第一篇：中国民航飞行员英语900句题库
第一章
基本通话术语
1.Climbing at 1000 feet per minute or geater.继续以每分钟1000英尺或更大的上升率上升。
2.Maintaining own separation and
VMC , descending to FL80.保持好自己的间隔和目视气象条件，下降到高度80.3.Experiencing icing conditions.Request further descent.遇到结冰条件，请求进一步下降。
4.Experiencing severe turbulence.Request further descent.遇到严重颠簸。请求进一步下降。
5.Request radar vectors for visual approach Runway.请求雷达引导，目视进近，跑道22.6.Request Taxi
to south maintenance ramp.请求滑行到南边的维护机坪。
7.Expect hold at HUR VOR for 10 minutes due traffic.由于冲突飞机，预计在HUR VOR台等待10分钟。
8.After passing SY VOR ,leave
the hold on heading 250,cleared for VOR approach Runway 06.过SY VOR 台后，离开等待，航向250，可以VOR进近，跑道06号。
9、Clearer to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.可以飞往LHR，并按公布的航图在LHR等待。保持高度8000英尺。预计进一步许可保持18分钟。10.Cleared to the 180 radial of PER VOR at 15 DME.Hold south ,left hand pattern, outbound time 2minutes ,expect approach clearance at 37.可以在PER VOR台180度径向线DME 15 海里处向南等待，左等待，背向时间两分钟。预计进近许可时间37分。
11.Information P received ,stand 03 ,ready to copy ATC clearance.收到通播P，停机位03号，准备好抄收ATC许可。
12.Cleared to destination ,flight planned route, cruising level 330,departure Runway 04, initial altitude 7000 feet.HZ-01 Departure, squawk 2563 ,departure frequency 124.35.可以飞往目的地机场，按照计划的飞行路线，巡航高度层330，离场跑道04号，起始高度7000英尺。HZ-01号标准仪表离场，应答机2563，离场频率124.35.第二章
机场管制通话术语
1、Say again all after 3000 feet.3000英尺后的内容再说一遍。
2、Destination Beijing, request departure
information.目的地北京，请求离场信息。
3、Start-up
approved ,altimeter setting
29.91。可以开车，高度表设定值29.91（英寸汞柱）。
4、Expect departure 49,Star-up at own discretion，QNH 1004.预计49分离港，开车时间自己掌控，修正海压1004.5、You are unreadable.无法听清。
6、Can you speak slower.你能说慢点吗？
7、Pushback approved , long
pushback.可以推出，多推点。
8、Negative.We need 10 minutes to cool the brakes.不行。我们需要10分钟冷却刹车。
9、Approaching holding point, request crossing Runway 24.接近等待点，请求穿越24号跑道。
10、Cross Runway 24,report runway vacated.穿越24号跑道，脱离跑道时报告。
11、Unable to vacate via A2,request full length of Runway.不能经由滑行道A2脱离，请求全长跑道。
12、After departure , climb straight ahead until 3000feet.起飞后，直线爬升至3000英尺。
第三章
雷达管制通话术语
1、Maintain Mach decimal 82,transitiom speed 310knots.保持马赫数点82，转换速度310节。
2、Traffic indication at our 1 o’clock, 4miles,same altitude ,converging.活动飞机显示在1点钟方位，4海里，同高度，正在汇聚。
3、Maintain 3000 feet until glide path interception.保持3000英尺，直到截获下滑道。
4、NOTAM says glide slope for Runway 15 is Unserviceable, confirm.飞行员通告表明15号跑道下滑故障，证实。
5、In case of going around ,turn left heading 210.如复飞，左转航向210.6、Transponder unserviceable.应答机故障。
第四章
进近管制通话术语
1、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.2、Request straight-in L=ILS approach Runway
24.请求直接盲降进近，跑道24号。
3、When established on the localizer ,descend on the gilde path.建立好航向道后，沿下滑航径下降。
4、Runway in sight.看见跑道了。
5、Passing outer marker.过外指点标了。
6、Report MQR outbound.MOR 背台报告。
7、Hold on the 265 radial of BKM VOR between 25 and 30 miles DME ,FL100 , inbound track 085，right hand pattern ,expected approach time 1022.在BKM VOR 台265度径向线，DME距离25至30海里之间等待，高层100，向台轨迹085，右等待，预计进近时间1022.8、Hold at 20 DME of ST VOR ,FL100,inbound track 260 degrees, left turns, limiting outbound distance 24 DME.在ST VOR台DME20海里等待，高度层100，向台航迹260度，左转，限制背台距离DME24海里。
9、Overhead YV , maintaining 3000feet,entering hold.飞越YV，保持3000英尺，进入等待。
10、Leaving FL60 ,descending to 2500 feet ,QNH 1008.离开高度层60，下降到2500英尺，修正海压1008.11、Position 10miles northeast of LN.位置在LN东北方向，10海里。
12、No ATC speed restrictions。Contact Tower 118.9.ATC没有速度限制。联系塔台118.9。
13、Surveillance radar approach Runway 27 ,maintaining 2200 feet.监视雷达进近，跑道27号，保持2200英尺。
14、Precision radar approach Runway 27 heading 260,descending to 25000 feet ,QNH 1014.精密雷达进近，跑道27号，航向260，下降到2500英尺，修正海压1014
15、Maintain own separation and VMC ,descend to FL50.保持好自己的间隔和目视气象条件，下降到高度层50。
16、Climb to FL210,level restrictions of KODAP-01 Departure canceled.上升到高度210，取消KODAP-01号标准仪表离场的高度限制。
17、Climb to FL210,cross AU at FL 100 or below.上升到高度210，飞越AU时不高于高度层100.18、Descend to FL100,cross YU FL150 or
above.下降到高度层100，飞越YU时不低于高度层150。
19、Continue approach Runway 36R ,maintain visual separation with preceding traffic.继续进近，跑道36右，与前机保持目视间隔。
20、Unable circling approach due company policy.Request diversion.由于公司政策，不能盘旋进近。请求改航。
21、RNAV approach not available due FMS database.Request VOR approach.由于FMS数据库原因，RNAV不可用。请求VOR进近。
22、Cleared for LDA approach Runway 24.可以航向道偏离进近，跑道24号。
23、Unable RNAV
due equipment, request conventional arrival.由于设备，不能RNAV进近，请求常规进场。
24、Unable RNAV，loss of RAIM，request NDB approach.由于RAIM丢失，不能RNAV进近，请求NDB进近。
25、RAIM alert，going around.RAIM 警告，复飞了。
26、Proceed to AK ,hold as published ,expect approach clearance at 30.直飞AK，按航图等待，预计进近许可30分。
27、Holding northwest of VYK VOR FL120,what is the delay for approach? VYK VOR 台西北等待，高度120，请问进近的延误情况。
28、Request to extend the holding pattern for accomplishing the checklist.请求延长等待以完成检查单。
29、Request extended holding to burn fuel to reduce
the weight.请求延长等待以便消耗油减少重量。
30、Join right hand downwind, visual approach Runway 24.加入右三边，目视进近，跑道24号。
31、Stand by.We are carrying out procedures.稍等，我们正在执行程序。
第五章
紧急情况通话术语
1.Our FMS has malfunctioned.Request radar vectors.我们的飞行管理计算机故障了，请求雷达引导。2.Unable to maintain altitude, request leaving RVSM airspace.不能保持高度，申请离开RVSM空域
3.We have smoke coming from our avionics bay.We are evacuating.Request fire trucks.我们有烟雾来中我们的电子设备舱。我们正在紧急撤离。申请消防车。