. Besides, it may cause damage to
the engine.
Q5: What should you do if the engine ingests foreign objects during takeoff
rolling/initial climb/flight?
If the engine ingests foreign objects during If one of our engines ingests foreign
objects before V1, we will reject/abort takeoff and report it to the mechanics
for check. If the speed is greater than V1, we will continue takeoff and return
for landing. If the engine ingests foreign objects during flight, we will divert to
the nearest suitable airport.
Lesson 8 Communication
Key words and Expressions
Radio check
无线电检查
Readability
信号程度
1: unreadable
不清楚
2: readable now and then 可断续听见
3: readable with difficulty 能听清但很
困难
4: readable
清楚
5: perfectly readable
非常清楚
Loud and clear
非常清楚
Cut in and out
时断时续
Intermittent
时断时续
Loud background whistle 背景啸叫音
大
Jammed
（信号）卡
阻
Block
堵塞（频率）
Unstable
不稳定的
Weak
（信号）弱
的
Ways of communication
通讯方式
Voice communication
语音通讯
VHF radio
甚高频无线
电
HF radio
高频无线电
Data link
数据链
CPDLC
管制员飞行员数据链
通讯
SELCALL
选择呼叫系统
Transmitter
发射机
Receiver
接收机
Terminate
中止，停止
Transmitting blind
盲发
Communication failure
通讯失效
Radio failure
无线电失效
Squawk 7600
设置应答
机 7600
Effective communication 有效通讯
Communication quality
通讯质量
Misunderstanding
通讯失误
Miscommunication
通讯失误
Intercept an urgency call
截获紧急
呼叫
Intercept a distress call
截获遇险
呼叫
Relay the message
传递信息
OPI
Q1: When do you need to have radio check in your flight?
When we have initial contact with ATC, we will have radio check with ATC.
Besides, if the readability is below 3, we will check the radios.
Q2: How do you check radio? Please give me a detailed explanation?
When we are required to check the radios, we will follow the procedure like
the following, "Wuhan Ground, CCA101, radio check on 121.6, how do you
read me?" We will continue the procedure until it's loud and clear.
Q3: How do you carry out radio check?
When we are required to check the radios, we will follow the procedure like
the following, "Wuhan Ground, CCA101, radio check on 121.6, how do you
read me?" We will continue the procedure until it's loud and clear.
Q4: Have you ever encountered radio failure?
No, I have never encountered radio failure.
Q5: What would you do if you had radio failure?
First, we will squawk 7600 to indicate we have communication failure. Second,
we should follow the last instruction given by ATC. Third, we will follow the SOP,
recycle the radios and reestablish communication with ATC. If possible, we may
switch to emergency frequency 121.5.
Q6: What is your company’s procedures regarding radio failure?
First, we will squawk 7600 to indicate we have communication failure. Second,
we should follow the last instruction given by ATC. Third, we will follow the SOP,
recycle the radios and reestablish communication with ATC. If possible, we may
switch to emergency frequency 121.5.
Q7: During flight operations, who is responsible for radiotelephony communication
with ATC?
During flight, the pilot not flying is responsible for radiotelephony
communication with ATC.
Q8: What are some of the ways to communicate with ATC?
There are two ways to communicate with ATC: first, we can communicate with
ATC by radios such as HF radios and VHF radios. Second, we can
communication with ATC by data link.
Q9: What factors may affect effective communication between pilots and ATC?
There are many factors that may affect effective communication between
pilots and controllers. First, the radio equipment may affect effective
communication between pilots and ATC. For example, if there is radio failure
such as transmitter failure or receiver failure or two-way failure, it may cause
communication failure. Second, human factors may affect effective
communication between pilots and ATC. For example, if the pilots or
controllers don't use standard words and phrases, it may cause
misunderstanding or miscommunication.
Q10: What may cause misunderstanding when communicating with ATC?
There are many reasons that may cause misunderstanding when
communicating with ATC. First, if the transmission was jammed, it may cause
misunderstanding. Second, if the pilots or controllers don’t use standard words,
it may cause misunderstanding. Third, Poor English proficiency (熟练)may
cause misunderstanding, too.
Q11: Have you ever encountered misunderstanding in Radiotelephony
communication?
No, I have never encountered misunderstanding in radiotelephony
communication.
Q12: Have you heard of any incident caused by misunderstanding between the
pilot and the controller? Please share the story.
Yes, I have heard some accidents caused by misunderstanding between the
pilot and the controller. For example, once, the controller instructed the pilot
to “descend two four zero zero feet”, which means “descend two thousand
four hundred feet”, but the pilot misunderstood it as “descend to four zero
zero feet”. As a result, the aircraft crashed into the hill.
Q13: What can pilots do to improve communication
between
pilots
and
controllers?
To improve the communication between pilots and controllers, first, we should
check the radios to ensure they are working properly. Second, we should
follow the communication procedure, use standard words to avoid
misunderstanding between pilots and controllers. Third, we should speak
loudly and clearly.
Q14: What are the efficient ways to reduce misunderstanding with each other?
To reduce misunderstanding between pilots and controllers, first, we can check
the radios to ensure they are working properly. Second, we should follow the
communication procedure, use standard words to avoid misunderstanding
between pilots and controllers. Third, we should improve our English
proficiency.
Q15: How to avoid misunderstanding when communicating with ATC?
To reduce misunderstanding between pilots and controllers, first, we can check
the radios to ensure they are working properly. Second, we should follow the
communication procedure, use standard words to avoid misunderstanding
between pilots and controllers. Third, we should improve our English
proficiency.
Q16: How can you improve communication quality with ATC?
To improve the communication between pilots and controllers, first, we should
check the radios to ensure they are working properly. Second, we should
follow the communication procedure, use standard words to avoid
misunderstanding between pilots and controllers. Third, we should speak
loudly and clearly.
Q17: How do pilots cooperate with ATC to maintain the flight safety?
To maintain flight safety, we should keep good communication and
cooperation with ATC. First, we should follow ATC instructions. Second, if we
have some doubt about ATC instructions, we should confirm with ATC. Third, if
we encounter emergency situations, we can report ATC and request emergency
landing and emergency services
Q18: Are there any suggestions to ATC from a pilot point of view? What are they?
Yes, we have some suggestions to ATC. For example, first, the controller should
use standard words to avoid misunderstanding. Second, the controller should
keep good communication with pilots to ensure flight safety. Third, if the
aircraft is in emergency situations, the controllers should offer emergency
services to the aircraft.
Q19: When you are in trouble, how can you get help from ATC?
When we are in trouble, we will report it to ATC immediately and request
emergency service such as fire services, medical services and so on..
Q20: What are the differences between radiotelephony English and general daily
used English?
There are some differences between radiotelephony English and general daily
used English. In radiotelephony communication, we should use standard words
without misunderstanding. In daily used communication, we can use any
words and we can use body language to help understanding.
Q21: Do you think it’s difficult to communicate with ATC in English?
Yes, I think it’s easy to communicate with ATC in English in normal situations.
But in emergency situations, it’s a little difficult to communicate with ATC.
Lesson 9 Cockpit
Key Words and Expressions
cockpit
驾驶舱
flight deck 驾驶舱
conventional cockpit 传统驾驶舱
traditional cockpit 传统驾驶舱
modern cockpit 现代驾驶舱
glass cockpit
透明驾驶舱
computerized cockpit 计算机化驾驶
舱
flight instrument 飞行仪表
analog instrument 模拟仪表
dials and knobs
指针与旋钮
digital instrument 数字化仪表
electronic displays 电子显示屏
EFIS 电子飞行仪表系统
PFD 主要飞行显示
MFD 多功能显示
ND
导航显示
ECAM 电子中央飞机监控（空客）
EICAS 发 动 机 显 示 与 机 组 告 警 系 统
（波音）
flight controls
飞行操纵装置
control column 操纵杆
control wheel
操纵盘
side stick
侧杆
pedal
脚蹬
thrust lever
推力杆
flap lever
襟翼杆
OPI
Q1: What are the differences between traditional/conventional cockpit and
modern/glass cockpit?
The conventional cockpits are equipped with analog instrument. Each analog
shows one single flight information. For example, ADI shows the attitude of the
aircraft and the altimeter shows the altitude of the aircraft.
The modern cockpits are equipped with digital displays such as PFD, MFD and
ECAM. Each display can display some important flight information. For example,
the PFD can display attitude, altitude, airspeed, heading and yaw. MFD can display
navigation information and weather conditions.
Q2: What are the advantages and disadvantages of analog instruments?
There are some advantages and disadvantages of analog instruments. Analog
instruments are more reliable and they can be used at any time, even in case of
electrical failure. However, the accuracy of analog instruments is low and it may
takes us more time to scan the instruments for flight information.
Q3: What are the advantages and disadvantages of digital instruments?
There are some advantages and disadvantages of digital instruments. Digital
Instruments such as PFD and MFD can display some important flight information in
a single display. They can reduce our workload, increase our situational awareness
and ensure the flight safety.
Q4: What modern equipment do you think should be installed onboard?
I think some modern equipment should be installed onboard such as GPS, weather
radar, TCAS and so on.
Q5: Is it a good thing for a modern commercial aircraft to be highly computerized?
Do you think highly computerized cockpit can ensure flight safety?
Yes, I think it’s a good thing for a modern commercial aircraft to be highly
computerized. There are many computers in our cockpit such as flight control
computer, flight management computer and air data computer. They can improve
the performance of the aircraft, reduce our workload, and make our flight easier
and safer.
Q6: Is there any disadvantage of this computerized tendency?
Of course, there are some disadvantages of this computerized tendency. For
example, if there is electrical failure during flight, the computers may be out of
work, it may threaten flight safety.
Q7: Do you know EFIS?
Yes, EFIS is short for Electronic Flight Information System.
Q8: What is the use of EFIS?
EFIS consists of PFD and MFD. PFD is used to display some important flight
information such as altitude, altitude, airspeed, heading, vertical speed and yaw.
MFD is used to display navigation information and weather information and so on.
They can increase the performance of the aircraft, reduce our workload and
enhance the flight safety.
Q9: What are the advantages of EFIS?
EFIS consists of PFD and MFD. PFD is used to display some important flight
information such as altitude, altitude, airspeed, heading, vertical speed and yaw.
MFD is used to display navigation information and weather information and so on.
They can increase the performance of the aircraft, reduce our workload and
enhance the flight safety.
Lesson 10 Navigation
Key words and Expressions
Navigation
导航
Navigation aids 助航设备
Navaids
助航设备
VOR
甚高频全向信标
NDB
无方向性信标
RNAV
区域导航
RNP
所需导航性能
ADS-B
GPS
全球定位系统
Inertial reference system 惯性基准系
统
Navigation accuracy
导航精准度
Map shift
地图漂移
Map drift
地图漂移
Raw data
原始数据
Flight management computer 飞行管
理计算机
Flight management system
飞行管
理系统
Reconfigure
重新配
置
Reprogram
重新输
入
Reset
重置
Navigation malfunction
导航故
障
Navigation capability
导航能
力
OPI
Q1: During flight, what navigational aid do you use?
During flight, we often use VOR, NDB, ILS and GPS.
Q2: What may cause disorientation?
There are some possible reasons for disorientation. First, bad weather such as
low visibility may cause disorientation. Second, navigation equipment failure
may cause disorientation. Besides, there are some other reasons for
disorientation.
Q3: What should you do if you got lost in flight?
If we get lost during flight, we will report our situation to ATC and request
radar vectors. If possible, we will refer to the landmarks
Q4: What navigational equipment might be integrated into the cockpit in the
future?
I think many navigation equipment may be installed in future cockpit such as
GPS, RNP (required navigation performance, 所需导航性能)，RNAV (regional
navigation, 区域导航).
Q5: What are the differences between VOR approach and ILS approach? Which one
do you prefer?
VOR approach is non-precision approach and it can provide only the lateral
course guidance while ILS approach is precision approach and it can provide
both lateral guidance and vertical guidance.
I prefer ILS approach because it can provide more precision approach.
Q6: If you encounter navaids display failure because of electrical power, what are
you going to do?
If there is navigation display malfunction because of electrical failure, we will
use standby instrument and request radar vectors.
Unit 2 WeatherLesson 11
Cumulonimbus and Thunderstorm
Words and Expressions
Weather analysis
Dispatching office
Flight dispatcher
ATIS
Weather radar
Weather
Cumulonimbus/CB
Thunderstorm
Cells
Squall
Cumulus stage
Mature stage
Dissipating stage
Lightning
气象分析
签派室
签派员
通播
气象雷达
(特指)雷暴
积雨云
雷暴
雷暴单体
飚线
积聚阶段
成熟阶段
消散阶段
闪电
Hail
冰雹
Search for CB
搜寻雷暴
Indicate
显示
Indication
显示
Circumnavigate
绕飞
Go round
绕飞
Offset to the left/right
左/右偏置
Deviate from the left/right 左/右偏置
Clear of weather
远离雷暴
Resume flight route
恢复计划航
路
Back on course
返回（计划）
航路
OPI
Q1: In which season is a thunderstorm most likely to occur?
Thunderstorm is most likely to occur in summer.
Q2: Have you ever flown into CB? Why is CB dangerous?
No, I have never flown into the CB. But I know CB is dangerous because CB often
goes with lightning, heavy rain, strong wind and severe turbulence.
Q3: How are CBs displayed on the instrument in the cockpit?
The CBs are displayed on the ND/MFD in red color.
Q4: Describe one of the unforgettable flights when encountering CB.
Sorry, I have never encountered CB, but I know CB is dangerous. If we encounter CB,
we will report the situation to ATC and request clearance to go round. Then we will
change the course/route. When we are clear of thunderstorm, we will
rejoin/return the planned route.
Q5: How do pilots search for CB ahead?
We can search for the CB with weather radar. The CBs are displayed on the
ND/MFD in red color.
Q6: if there is an indication of thunderstorm, what will you do?
If there is an indication of thunderstorm ahead of us, we will report the situation to
ATC and request clearance to go round. Then we will change the course/route.
When we are clear of thunderstorm, we will rejoin/return the planned route.
Q7: If there is a thunderstorm at the airport, what will you do?
If there is a thunderstorm at the airport and if we are still on the ground, we will
stop the aircraft and wait for the weather improvement. If we are flying in the air,
we will hold for weather improvement or divert to the alternate airport.
Q8: How do you make the weather analysis before each flight?
Before flight, we can get weather information from dispatching office, ATIS or ATC.
During preflight briefing, we will discuss weather information in the briefing room.
Lesson 12 Turbulence
Words and Expressions
Turbulence
颠簸
Chop
颠簸
Turbulent air
颠簸气流
Bumpy
颠簸的
Rough
颠簸的
Light turbulence
轻度颠簸
Moderate turbulence 中度颠簸
Severe turbulence
严重颠簸
Clear air turbulence
晴空颠簸
Wake turbulence
尾流
Wingtip vortex
Encounter
Experience
Be caught in
Structural damage
Get injured
Fasten seatbelts
Remain seated
Separation
翼尖涡流
遭遇
遭遇
遭遇
结构损坏
受伤
系安全带
（座位上）坐好
间隔
OPI
Q1: Have you ever encountered turbulence during flight?
Yes. I have encountered severe turbulence during my flight training. Once, we
flew from Guanghan to Nanchong, we were caught in severe turbulence when
cruising at 3000m. We maintained the control of the aircraft and climbed to
3600m, then everything was Ok.
Q2: Why is severe turbulence dangerous?
Severe turbulence is dangerous. First, it may cause structural damage to the
aircraft such as fuselage and wings. Second, it may cause the aircraft difficult to
control. Third, the passengers may get injured during turbulence.
Q3: What damages may severe turbulence result in?
Severe turbulence may cause structural damage to the aircraft such as fuselage
and wings.
Q4: What would you do if you have passengers injured due to turbulence?
First, we will make a PA to find a doctor on board. Second, we will ask the flight
attendants to offer first aid to him. Third, we will report our situation to ATC
and request land at nearest suitable airport and medical services.
Q5: Why is clear air turbulence extremely dangerous?
Clear air turbulence is extremely dangerous. First, it can’t be detected before
we fly into it. Second, it may cause structural damage to the aircraft such as
fuselage and wings. Third, it may cause the aircraft difficult to control and the
passengers to get injured.
Q6: What rules should be followed to avoid clear air turbulence?
If we encounter clear air turbulence, we will report the situation to ATC and
request change the route/altitude to avoid the clear air turbulence. Then we
will make a PA to inform the cabin crew and passengers to fasten their
seatbelts.
Q7: What threat does clear air turbulence pose to flying/flight safety?
Clear air turbulence is extremely dangerous. First, it can’t be detected before
we fly into it. Second, it may cause structural damage to the aircraft such as
fuselage and wings. Third, it may cause the aircraft difficult to control and the
passengers to get injured.
Q8: How does wake turbulence threaten flight safety?
If we fly into the wake turbulence caused by the preceding aircraft, it may cause
the aircraft difficult to control and the aircraft may lose altitude.
Q9: How to avoid wake turbulence?
We can keep enough separation from the preceding aircraft to avoid the wake
turbulence.
Lesson
13
Icing
Conditions
Key Words and Expressions
Icing conditions
Freezing point
Freezing rain
Moisture
Clear ice
Rime ice
Moderate icing
Severe icing
Hail
Accumulate
Ice accumulation
Ice buildup
Increase the drag
Decrease the lift
Experience
Encounter
结冰
冰点
冻雨
水分
明冰
毛冰
中度结冰
严重结冰
冰雹
积聚
冰积聚
冰积聚
增加阻力
减小升力
遭遇
遭遇
Be caught in
遭遇
Anti-icing
防冰
De-icing
除冰
Bleed air system 引气系统
Heating system
加热系统
Bleed air leak
引气泄露
Pitot tube
皮托管
Pitot Static heating system
皮托静压加热系统
Decreased airspeed 空速下降
Airspeed error
空速（指示）错误
Altitude error
高度（指示）错误
Patches of ice
冰块
Ridges
冰脊
De-icing vehicle
除冰车
De-icing pad
除冰区
De-icing fluid
除冰液
OPI
Q1: Have you experienced in-flight icing?
No, I have never encountered in-flight icing. But I know in-flight icing is
dangerous, it may affect the performance of the aircraft, so we should avoid
icing conditions during flight.
Q2: Why is icing a threat to flying/flight safety?
Icing is dangerous because it may affect the performance of the aircraft. First, it
may increase the drag and decrease the lift. Second, it may cause damage to
the aircraft and cause flight control problems. Third, it may cause engine
problem such as engine flameout if ice builds up on the fan blades of engines.
Q3: Do you have any indication in the cockpit to show the airframe icing conditions?
If not, how do you know that you are in icing conditions?
As I know, there is no indication of icing conditions in the cockpit. But we can
check if there is ice on the windshield or wings. If there is ice on the windshield
or wings, we are in icing condition. Besides, if icing occurs, the airspeed may be
reduced and engine thrust may be reduced.
Q4: If ice accumulates on wings, what will you do?
If ice accumulates on wings, we will report the situation to ATC and request
change the altitude to leave the icing areas. Then we will turn on the de-icing
and anti-icing system.
Q5: What kind of de-icing devices are there in the aircraft you fly?
There are some de-icing systems in my aircraft such as hot air system, electrical
heater and de-icing fluid.
Lesson 14 Lightning Strike
Key Words and Expressions
Lightning strike
雷击
Structural damage
结构损坏
Airframe
机体
Fuselage
机身
Nose
机头
Wings
机翼
Ailerons
副翼
Elevators
升降舵
Rudder
方向舵
Electrical failure
电气失效
Loss of communication 通讯失效
OPI
Q1: Have you ever encountered lightning strike during flight?
No, I have never encountered lightning strike during flight. But I know lightning
strike is dangerous, so we should avoid lightning strike during flight.
Q2: How does lightning strike threaten/affect flight safety?
Lightning strike is dangerous to flight safety. First, it may cause structural
damage to aircraft such as fuselage, wings and electronic equipment. Second, it
may cause electrical failure. Third, it may cause communication and navigation
failure.
Q3: What damages does lightening bring to the aircraft?
First, lightning strike may cause damage to the aircraft such as fuselage, wings
and electronic equipment. Second, lightning strike may cause communication
and navigation failure.
Q4: In what weather condition is lightning strike most likely to happen/occur?
Lightning strike is most likely to occur in thunderstorm or CB.
Q5: What would you do if you encounter lightning strike?
If we encounter lightning strike, we will report our situation to ATC and request
change the course/route to avoid lightning strike. Then we will check if there is
any damage on board. If there is any damage to the aircraft, we will request
emergency landing and emergency services. If there is no damage to the
aircraft, we will continue our flight.
Q6: How can pilots reduce the danger of encountering lightning strike?
First, we can get the weather information before flight and during flight to
avoid flying into to CB or thunderstorm. Second, if we encounter lightning strike
during flight, we will change the route/course to avoid the lightning strike.
Q7: What is your suggestion to reduce incidents caused by lightning strike?
First, we can get the weather information before flight and during flight to
avoid flying into to CB or thunderstorm. Second, if we encounter lightning strike
during flight, we will change the route/course to avoid the lightning strike.
Q8: How can you avoid lightning strike?
First, we can get the weather information before flight and during flight to
avoid flying into to CB or thunderstorm. Second, if we encounter lightning strike
during flight, we will change the route/course to avoid the lightning strike.
Lesson 15 Wind Shear
Key Words and Expressions
Wind shear
风切变
Tailwind
Low level wind shear 低空风切变
Crosswind
High level wind shear 高空风切变
Lose altitude
Wind shear warning 风切变警告
Clear the obstacle
Disregard
忽视
Terrain
Ignore
忽视
Building
Updraft
上升气流
Pilot report
Downdraft
下降气流
Previous aircraft
Headwind
逆风
Preceding aircraft
顺风
侧风
掉高度
越障
地形
建筑物
飞行员报告
前机
前机
OPI
Q1: Why is wind shear a threat to flight safety?
Wind shear is dangerous to flight safety. It may cause the aircraft to lose
altitude and difficult to control.
Q2: Does your aircraft provide wind shear warning to pilots in flight?
I fly C172, There is no wind shear warning system. But I know there is wind
shear warning system in large aircraft such as A320 or B737. If there is wind
shear ahead, we can hear the warning sound, "windshear, windshear"
Q3: What would happen if wind shear warning is disregarded/ignored by pilots?
If the wind shear is disregarded/ignored by pilots, It may cause the aircraft to
lose altitude and difficult to control. It is very dangerous.
Q4: Why is low level wind shear more hazardous than high level wind shear?
Low level wind shear is more dangerous than high level wind shear because low
level wind shear may cause the aircraft to lose altitude and it is difficult for us
to clear the obstacles such as terrains or buildings.
Q5: How do you recover from wind shear if you got wind shear warning in flight?
If we got wind shear warning during takeoff, we would keep the control of the
aircraft and add power to leave wind shear area. If we got wind shear warning
during landing, we would go around immediately.
Q6: What should you do if you encounter wind shear during takeoff?
If we encounter wind shear during takeoff, we will keep the control of the
aircraft and add power to leave the wind shear areas.
Lesson 16 Low Visibility
Key Words and Expressions
Low/poor visibility
Heavy/thick/dense fog
Ground collision
Runway incursion
Get lost
Disorientation
Company policy
Miss/go beyond
Follow-me car
Ceiling
低能见度
大雾
地面相撞
跑道入侵
迷航
迷航
公司政策
错过
引导车
云顶高
No contact at minima 最低(高度)见不
到跑道
Base
云底高
Visibility
能见度
RVR
跑道视程
Touchdown
接地区
Mid-point
中间段
Stopend
末端
OPI
Q1: What’s your company’s policy for departing and landing in low visibility
conditions?
I am still a student pilot. I don’t know the policy for departing and landing in
low visibility. But I know the minima takeoff and landing visibility for C172 is
1600m.
Q2: How can you avoid runway incursion in low visibility?
There are many things we can do to avoid runway incursion in low visibility.
First, before we enter the runway, we should get ATC clearance. If we have any
doubt about ATC clearance, we should confirm it with ATC. Second, we should
have good situation awareness.
Q3: What caution should pilots pay when taxiing on the taxiway in low visibility?
When taxiing on the taxiway in low visibility, we should have good situation
awareness and follow ATC instructions. If necessary, we may request a
follow-me car.
Q4: How to avoid ground collision in case of low visibility?
We can do many things to avoid ground collisions in low visibility. First, we
should taxi slower and taxi with caution in low visibility. Second, we should
follow ATC instructions and have good situation awareness.
Q5: In heavy fog, if you miss the correct taxiway, what will you do?
If we miss the correct taxiway, we will hold position, then we will report our
situation to ATC and request further instructions.
Unit 3 Flight phases and Flight Procedures Lesson 17 Preflight Preparation
Key Words and Expressions
Preflight preparation
Flight planning
Preflight briefing
会
Preflight inspection
Preflight check
Walkaround inspection
飞行前准备
飞行计划
飞行前准备
飞行前检查
飞行前检查
绕机检查
Airworthy
适航的
Meet MEL requirement
满足 MEL
要求
Ensure flight safety
确保飞行
安全
Mandatory
必须的，强制
性的
OPI
Q1: How long does your preflight preparation last?
Our preflight preparation often last for one or two hours. Sometimes it may
last one day.
Q2: What is the primary purpose of flight planning?
The primary purpose of preflight planning is to make good preflight preparation
and ensure the flight safety. As we know, many accidents were caused by bad
preflight preparation.
Q3: What should a pilot do in preflight preparation?
There are many things we often do during preflight preparation. First, we will
get the weather information and airport information such as departure airport,
destination airport and alternate airport. Second, we will calculate fuel
consumption, weight and balance. Third, we will make and file the flight plan.
Fourth, we will make preflight briefing. Fifth, we will make preflight inspection
to ensure the aircraft meets MEL requirement. We will walk around the aircraft
to check the engines, the landing gear, the flight control surfaces, the fuel and
so on. Then will have the cockpit check.
Q4: Do you use computer in preflight preparation?
Yes, we use computer in preflight preparation to get some important
information such as weather information, flight plan and so on.
Q5: Suppose you fly tomorrow, will you prepare the flight today? How?
Yes, if we fly tomorrow, we will make preflight preparation today. First, we will
get weather information and airport information. Second, we will get the
information about the performace of the aircfraft such as weight and balance,
fuel consumption and so on.
Q6: What do you do in the briefing room before flying?
We will have safety briefing with cabin crew in the briefing room before flying.
First, we will discuss the weather information. Second, we will keep in mind our
duties and responsibilities during flight. Third, we will discuss the possible
abnormal or emergency situations and procedures.
Q7: Do you think captain briefing with cabin crew should be mandatory?
Yes, I think captain briefing with cabin crew should be mandatory. We will have
safety briefing with cabin crew in the briefing room before flying. First, we will
discuss the weather information. Second, we will keep in mind our duties and
responsibilities during flight. Third, we will discuss the possible abnormal or
emergency situations and procedures.
Q7: Have you ever found any abnormal situation in your preflight-check?
No, I have never found abnormal situation in preflight check. But if I find some
problem of the aircraft, I will report it to the mechanics for maintenance check.
Q8: Do you think walk-around inspection is very important?
Yes, I think walk-around inspection is very important. During walkaround
inspection, we will check the engines and pitot tubes to see if there is any
foreign object in them. We will check the flight control surfaces to see if they
are clean. We will check the fuel to see if they are clean. Before flight, we
should have good walkaround inspection to ensure the aircraft meets the MEL
requirement.
Q9: What information should you get before departure?
Before departure, we should get some important information such as weather
information, airport information, aircraft performance, and our flight plan and
so on.
Lesson 18 Files and Manuals
Key Words and Expressions
files
documents
文件
文件
manuals
handbooks
手册
手册
POH
飞行员操作手册
AFM
飞机飞行手册
MEL
最低设备清单
QRH
快速参考手册
normal checklists 正常检查单
paper manuals 纸质手册
electronic manuals 电子手册
consult
查阅
replace
替代
loading sheet 舱单
CG/center of gravity
重心
weight and balance
重量与平衡
OPI
Q1: What kinds of manuals or handbooks are there in the cockpit of the aircraft
you fly?
I fly C172. There are some manuals or handbooks in the cockpit such as Aircraft
Flight Manual, Normal Checklists, MEL, QRH and so on.
Q2: Do you often consult those flight manuals or handbooks?
Yes, we often consult the flight manuals or handbooks during flight. Before
flight, we consult the Aircraft Flight Manual to know the performace of the
aircraft. In normal situations, we will use normal checklists and in emergency
situations we will use QRH and MEL to ensure flight safety.
Q3: Do you think paper manuals will be replaced by electronic manuals?
I don’t think paper manuals will be replaced by electronic manuals because
paper manuals can be used at any time, even in case of electrical failure.
Q4: Do you prefer to read paper manuals or electronic manuals? Why?
I prefer to read electronic manuals because it’s easy for us to find whatever we
want with the search function and it can save some room for pilots.
Q5: What are normal checklists and what information is included in it?
Normal Checklists are the checklists which are used in normal situations to
check the important items of the aircraft and ensure flight safety. There are
many normal checklists such as pre-startup checklist, taxiing checklist,
pre-takeoff checklist, after-takeoff checklist, landing checklist and so on.
Q6: How do crew members cooperate with each other to carry out the procedures
on checklists?
The pilot not flying will call/read out the checklists, the pilot flying will check
the items in the checklist. At the same time, both pilots will cross check each
other to ensure flight safety.
Q7: What is QRH? Why is it helpful to the pilots?
QRH is Quick Reference Handbook. QRH is helpful to the pilots because QRH
include normal checklist, emergency checklist and related procedures. If
emergency situation occurs, we can follow the checklists and procedures in a
proper way. It can reduce our workload and ensure flight safety.
Q8: What does MEL stand for?
MEL stands for Minimum Equipment List.
Q9: Why is MEL important for flight safety?
MEL is important for flight safety. There are many items in the MEL. They are
the minimum requirements of the flight. If we are going to fly the aircraft, the
aircraft must meet the MEL requirements, or our flight will be cancelled.
Q10: Which department is responsible for the provision of the loading sheet?
The dispatching office is responsible for providing the loading sheet.
Q11: What is the use of loading sheet?
Loading sheet is very important. We can get some important information
about weight and balance from loading sheet such as persons on board (POB),
cargos, fuel quantity, CG and so on.
Q12: What kind of information is included in loading sheet?
There is some important information included in the loading sheet such as
persons on board (POB), cargos, fuel quantity, CG and so on.
Lesson 19 ATIS
Key Words and Expressions
ATIS
通播
ceiling
云顶高
information A 通播 A
base
云底高
arriving aircraft 进场飞机
overcast 满天云
departing aircraft 离场飞机
scattered 散云
weather information 天气信息
broken
碎云
surface wind
道面风
few
疏云
cloud
云
temperature 温度
monitor ATIS
监听通播
dew point
露点
listen to ATIS broadcast 监听通播
alerting services 告警服务
OPI
Q1: What does ATIS stand for?
ATIS stands for Automatic Terminal Information System. It provides important
information to the arriving and departing aircraft such as runway information,
weather information and other alerting information. It is numbered from A to Z,
such as Information A and Information B.
Q2: What information is included in ATIS?
We can get some important information from ATIS, such as runway in use, types
of approach, wind information, cloud information, temperature, dew point,
QNH, and other alerting information.
Q3: When does a pilot usually need to listen to ATIS?
We often listen to ATIS before startup or before approach.
Q4: Where can pilots get ATIS information?
Before startup or before approach, we will monitor the ATIS frequency to get
ATIS information.
Q5: Why is it necessary for pilots to listen to ATIS broadcast?
It’s necessary to listen to ATIS because we can get some important information
from ATIS, such as runway in use, types of approach, wind information, cloud
information, temperature, dew point, QNH, and other alerting information.
Lesson 20 Ground Movement
Key Words and Expressions
Ground collision
地面相撞
Collide with
与……相撞
Runway incursion 跑道入侵
Low visibility
低能见度
Mechanical problem 机械故障
Human error
人为错误
Vehicles
车辆
Fire trucks/engines 消防车
Shuttle bus
摆渡车
Passenger stairs/steps 客梯车
Follow-me car/van
引导车
Tug
拖车
Tow bar
拖把
Broken
折断
Bent
弯曲
Come off
脱落
runway incursion 跑道入侵
APU failure
APU 失效
APU malfunction
APU 故障
Brakes and steering unserviceable
刹车和转向失效
Skid/veer off runway 侧滑出跑道
Run out of runway
冲出跑道
Overrun/overshoot runway 冲出跑道
Burst tyre
爆胎
Tyre blown out
爆胎
Broken down
坏的
Bogged down
陷入泥泞
Be stuck in the mud
陷入泥泞
General declaration form 总报关单
Slippery/damp/wet
湿滑的
Braking action
刹车效应
Medium
中等
OPI
Q1: What may be the possible reasons for ground collisions?
There are some possible reasons for ground accidents. First, bad weather,
especially poor visibility may lead . Second, mechanical problem may cause
ground accidents. For example, if brakes and steering are inoperative, the
aircraft may skid off the taxiway or runway. Third, human errors may cause
ground accidents. For example, there may be misunderstanding between the
pilots and controllers. Besides, there are some other reasons for ground
accidents.
Q2: How can we prevent ground collisions from happening?
First, when are moving on the ground, we should be careful, especially in bad
weather conditions. Second, we should follow ATC instructions and regulation
strictly. Third, we should have good situational awareness.
Q3: During taxiing, how can you avoid the risks of collisionsto ground accidents in
heavy fog?
First, when are moving on the ground, we should be careful, especially in bad
weather conditions. Second, we should follow ATC instructions and regulation
strictly. Third, we should have good situational awareness.
Q4: If you collide with a ground truck while taxiing, what should you do?
If we collide with a ground truck while taxiing, we will stop the aircraft
immediately, then we will report the situation to ATC and request ground
services. After that, we will execute emergency evacuation.
Q5: Why does runway incursion happen frequently?
There are many possible reasons for runway incursion. First, bad weather such
as heavy fog/low visibility may cause runway incursion. Second,
misunderstanding between pilots and controllers may cause runway incursion.
Third, poor airport management, for example, the ground vehicle enters the
runway without ATC clearance, may cause runway incursion.
Q6: What would be the possible consequences of runway incursion?
There are many possible consequences. First, runway incursion may cause
ground collisions and cause structural damage to the aircraft. Second, it may
cause long ground delays or holding in the air.
Q7: What can be done to prevent runway incursion happening again?
There are many things we can do to prevent runway incursion. First, we should
follow ATC instructions. Second, we should have good situational awareness.
Third, if there is misunderstanding with ATC instructions, we should confirm it
with ATC immediately. Fourth, we should strengthen airport management.
Q8: Who do you think should be responsible for runway incursion?
I think both pilots and controllers should be responsible for runway incursion. If
the pilots misunderstood the ATC instruction, the pilot should be responsible
for runway incursion. If the controller gave wrong instruction to the pilots, the
controller should be responsible for runway incursion.
Lesson 21 Aborted Takeoff
Key Words and Expressions
Aborted takeoff
中断起飞
Rejected takeoff
中断起飞
Abort/reject takeoff
中断起飞
Takeoff aborted/rejected 中断起飞
Engine failure
发动机失效
Engine flameout
发动机熄火
Engine low on power 发动机动力不
足
Landing gear/undercarriage 起落架
Maximum brakes
最大刹车
Maximum reverse thrust
最大反推
Speedbrakes
减速板
Ground spoilers
地面扰流
Burst tyre
爆胎
Debris
碎片
Metal
金属
Rubber
橡胶
Wind shear
风切变
V1
决断速度
Retard thrust to IDLE
收油门至慢
车位
板
Rudder pedal
蹬
Overrun the runway
方向舵脚
冲出跑道
Evacuate
Passenger stairs/steps
撤离
客梯车
Shuttle bus
Terminal
摆渡车
候机楼
OPI
Q1: What is the reason for executing an aborted takeoff?
There are some possible reasons for rejected takeoff. First, if we encounter
engine problems such as engine failure or engine fire, we will reject takeoff.
Second, if we have landing gear problems such as burst tyre, we will abort
takeoff. Third, if there is runway incursion, vehicle crossing runway, we will
abort takeoff.
Q2: Under what circumstances should you reject takeoff?
There are some situations in which we will reject takeoff. First, if we encounter
engine problems such as engine failure or engine fire, we will reject takeoff.
Second, if we have landing gear problems such as burst tyre, we will abort
takeoff. Third, if there is runway incursion, vehicle crossing runway, we will
abort takeoff.
Q3: What are the procedures of rejecting takeoff?
As captain, I will take immediate actions to stop the aircraft on the runway. First,
I will retard the thrust lever/reduce power to idle and use the maximum brakes.
Second, I will raise/extend the speedbrakes and ground spoilers; third, I will use
maximum reverse thrust. Meanwhile/at the same time, we will use rudder
pedal to keep the directional control of the aircraft.
Q4: How to make a successful rejected takeoff?
As captain, I will take immediate actions to stop the aircraft on the runway. First,
I will retard the thrust lever/reduce power to idle and use the maximum brakes.
Second, I will raise/extend the speedbrakes and ground spoilers; third, I will use
maximum reverse thrust. Meanwhile/at the same time, we will use rudder
pedal to keep the directional control of the aircraft.
Q5: What should you do if the speed is after V1 and you have to abort takeoff?
As captain, I will take immediate actions to stop the aircraft on the runway. First,
I will retard the thrust lever/reduce power to idle and use the maximum brakes.
Second, I will raise/extend the speedbrakes and ground spoilers; third, I will use
maximum reverse thrust. Meanwhile/at the same time, we will use rudder
pedal to keep the directional control of the aircraft.
Q6: What would be the consequence if takeoff is aborted after V1?
If we reject takeoff after V1, we may run out of runway because the runway
remaining is not long enough to stop the aircraft on the runway.
Lesson 22 Emergency Descent
Key Words and Expressions
Emergency descent
Immediate descent
Rapid descent
Depressurization
Decompression
Cabin fire
紧急下降
立即下降
快速下降
失压
释压
客舱起火
Engine fire
发动机起火
Smoke
冒烟
Oxygen masks
氧气面罩
Recall items
记忆项目
MEA (minimum en-route altitude)
最低航路高度
OPI
Q1: When do you make an emergency descent?
There are many conditions we will make emergency descent. First, if we
encounter depressurization during flight, we will make emergency descent.
Second, if there is smoke or fire onboard such as engine fire, cabin fire, we will
carry out emergency descent.
Q2: What procedures should you follow when making an emergency descent?
When executing emergency descent, first, if time permits, we will report our
situation to ATC and request emergency descent. Second, we will complete the
emergency checklist to check the recall items. Third, we will retard the thrust
lever to idle.
Q3: What help can you get from ATC while emergency descent?
The ATC can offer us some help while executing emergency descent.
First, ATC will offer us the clearance to execute the emergency descent.
Second, ATC will remind other aircraft emergency descent in progress and give
way to us.
Third, ATC will offer us the flight conditions and enroute minimum altitude and
so on.
Lesson 23 Emergency Landing
Key Words and Expressions
Emergency landing
紧急降落
Forced landing
迫降
Belly landing
机腹着陆
Ditching
水上迫降
Mechanical problem
机械故障
Engine failure
发动机失效
Electrical failure
电气失效
Hydraulic failure
液压失效
Landing gear problem 起落架故障
Medical emergency
医疗紧急情况
Fuel emergency
燃油告急
Dump/jettison fuel
放油
Fuel dumping/jettisoning 放油
Reduce the weight
减轻重量
Structural damage
结构损坏
Emergency evacuation 紧急撤离
Exercises for Practice
Q1: What are the possible reasons for belly landing?
There are many possible reasons for belly landing. First, the pilot may forget to
extend the landing gear during landing. Second, the mechanical problem may
prevent the pilot from extending the landing gear. In these situations, we have
to make a belly landing.
Q2: How do you prepare for a belly landing?
If we have to make a belly landing, first, we will report our situation to ATC and
request emergency landing and emergency services such as foamed runway,
fire services, medical services and so on. Second, we will hold somewhere to
burn fuel to reduce the weight of aircraft, reduce the landing speed of the
aircraft and reduce the risk of fire upon landing.
Q3: Do you think belly landing is very dangerous?
Yes, I think belly landing is very dangerous. First, it may cause structural
damage to the aircraft. Second, it may cause fire on board. Third, it may cause
persons on board injured.
Q4: What factors will you take into considerations before making a belly landing?
There are many factors we will consider before making a belly landing such as
the weight of the aircraft, the landing speed of the aircraft, the weather
conditions, the runway conditions, the ground services and so on.
Q5: What will you do if you have to make a belly landing?
If we have to make a belly landing, first, we will report our situation to ATC and
request emergency landing and emergency services such as foamed runway,
fire services, medical services and so on. Second, we will hold somewhere to
burn fuel to reduce the weight of aircraft, reduce the landing speed of the
aircraft and reduce the risk of fire upon landing. After landing, we will execute
emergency evacuation.
Q6: What will you do if you have to make a ditching?
If we have to make a ditching, we will report our situation to ATC and request
emergency services after ditching. Then we will complete the ditching checklist
and inform the cabin crew and passengers to wear the lifevest. Upon ditching,
we will follow the instructions of rescuers to leave the aircraft as quickly as we
can.
Lesson 24 Emergency Evacuation
Key Words and Expressions
emergency evacuation
fire on board
火
bomb on board
炸弹
forced landing
ditching
紧急撤离
机上起
机上有
迫降
水上迫降
execute emergency evacuation
执行紧急撤离
carry out emergency evacuation
执行紧急撤离
perform emergency evacuation
执行紧急撤离
flight attendant
空乘
flight crew
组人员
passenger Addressing/PA
播
emergency exits
evacuation slides
emergency slides
飞行机
乘客广
紧急出口
撤离滑梯
紧急滑梯
escape slides
梯
deploy
evacuation routes
线
evacuate
disembark the passengers
撤离滑
放出
撤离路
撤离
下客
OPI
Q1: When is it necessary to execute emergency evacuation?
There are many situations in which we will execute an emergency evacuation.
First, if there is fire on board such as engine fire, cabin fire, cockpit fire, we will
execute emergency evacuation. Second, if there is a bomb on board, we will
carry out emergency evacuation. Third, after emergency landing such as forced
landing or belly landing, we will make emergency evacuation.
Q2: How fast should you execute the emergency evacuation?
We should execute the emergency evacuation as soon as possible if an
emergency evacuation is required.
Q3: What are the procedures of executing emergency evacuation?
First, we will report our intention to ATC that will we will execute emergency
evacuation. Second, we will make a PA to inform cabin crew and passengers
that we will make emergency evacuation. Third, we will complete the
emergency evacuation checklist. Fourth, the cabin crew will open the
emergency exits and emergency slides and lead the passengers to leave the
aircraft in time and in order. We will be the last one to leave the aircraft.
Q4: What can you help flight attendant execute emergency evacuation?
First, we will make a PA to inform the passengers to make preparation for
emergency evacuation and the route of emergency evacuation. After
completing the emergency evacuation checklist, we will help the flight
attendants to evacuate the passengers.
Q5: Do you have the emergency evacuation training with the flight attendant?
I am a student pilot, I have never trained with flight attendants for emergency
evacuation. But I know we should keep good communication and cooperation
to ensure the passengers evacuate the aircraft in order and in time.
E Lesson 25 Flow Control and Delays
Key Words and Expressions
delay
bad weather
mechanical problem
flow control
military activity
延误
糟糕的天气
机械故障
流控
军方活动
VIP flight
complain
anxious
company policy
compensate
要客航班
抱怨
着急的
公司政策
赔偿，补偿
RVSM
间隔
最低缩小垂直
preflight preparation
飞行前准备
OPI
Q1: What may cause flow control?
There are many reasons for flow control. First, bad weather such as
thunderstorm may cause flow control. Second, military activity may cause flow
control. Third, VIP flight or emergency flight may cause flow control.
Q2: In what airports are you most likely to encounter flow control?
We are most likely to encounter flow control in big international airports such
as Beijing Capital International Airport, Shanghai Hongqiao International
Airport because there are many aircraft departing and landing every day.
Q3: What can be done to reduce flow control?
There are many things we can do to reduce flow control. First, we can keep
good communication and cooperation to reduce flow control. Second, we can
use RVSM to increase airspace capacity to reduce flow control.Third, we can
use more advanced ATC systems, equipment or procedures to reduce flow
control.
Q4: Have you ever encountered long delay?
Yes, I have ever experienced long delays during flight. Once, I flew from … to …,
there was a thunderstorm at the destination airport …, we were delayed about
half an hour.
Q5: What are the possible causes of delays?
There are many possible reasons for delays. First, bad weather may cause
delays, for example, if there is thunderstorm in the vicinity of the airport, we
have to delay our departure or delay our approach. Second, if there is a
mechanical problem, we have to be delayed. Third, if there is flow control or
VIP flight, we have to be delayed. Fourth, if there is emergency aircraft in front
of us, we have to give way/priority to it and we have to be delayed.
Q6: If your passengers have boarded, yet your aircraft has been delayed for more
than one hour, what are you going to do?
As a captain, I will make a PA to calm down the passengers and inform the
passengers of the reason for the delay. Besides, I will inform the cabin crew to
offer more meals and drinks to passengers and calm down the passengers.
Q7: In your opinion, what could the airline and the airport personnel do to reduce
delay?
There are many measures that can be taken to reduce delays. First, we can
make good preflight preparations to reduce delays caused by mechanical
problems or bad weather. Second, the government can open more airspace to
civil aircraft. Third, RVSM can be used to increase the airspace capacity.
Q8: What do you think of the policy that airlines compensate passengers after long
delays?
It depends. If the long delays are caused by bad weather or flow control, I
think the airlines shouldn’t compensate the passengers. If the long delays are
caused by airlines, the airlines should compensate the passengers.
Lesson 26 Diversions
Key Words and Expressions
diversion
备降
divert
备降
alternate airport 备降场
mechanical problem 机械故障
hydraulic failure 液压失效
electrical failure 电气失效
engine failure 发动机失效
engine flameout 发动机熄火
engine fire 发动机起火
air conditioning pack problem 空调组
件问题
medical emergency 医疗紧急情况
heart attack 心脏病
stroke 中风
get seriously ill 病情严重
get seriously injured 伤情严重
fuel emergency 燃油紧急情况
consideration 考虑
complain 抱怨
calm down the passengers 安抚乘客
OPI
Q1: Have you ever experienced diversion?
Yes, I have ever diverted from my flight plan. Once, we flew from … to …, there
was thunderstorm over …, we had to divert to ….
Q2: What may be the possible causes of diversion?
There are many situations in which we will divert. First, if the weather at the
destination is below minima, we have to divert to our alternate airport. Second,
if we encounter mechanical problem such as electrical failure, we have to divert
to the nearest suitable airport. Third, if there is medical emergency on board,
we will divert to the nearest suitable airport.
Q3: What considerations will you have when choosing an alternate airport?
There are many factors we will consider when choosing the alternate airport,
such as the weather information and runway conditions about the alternate
airport, the fuel , ground services and so on.
Q4: Before diversion, what information should you know about the alternate
airport?
Before diversion, we should know some information about the alternate airport
such as runway conditions, weather conditions and ground services of the
alternate airport.
Q5: If you have decided to make a diversion, what preparations do you need to
make?
If we have decided to make a diversion, we will make some preparation for it.
First, we will report our situation and intention to ATC and request divert to our
alternate airport. Second, we will get the weather information and runway
conditions at our alternate airport. Third, we will change our flight plan in the
FMS. Fourth, we will make a PA to inform the cabin crew and passengers that
we will divert to our alternate airport.
Q6: What assistance can ATC offer to you if you decide to divert?
If we decide to divert, the ATC can offer us the weather information, runway
conditions and ground services at the alternate airport.
Q7: Suppose you want to divert to the nearest airport due mechanic problem and
there are two airports in the vicinity, which one do you prefer to choose, a bigger,
international airport or a smaller airport?
I prefer to divert to a bigger international airport, because we can get better
ground services and maintenance service at the bigger international airport.
Q8: If some passengers complain the diversion, what should you do as a captain?
If some passengers complain about the diversion, as a captain, first, I will make
a PA to inform the passengers about the reason for diversion. Second, I will ask
the cabin crew to offer the passengers more drinks to calm down the
passengers.
Q9: Who do you need to contact in case of diversion?
If we have to divert, we will contact ATC and our company dispatchers.
Q10: Do you plan for the alternate airport before each flight?
Yes, we should plan the alternate airport before each flight because we may
encounter emergency situations such as bad weather, mechanical problems or
medical emergency during flight and we have to divert.
Lesson 27 Conflicting Traffic and TCAS
Key Words and Expressions
traffic
冲突飞机
conflicting traffic 冲突飞机
military aircraft 军方飞机
fighter
战斗机
balloon 气球
TCAS
防撞系统
TA/traffic advisory 冲突提示
RA/resolution advisory 冲突解除提示
TCAS maneuver TCAS 机动
TCAS climb TCAS 爬升
TCAS descent TCAS 下降
traffic indication 冲突飞机显示
o’clock
时钟（方向）
same direction 同向
same altitude 同一高度
opposite
相向
converging 汇聚
diverging 分散
fast moving 快速移动
oncoming traffic 迎面而来的飞机
crossing left to right 从左向右穿越
crossing right to left 从右向左穿越
traffic in sight 看见飞机
negative contact 无法看见飞机
traffic passed 冲突飞机离开了
clear of traffic
远离冲突飞机
clear of conflict 远离冲突飞机
radar vector 雷达引导
OPI
Q1: Have you ever encountered TCAS alert? Or have you ever heard of an accident
caused by TCAS?
No, I have never encountered TCAS alert. But I have heard some accidents
caused by TCAS. For example, once a passenger flight collided with a cargo
flight because one aircraft followed ATC instructions and the other aircraft
followed TCAS RA.
Q2：Is your aircraft equipped with TCAS?
I fly C172, there is no TCAS on board, but it is equipped with ADS-B. It can be
used to avoid conflicting traffic, too.
Q3: What is TCAS? Do you know the functions of TCAS?
TCAS is short for Traffic Collision Avoidance System. It’s used to avoid mid-air
collision.
Q4: How does TCAS work?
TCAS consists of TCAS TA and TCAS RA. TCAS TA can provide information about
the conflicting traffic such as altitude, speed, direction. TCAS RA can provide
guidance to avoid the conflicting traffic. If there is a conflicting traffic, the TCAS
TA will give us a warning sound “traffic, traffic”, the TCAS RA will give us
guidance to avoid it, “climb, climb”, or “descend, descend”.
Q5: How to avoid traffic conflicts at the busy terminal?
First, we can follow ATC instruction to maintain enough separation with other
aircraft. Second, we can follow TCAS RA to avoid colliding with other aircraft.
Third, if ATC instruction goes against TCAS RA, we should follow TCAS RA to
keep vertical separation with the conflicting traffic.
Q6: Nowadays, the terminal airspace is becoming more and more crowded, as a
pilot, do you have any suggestions to avoid near air misses?
First, we can follow ATC instruction to maintain enough separation with other
aircraft. Second, we can follow TCAS RA to avoid colliding with other aircraft.
Third, if ATC instruction goes against TCAS RA, we should follow TCAS RA to
keep vertical separation with the conflicting traffic.
Q7: Have you heard of any mid-air collision?
Yes, I have heard some accidents caused by TCAS. For example, once a
passenger flight collided with a cargo flight because one aircraft followed ATC
instructions and the other aircraft followed TCAS RA.
Q8: What are the possible reasons for mid-air collision?
There are many possible reasons for mid-air collision. First, bad weather may cause
mid-air collision. Second, human errors may cause mid-air collision. For example, if
two aircraft are conflicting in the air, one aircraft follows TCAS RA, and the other
aircraft follows ATC instruction, it may cause mid-air collision.
Q9: How can you avoid mid-air collision?
First, we can follow ATC instruction to maintain enough separation with other
aircraft. Second, we can follow TCAS RA to avoid colliding with other aircraft.
Third, if ATC instruction goes against TCAS RA, we should follow TCAS RA to
keep vertical separation with the conflicting traffic.
Q10: What may cause near miss?
There are many possible reasons for near miss. First, bad weather may cause
near miss. Second, human errors may cause mid-air collision. For example, if
two aircraft are conflicting in the air, one aircraft follows TCAS RA, and the
other aircraft follows ATC instruction, it may cause near miss.
Lesson 28 Flight Training
initial training
ab initial training
ground training
练
high-performance
练
flight college
flight instructor
flight skills
unforgettable
memorable
solo flight
subject
course
touch and go
初始训练
初始训练
地面（理论）训
training
full stop
全停
low approach
低空近进
traffic pattern
起落航线
holding pattern
等待航线
stall
失速
spin
螺旋
high speed approach 大速度近进
simulator training
模拟机训练
recurrent training
复训
type-rating training 型别训练
private pilot license 私照
commercial pilot license 商照
instrument pilot license 仪表执照
ATPL
航线
ICAO English test ICAO 英语测试
高性能训
飞行（训练）学院
飞行教员
飞行技术
难忘的
记忆深刻的
单飞
(训练)科目
（训练）科目
接地连续
OPI
Q1: Where/when did you have your initial flight training? (simulator training/
recurrent training/ transition training/ type rating training)?
I had my initial training in … Sub-college in 2014.
Q2: Could you describe some unforgettable moments of your flight training?
Yes. My first solo flight was one of the most unforgettable moments of my flight
training. That was a sunny day. The visibility was good, Wind was calm. It was good
for flying. I flew two traffic patterns and made a successful landing.
Q3: What have you learned from your flight instructors?
I have learned many things from my flight instructor. First, I have learned many
flight skills from my flight instructor. Second, I have learned how to be a
responsible man.
Q4: How many flight hours in total do you have?
I have flown about 200 hours.
Q5: What subjects were included in your initial flight training?
We have learned many subjects during initial flight training such as local training,
cross-country training, high speed approach, stall, steep turn and so on.
Q6: What subjects were the most difficult for you during initial training?
I think stall was the most difficult for me because it was difficult to control the
aircraft and recover from stall. It may crash onto the ground.
Q7: Can you describe your first solo?
My first solo was exciting and successful. That was a sunny day. The visibility was
good, Wind was calm. It was good for flying. I flew two traffic patterns and made a
successful landing.
Q8: When was your first solo flight?
My first solo flight was on May, the first, 2014.
Q9: How was your first solo? Can you say something about it?
My first solo was exciting and successful. That was a sunny day. The visibility was
good, Wind was calm. It was good for flying. I flew two traffic patterns and made a
successful landing.
Q10. What did you learn from your first solo flight?
We have learned many things from my first solo flight. First, we should make good
preflight preparation to make flight easier and safer. Second, we should follow the
checklist and follow SOP to ensure flight safety.
Q11: Do you think simulator training is important?
Yes, I think simulator training is important because we can practice many normal
and abnormal situations and related procedure in the simulator.
Q12: What subjects should you practice in simulator?
We can practise many subjects in simulator such as engine failure, engine fire,
electrical failure, flapless landing, high-speed approach and so on.
Q13: What subjects are difficult for you to handle?
I think high speed approach is difficult for me because the approach speed is higher
than normal.
Q14: During your simulator training, do you have any training related to a hydraulic
system failure? How do you handle it in simulator?
No, we don’t have any training related to hydraulic system failure because there is
no hydraulic system in C172.
Q15: Do you like simulator training?
Yes, I like simulator training because simulator training can improve our flight skills.
Recurrent training/transition training/type rating training
Q16: Where/when did you have your recurrent training/ transition training/ type
rating training)?
I had my recurrent training/ transition training/ type rating training) in …
Q17: How many times should you cover recurrent training each year?
We should have recurrent training twice a year.
Q18: Why do you need recurrent training each year?
We need recurrent training because we can review some emergency situations and
emergency procedures such as hydraulic failure, engine failure, depressurization
and so on to improve our flight skills.
Q19: What do you review in recurrent training?
We can review many emergency situations and emergency procedures such as
hydraulic failure, engine failure, depressurization and so on.
Q20: When did you get your private/commercial/instrument pilot license?
I got my private/commercial/instrument licenses on May, 1, 2014.
Lesson 29 Cabin Crew
cabin crew
客舱人员，空乘
flight attendant 空乘
purser 乘务长
duties 职责
job/work 工作
safety briefing 安全准备会
preflight cabin check 飞行前客舱检查
safety demonstration 安全演示
in-flight cabin check 飞行中客舱检查
cabin services 客舱服务
catering/food and drinks 餐食
first aid 急救
contribute to 贡献，致力于
improve relationship 改善关系
get along with 相处
something unpleasant 不愉快的事
quarrel with 与……争吵
OPI
Q1: Are you familiar with cabin crew’s work?
Yes, I am familiar with cabin crew’s work. Cabin crew does many things to help
us to complete the flight and ensure flight safety.
Q2: Do you think it is necessary for pilots to know what cabin crew (flight
attendants) do in the cabin?
Yes, I think it’s necessary for pilots to know what cabin crew does in the cabin
because we are working as a team and we should know the duties of each
member.
Q3: Do you think the captain briefing with the cabin crew is mandatory?
There are many duties of cabin crew. Before flight, the cabin crew will have
safety brief with pilots. Then, they will have safety check before the passengers
board the aircraft. During flight, they will have regular cabin check and offer
cabin services to passengers. In emergency situations, the cabin crew will
report the situation to ATC and help to calm down the passengers.
Q4: How can cabin crew contribute to the emergency situation?
Cabin crew plays an important role in emergency situations. First, if there are
emergency or abnormal situations in the cabin such as cabin fire and passenger
problems, the cabin crew will report them to captain immediately. Second, the
cabin crew will offer cabin services such as first aid to persons on board to calm
down the passengers.
Q5: How to improve the relationship between flight crew and cabin crew?
We will work as a team to ensure the flight safety. First, we will know the duties
and responsibilities of each crew member. Second, we will keep good
communication and cooperation with each other.
Q6: How do you often get along with flight attendants during flight?
We will work as a team to ensure the flight safety. First, we will know the duties
and responsibilities of each crew member. Second, we will keep good
communication and cooperation with each other.
Q7: If something unhappy happens between a pilot and a flight attendant, what
should you do as a captain?
If something unpleasant happens between pilot and flight attendants, I will tell
them that we are working as a team to ensure the flight safety and we should
keep good communication and cooperation with each other to ensure the
flight safety.
Q8: If there is a drunken passenger quarreling with one of the flight attendants in
the cabin, what should you do as the captain?
If there is a drunk passenger quarreling with flight attendant, I will ask the
purser and air marshal to calm down the passenger and keep him under
control.
Q9: What cabin problems should be immediately reported to the captain by the
flight attendants?
Many problems in the cabin should be reported to captain. For example, first, if
there is smoke or fire in the cabin, the flight attendants should report it to
captain immediately. Second, if the passenger gets seriously ill or seriously
injured, the flight attendants should report it to captain. Third, if there is
structural damage to the aircraft, the flight attendants should report it to
captain.
Lesson 30 CRM
Crew Resource Management 机组资
源管理
Cockpit Resource Management
驾驶舱资源管理
safe and efficient
安全高效
increase situation awareness 提高情
景意识
reduce pilots’ workload
减轻飞行员工作负荷
reduce human errors 减少人为差错
ensure flight safety 确保飞行安全
communication 沟通
cooperation 协作
teamwork 团队协作
CRM training
CRM 培训
minimize 使……减到最小化
reduce … into minimum 减少到最小
benefit the flight safety 有利于飞行安
全
OPI
Q1: What does CRM stand for?
CRM stands for Crew Resource Management. CRM is a process using all
available resources such as equipment, procedures, and people to achieve a
safe and efficient operation of flight.
Q2: What is your understanding of CRM?
I think CRM is very important. Good CRM can increase our situation awareness,
reduce our workload, reduce the human errors and ensure the flight safety.
Poor CRM may cause accidents or incidents.
Q3: Can you tell me an example of bad CRM leading to an accident or incident?
Yes, I have heard some accidents caused by poor CRM. For example, on
December 28, 1978, United 173 had landing gear problem during approach, the
captain focused on the landing gear problem for an hour and he didn’t take first
officer and flight engineer’s hint that they were running out of fuel until the
engine began to flame out. Finally, the aircraft crashed.
Q4: Can you give me some examples which human errors can largely endanger the
flight safety?
Yes, I have heard some accidents that human errors can largely endanger the
flight safety. For example, once there was smoke coming out from the air
conditioning system, the pilots mistakenly thought it was caused by right
engine and shut down the right engine, the only working engine. Although the
aircraft landed without engine power, the pilots should be responsible for the
accidents.
Q5: As a captain, what can you do to have the crew work as a team?
As a cptain, we can do many things to have our crew work as a team. First, we
will know the duties and responsibility in the preflight briefing in the briefing
room. Second, we should keep good communication and cooperation during
flight to ensure the flight safety.
Q6: What's your suggestion to improve CRM training in your company?
There are many things we can do to improve our company CRM training. First,
the company can provide more chances of CRM training to pilots such as
simulator training. Second, the crew members should work as a team and keep
good communication and cooperation with each other to ensure the flight
safety.
Q7: Do you think human error is a major factor concerning flight safety?
Yes. I think human error is a major factor to flight safety. As I know, about 80
percent of accidents were caused by human errors.
Q8: What can we do to reduce human errors into minimum in flight operation?
We can do many things to reduce human errors while flying. First, we will work
as a team to share the tasks and cross check each other’s work. Second, we will
keep good communication and cooperation with each other to ensure the flight
safety.
Q9: What can pilots do to increase the safety margin?
We can do many things to reduce human errors while flying. First, we will work
as a team to share the tasks and cross check each other’s work. Second, we will
keep good communication and cooperation with each other to ensure the flight
safety.
Q10: Why does good communication in cockpit benefit flight safety?
Good communication in the cockpit is important. Good communication can
increase our situation awareness, reduce our workload, reduce the human
errors and ensure the flight safety. Poor communication may cause accidents or
incidents.
Q11: Do you think the communication among crew members is important? Why?
The communication among crew members is important. Good communication
can increase our situation awareness, reduce our workload, reduce the human
errors and ensure the flight safety. Poor communication may cause accidents or
incidents.
Q12: As a copilot, if you see the captain reading newspapers/magazines/novels
during flight, what will you do?
As a copilot, if I see the captain reading newspapers/magazines/novels during
flight, I will inform the captain reading newspaper/magazine/novels may affect
flight safety. Meanwhile, I will focus more on monitoring the aircraft.
Lesson 31 Health Problems
crew incapacitation 机组失能
crew incapacity 机组失能
get incapacitated 失能
minimize 使……减少到最低
medical emergency 医疗紧急情况
get seriously ill 病情严重
get seriously injured 伤情严重
injury report 伤情报告
bone fracture 骨折
faint 昏迷
in coma 昏迷
suffocate 窒息
lose consciousness 失去意识
unconscious 无意识的
oxygen supply 氧气供给
stretcher
担架
arm chair
扶椅
heart attack 心脏病
suspected heart attack 疑似心脏病
stroke 中风
food poisoning 食物中毒
asthma 哮喘
have difficulty in breathing 呼吸困难
medical checkup 体检
exercise 锻炼
duty time limit 值机时间限制
decision making 决断
balance between rest and work 劳逸
结合
OPI
Q1: What are the possible reasons for crew incapacitation?
There are many possible reasons for crew incapacitation. First,
depressurization may cause crew incapacitation. Second, if the pilots get
seriously ill or seriously injured, it may cause crew incapacitation. Besides,
there are some other reasons for crew incapacitation.
Q2: What may cause the crew’s incapacity?
There are many possible reasons for crew incapacitation. First,
depressurization may cause crew incapacitation. Second, if the pilots get
seriously ill or seriously injured, it may cause crew incapacitation. Besides,
there are some other reasons for crew incapacitation.
Q3: If one of the crew members got incapacitated during flight, what should you
do?
If one of the crew members gets incapacitated, first, I will take the control of
the aircraft and take on his duties. Second, I will report the situation to ATC
and request priority landing and medical services.
Q4: When you feel uncomfortable during flying, what would you do?
If I feel uncomfortable during flight, first, I will ask the other crew member to
take the control of the aircraft and take on my duties. Second, I will report the
situation to ATC and request priority landing and medical services.
Q5: How to avoid the crew’s incapacity?
There are many things we can do to avoid crew incapacitation. First we can do
more sports/exercise to keep healthy. Second, we can have regular medical
check. Third, if there is depressurization, we should put on the oxygen masks.
Q6: How to minimize the risks of incidents caused by crew incapacitation?
There are many things we can do to avoid crew incapacitation. First we can do
more sports/exercise to keep healthy. Second, we can have regular medical
check. Third, if there is depressurization, we should put on the oxygen masks.
Q7: Do you think it is important for pilots to stay healthy?
Yes, I think it’s important for pilots to stay healthy. We should do more sports
and have regular medical check to ensure we are healthy.
Q8: In your opinion, what is the best exercise for pilots to keep healthy?
I think running is the best exercise for pilots to keep healthy.
Q9: Under what circumstances do you declare medical emergency?
There are many conditions/situations in which we will declare medical
emergency. First, if the pilot gets incapacitated, we will declare medical
emergency. Second, if the passenger gets seriously ill such as heart attack, we
will declare medical emergency. Third, if the passengers get seriously injured,
we will declare medical emergency.
Q10: When you approach your duty time limit but you are still flying, does it affect
your decision making?
When we approach our duty time limit and we are still flying, we may feel
tired and we will be slow in making decision, so it may affect the decision
making.
Q11: Do you think pilots in China have enough time to have a rest between flights
and why?
Yes, I think pilots in China have enough time to have a rest between flights.
According to the regulation, in order to ensure the flight safety, we should
have at least 8 hours rest.
Q12: How do you balance rest and work?
We should keep good balance between rest and work. Between flight, we
should have enough rest time to keep energetic during flight.
Q13: How do you like in-flight catering?
I think in-flight catering is Ok. We have severl kinds of choices to choose. I like the
in-flight catering.
Q14: Do the captain share the same food with the copilot？Why?
No, the captain doesn’t share the same food with copilot. If they share/eat the
same food, it may cause both pilots to get incapacitated.
Lesson 32 Air Security
Airport security check
机场安检
dangerous goods
危险品
terrorist
恐怖分子
terrorism
恐怖主义
agency
部门，机构
personnel
人员
security check staff
安检人员
ground staff
地面人员
catering staff
配餐人员
airport police
机场公安
airline
航空公司
improve airport security
提高机场
安检
strengthen airport security 加强基础
安检
in the last decade
过去十年
scan/screen
扫描
rules and regulations
规章，法规
liquid
液体
lithium battery
锂电池
dangerous goods transportation 危险
品运输
flammable
explosive
erosive
chemical
toxic
radioactive
dangerous goods leak
weapons
bomb
anonymous call
claim
explode
explosion
bomb disposal squad
bomb disposal expert
suspicious luggage
oversized baggage
hijack
hijacker
易燃物
易爆物
易腐蚀的
化学品
有毒的
放射性物质
危险品泄露
武器
炸弹
匿名电话
宣称
爆炸
爆炸
拆弹小组
拆弹专家
疑似行李
超大行李
劫机
劫机者
OPI
Q1: What are the purposes of airport security check?
Airport security check is used to prevent the dangerous goods and dangerous
people entering the airport and the aircraft and ensure the safety of the airport
and the aircraft.
Q2: Do you think it necessary to strengthen airport security check?
Yes, I think it necessary to strengthen airport security check because airport
security check can prevent the dangerous goods and dangerous people
entering the airport and the aircraft and ensure the safety of the airport and
the aircraft.
Q3: Do you think security check on the catering staff is necessary?
Yes, I think security check on the catering staff is necessary because it can
prevent the dangerous goods and dangerous people entering the airport and
the aircraft and ensure the safety of the airport and the aircraft.
Q4: What can airports and airlines do to improve/strengthen the air security?
The airport can use/introduce more advanced systems and equipment to
improve the airport security check. Besides, the airport can offer more training
to the staff and improve their knowledge and skills.
Airlines can offer more trainings to the pilots and flight attendants to improve
their knowledge of dangerous goods.
Q5: Do you think airport security has been improved in the past decade?
I think the airport security check has been improved in the last decade. First,
the passengers and their baggage have to be scanned/checked again and again
before boarding the aircraft. Second, more advanced systems and equipment
have been used/introduced to improve the airport security check. Third, more
rules and regulations have been made to improve the airport security check.
For example, the extra lithium battery is not allowed to bring onboard.
Q6: With the development of civil aviation, do you have any suggestions for airport
management?
Yes, I have some suggestions for airport management. The airport can
use/introduce more advanced systems and equipment to improve the airport
security check. Besides, the airport can offer more training to the staff and
improve their knowledge and skills.
Airlines can offer more trainings to the pilots and flight attendants to improve
their knowledge of dangerous goods.
Q7: Do you think that pilots should have some knowledge of dangerous goods
transportation?
Yes, I think pilots should have some knowledge of dangerous goods
transportation because dangerous goods will endanger the flight safety. If
pilots do not have knowledge about the dangerous goods, they don’t know
how to deal with the dangerous goods leakage in flight. It is very dangerous.
Q8: Are you familiar with dangerous goods? Can you name a few?
Yes, I am familiar with dangerous goods. There are many dangerous goods such
as flammables, explosives, chemicals, radioactives and weapons.
Q9: Can you name some of the dangerous goods in aviation industry?
There are many dangerous goods such as flammables, explosives, chemicals,
radioactives and weapons.
Q10: Why are some goods considered as dangerous?
Some substances such as flammables and explosives are dangerous because
they may cause the aircraft to catch fire or cause structural damage to the
aircraft. Besides, it may affect the safety of persons on board.
Q11: Why is some liquid not allowed to be carried into cabin?
Some liquids are not allowed to be carried into the cabin because it is difficult
to detect if the liquids are dangerous goods or not. Besides, different liquids
may be brought into the cabin by different people and mixed together to make
a bomb.
Q12: What precautions should you take if you are informed of transporting
dangerous goods?
If we are informed of transporting dangerous goods, first, we will check the
loading sheet about the dangerous goods. Second, we will monitor the aircraft
to if there is dangerous goods leak.
Q13: If some dangerous goods are leaked in flight, what would you do?
If some dangerous goods are leaking during flight, we will report the situation
to ATC and request emergency landing and emergency services. After landing,
we will execute emergency evacuation.
Q14: If ATC informs you that they have received an anonymous call says there is a
bomb on board your aircraft, what will you do?
If there is a suspected bomb on board, we will report our situation to ATC and
request bomb disposal squad and emergency services. Second, we will execute
emergency evacuation.
Q15: If there is a suspicious luggage on board your aircraft, what will you do?
If there is a suspicious luggage on board your aircraft, first, we will inform the cabin
crew to search for the luggage. Second, we will report our situation to ATC and
request bomb disposal squad and other emergency services such as fire services
and medical services. Third, we will execute emergency evacuation.
Q16: What is your company’s procedures of dealing with suspicious luggage on
board?
If there is a suspicious luggage on board your aircraft, first, we will inform the
cabin crew to search for the luggage. Second, we will report our situation to
ATC and request bomb disposal squad and other emergency services such as
fire services and medical services. Third, we will execute emergency
evacuation.
Q17: Have you ever encountered hijacking?
No, I have never encountered hijacking.
Q18: What should you do if you encounter a hijack?
If we encounter a hijack, first, we will squawk 7500. Second, we crew members
will work together to fight against with the hijackers. Third, we will try our best
to land as soon as possible.
Q19: How to prevent hijack/terrorism from happening?
Many things can be done to prevent terrorism from happening. First, we can
improve airport security check to prevent terrorists and dangerous goods from
entering the airport and aircraft. Second, both pilots and cabin crew can
improve their skills to fight against the terrorism or hijack.
Lesson 33 Passenger Problems
hijacking
劫机
hijack
劫机
hijacker
劫机犯
terrorism
恐怖主义
terrorists
恐怖分子
squaw 7500 应答机 7500
security check 安检
air marshal
空保，安全员
refuse
拒绝
check in
托运
over-sized luggage 超大行李
turn off cell phone 关手机
medical emergency 医疗紧急情况
get seriously injured 严重受伤
heart attack
心脏病
medical assistance
医疗救助
first aid
急救
OPI
Q1: Have you ever encountered hijacking?
No, I have never encountered hijacking.
Q2: What should you do if you encounter a hijack?
If we encounter a hijack, first, we will squawk 7500. If possible, we will report
our situation and the hijacker’s intention to ATC and request emergency
services.
Q3: How to prevent hijack/terrorism from happening?
There are many things we can do to prevent hijack or terrorism from
happening. First, we can improve the airport security check to prevent the
terrorists and dangerous goods from boarding the aircraft. Second, we can
have some related training to improve our skills against the terrorists.
Q4: If the passenger refuses to check in over-sized baggage at the gate, what will
you do?
If the passenger refuses to check in over-sized baggage at the gate, I will ask
the purser to deal with it. We can inform the passengers of the dangers of
carrying the over-sized baggage into the cabin. For example, we can tell the
passenger that over-sized baggage may cause damage to the aircraft or cause
injury to persons on board, it may affect flight safety.
Q5: If the passenger refuses to turn off the cell phone, what will you do?
If the passenger refuses to turn off the cell phone, the flight attendants or the
purser may inform the passenger that it may affect the flight safety. For
example, the passenger will be informed that it may affect the radio
communication between the pilots and controllers.
Q6: What would you do if some passengers are seriously injured during
turbulence?
If some passengers are seriously injured during turbulence, first, the flight
attendants will offer first aid to the injured passengers. Second, we will make a
PA to find if there is a doctor onboard. Third, we will report our situation to
ATC and request priority landing at the nearest suitable airport and medical
services upon landing.
Q7: If one passenger has a heart attack, what would you do?
If one passenger has a heart attack, first, the flight attendants will offer first aid
to the injured passengers. Second, we will make a PA to find if there is a doctor
onboard. Third, we will report our situation to ATC and request priority landing
at the nearest suitable airport and medical services upon landing.
Q8: How do you carry out first-aid to the passengers?
First, the cabin crew will offer first aid such as medicines to passengers. Second,
we will make a PA to find there is a doctor onboard. Third, we will report our
situation to ATC and request priority landing at the nearest suitable airport and
medical services upon landing.
Q9: What medical help can the cabin crew provide to passengers on board?
First, the cabin crew will offer first aid such as medicines to passengers. Second,
we will make a PA to find there is a doctor onboard. Third, we will report our
situation to ATC and request priority landing at the nearest suitable airport and
medical services upon landing.
Lesson 34 In-flight Fire
In-flight fire
飞行中起火
fire on board
机上起火
electrical fire
电气起火
cabin fire
客舱起火
engine fire 发动机起火
undercarriage fire 起落架起火
wheel well fire 轮舱起火
front cabin
前客舱
rear cabin
后客舱
toilet
厕所
lavatory
厕所
galley
厨房
cargo hold
货舱
avionics bay
电子设备舱
smoke
烟雾
fume
烟雾
smell
味道
oxygen masks
氧气面罩
fire extinguisher
灭火器
fire bottles
灭火瓶
fire services
消防服务
fire engines
消防车
fire trucks
消防车
fire fighter
消防队员
discharge
释放
empty
倒空
extinguished
扑灭的
emergency descent 紧急下降
fire warning light
火警灯
cough badly
咳得厉害
get burnt
烧伤
suffocate
窒息
scared
受惊吓
frightened
受惊吓
in panic
惊慌
declare distress/MAYDAY 宣告遇险
under control
得到控制
out of control
失去控制
in chaos
一片混乱
OPI
Q1: If you are going to land with engine fire, what preparation will you make?
If we encounter engine fire during flight, first, we will report our situation to
ATC and request emergency landing and emergency landing. Second, we will
shut off the fuel supply to the faulty engine and discharge fire bottles to put out
the fire.
Q2: During flight, if you observe smoke in flight deck, what will you do?
If there is smoke or fire in the cockpit, first, we will put on the oxygen masks.
Second, we will report our situation to ATC and request emergency descent and
immediate landing.
Q3: During cruise, if the flight attendant reported there is a smoke in the cabin,
what will you do?
If we encounter cabin fire, first, we will report the situation to ATC and request
emergency landing at nearest suitable airports and emergency services. Second,
the cabin crew will put out the fire with fire extinguishers. Third, we will
remove the smoke by opening the air vents.
Q4: Have you ever encountered engine fire during flight?
No, I have never encountered engine fire during flight.
Q5: What are the common causes of engine compartment fire?
There are many causes of engine fire. First, fuel leak and oil leak may cause
engine fire. Second, mechanical problem of engine itself may cause engine fire.
Third, maintenance errors may cause engine fire.
Q6: What equipment can be used to extinguish fire on board?
The fire bottles can be used to extinguish engine fire and fire extinguishers can
be used to extinguish fire in the cabin.
Q7: For a long haul flight, at maximum takeoff weight just becoming airborne,
smoke comes from the cabin, what action would you take?
If smoke comes from the cabin, we will report the situation to ATC and request
return to land immediately. Second, we will dump fuel to reduce the weight of
the aircraft and the landing speed of the aircraft. After landing, we will execute
emergency evacuation.
Q8: What ground services do you request when you are going to land with fire on
board?
If we are going to land with fire on board, we will request fire services and
medical services.
Lesson 35 Bird Threat
bird activity
鸟类活动
flock of birds 鸟群
threat
威胁
threaten
威胁
pose threat to 威胁
ingest
吸入
engine failure 发动机失效
engine vibration 发动机振动
engine flameout 发动机熄火
engine fire
发动机起火
bird ingestion 吸鸟
bird strike
鸟击
windshield
风挡
windscreen
风挡
smash
破碎
crack
裂纹
disperse the birds 驱鸟
bird dispersing car/van 驱鸟车
dispel the birds
驱鸟
previous pilot report 前面飞行员报告
OPI
Q1: At which flight phase are you most likely to encounter bird strike?
We are most likely to encounter bird strike during takeoff and landing.
Q2: Why is bird strike a threat to flight safety?
Bird strike is very dangerous to flight safety. First, bird strike may cause structural
damage to the aircraft such as nose, windshields and engines. Second, bird strike
may cause engine problems such as engine flameout, engine failure, engine surge
and so on.
Q3: What measures can be taken to avoid bird strike?
Do you feel prepared of bird strike?
There are many things we can do to avoid the bird strike. First, we can get
information about bird activity from other pilot report and ATC alerting services.
Second, if there is bird activity along our flight path, we can request change our
flight path, delay our approach or delay our departure.
Q4: Who is responsible for dispelling birds in the vicinity of airports?
I think the airport management department is responsible for dispelling the birds
in the vicinity of airports.
Q5: Where can you get the information relating to bird activity?
We can get the information about bird activity from ATC, ATIS and other pilot
reports.
Lesson 36 Structural Damage
aircraft structures
airframe
nose
fuselage
tail
wings
ailerons
flaps
slats
spoilers
飞机机构
机体
机头
机身
机尾
机翼
副翼
襟翼
缝翼
扰流板
speedbrakes
减速板
elevators
升降舵
rudder
方向舵
horizontal stabilizer 水平安定面
vertical stabilizer
垂直安定面
cockpit
驾驶舱
windshield/windscreen 风挡
cabin
客舱
cargo hold
货舱
avionics bay
电子设备舱
OPI
Q1: What are the possible reasons for aircraft structural damage?/ What kinds of
situations will cause the structural damage?
There are some possible reasons for structural damage. First, bad weather such as
lightning strike, severe turbulence and severe icing may cause structural damage to
the aircraft. Second, If there is explosive depressurization, bomb explosion and fire
on board, it may cause structural damage. Third, ground accidents such as ground
collision and tail strike may cause structural damage.
Q2: If your aircraft suffers from structural damage, what will you do?
If our aircraft suffers from structural damage, we will report our situation and ATC
and request priority landing and emergency services upon landing. After landing,
we will report structural damage to the mechanics for maintenance check.
Q3: If you made a hard landing, how do you explain to your boss?
If we made a hard landing, we will hand in a written report to our company boss.
We will explain what happened to our aircraft and what we did to ensure the flight
safety.
Lesson 37 Tail Strike
tail strike
擦机尾
CG problem
重心问题
weight and balance 重量与平衡
cross wind
侧风
tailwind
顺风
wind shear
风切变
pilot skills
飞行员技术
pull up
拉起
flare
拉平
structural damage 结构
OPI
Q1: Have you ever encountered tail strike during flight?
No, I have never encountered tail strike during flight.
Q2: What are the possible reasons for tail strike?
There are many possible reasons for tail strike. First, pilot flight skills may cause tail
strike. For example, the pilot pulls up the aircraft too much during takeoff or
landing. Second, strong windshear, strong crosswind or strong tailwind may cause
tail strike. Third, CG problem/weight and balance problem may cause tail strike.
Q3: What damages will tail strike bring to an aircraft?
Tail strike may cause damage to the fuselage and the tail of the aircraft.
Q4: What should pilots do to avoid tail strike?
We can do many things to avoid tail strike. First, we can improve our flight skills to
avoid tail strike. For example, we shouldn’t pull up the aircraft too much during
takeoff or landing. Second, we should keep good weight and balance. Third, during
preflight preparation, we should get weather information.
Lesson 38 Emergency Equipment
emergency equipment
fire extinguisher
fire bottles
oxygen masks
first aid kit
flash lights
life vest
life raft
axe
emergency exit
emergency slides
evacuation slides
escape slides
应急设备
灭火器
灭火瓶
氧气面罩
急救箱
手电筒
救生衣
救生筏
斧头
紧急出口
紧急滑梯
撤离滑梯
逃离滑梯
OPI
Q1: Is there any emergency equipment on your aircraft? Are they convenient to
use?
Yes. there are some emergency equipment in C172 such as fire extinguishers, axe,
flashlight, first aid kit, life vests and so on.
Q2: Why are pilots required to be familiar with the emergency equipment?
We are required to be familiar with the emergency equipment because they can be
used in emergency situations to ensure flight safety. For example, if we encounter
cabin fire, we can use fire extinguishers to put out fire. If we encounter
depressurization, we can put on oxygen masks to avoid crew incapacitation.
Q3: How many emergency slides are there in your aircraft?
I fly C172. There is no emergency slide in C172, but I know there are 6 emergency
slides in A320 or B737.
Q4: What are the locations of them?
There are 6 emergency slides in A320, two are in the front, two are in the middle
and two are in the tail.
Q5: What are the functions of emergency slides?
The emergency slides are used to help the persons on board to evacuate the
aircraft as soon as possible.
Q6: Have you ever heard of emergency slides being deployed during ground
operation?
Yes. Once, it happened to West China Airline. When the aircraft was still taxiing on
the taxiway, one passenger opened the emergency exit and the emergency slide
was deployed.
Q7: When does oxygen mask drop during flight?
The oxygen masks will drop if there is depressurization during flight.
Q8: Under what conditions do you use oxygen masks?
There are many conditions will use oxygen masks. First, if we encounter
depressurization during flight, we will use oxygen masks. Second, if there is smoke
or fire in the cockpit, we will use oxygen masks.
Lesson 40 Daily Topics
Hometown and weather
1. Which city are you from?
2. What do you like most about your hometown?
3. What is your hometown famous for?
4. Can you name out some places of interest in your hometown?
5. Is there a theater in your hometown?
6. Can you make a comparison between your hometown and the city you are
living in now?
7. What’s the weather like in your hometown?
8. Do you like the weather in your hometown or that of the city you are living
now? Why?
9. What’s the weather like today?
10. Is today’s weather fit /good for flying? Why?
11. Where can you get weather information before the flight or during flight?
Hobbies and likes
1. Do you have any hobbies?
2. Which sport attracts you most?
3. What’s your favorite sport/sport star?
4. Which sport star do you like best?
5. Do you like music? What is your favorite music?
6. Do you often go to concert? How often?
7. Do you often go to the cinema?
8. With whom do you go to the cinema/concert?
9. Do you like to go to the theatre?
10. Do you often watch English movies? Why or why not?
11. What is your favorite TV program?
12. What is your favorite film?
13. What is your favorite website?
14. Do you like surfing the Internet?
15. What do you usually do on the Internet?
16. Do you smoke in the cockpit?
17. Why is smoking forbidden in the cockpit?
18. Do you like to spend your holiday in China or abroad?
19. Where is your favorite place to relax?
20. Do you prefer a house or an apartment?
21. Do you like cooking?
Family
1. What is the happiest memory of your family?
Educational / working background
1. Can you say something of your working or studying background?
2. Where did you graduate from?
3. Which company will you work for after graduation?
4. How much do you know about your company?
5. How many years have you been working as a copilot/captain?
6. What is your current position?
7. Can you make a brief introduction of your flight college?
8. How many years have you stayed at your flight school?
9. What subjects did you learn in college?
10. Have you ever studied English Radiotelephony communication course?
11. When did you get your private/commercial pilot license?
12. How often do you need to attend a medical checkup?
Travel and Transportation
1. How did you come to the test center today?
2. How did you come here today?
3. Did you fly yesterday?
4. Where did you fly to on your last flight?
5. What’s the traffic like in your city?
6. How long have you been driving a car?
7. Do you think it’s necessary to purchase your own car? Why?
8. If something goes wrong with your car, will you fix it by yourself or take it to
the garage?
9. What’s your favorite means of transportation?
10. Have you ever been abroad?
11. Which place do you dream/want to visit most?
12. Which English speaking country do you want to visit?
13. Have you ever been to the Great Wall?
14. Do you like travelling? Can you introduce any good places to me?
Modern technology
1. Do you like watching TV?
2. Which program do you like to watch?
3. What is your favorite TV program?
4. Do you think watching CCTV International programs can help you improve your
English level?
5. What do you think of online shopping?
6. Do you think online shopping can ensure the product quality?
7. Have you ever experienced online shopping?
8. What are the advantages and disadvantages of shopping on-line?
9. How often do you use computers?
10. Will you use computer in pre-flight preparation?
11. In what ways have computers changed your life?
12. What is your mobile phone/cell phone brand name? Is it user-friendly?
English study
1. Do you often speak English?
2. Do you think watching English movies/TV programs is a good way to improve
your English proficiency/spoken English?
3. What are the effective ways to learn English?
4. Can you suggest an efficient way to learn English well?
5. What are some difficulties in your English study?
6. Do you have plans to study English after this exam?
7.
8.
9.
10.
11.
Can you speak other foreign languages?
Why is English important for flight safety?
Have you taken other English examinations? What are they?
Have you studied any aviation courses in English?
Have you studied English radiotelephony communication course?
ICAO English test
1. Did you sleep well last night?
2. Is this your first time to take this test?
3. Which part do you think is the most difficult/toughest in PEPEC test? Why?
4. Do you think ICAO English proficiency requirements can improve/enhance
flight safety?
5. Do you have confidence in passing the test?
6. Are you confident of passing the test?
7. How long have you been preparing this test?
Future plan
1. Do you have any plan about your future?
2. What are your future plans?
3. Do you think your future is promising/bright?
4. What are you going to do at this weekend?
5. Do you have any plans after this interview?
6. When is your next flight? Where to?
7. Where will you go on your next vacation?
8. After having become a pilot what new dreams do you have?
Job criteria
1. Do you like your job as a pilot? And why?
2. Are you satisfied with your job as a pilot? And why?
3. What are some advantages and disadvantages of being a pilot?
4. What are your criteria of a good job?
5. What are your criteria of job satisfaction?
6. Do you want to work for foreign airlines? Which foreign airline do you want to
work for?
7. Where is your company based on?
8. Are you satisfied with your company salary?
9. Do you like your company logo?
10. If you are given a chance to change your job, what will you do?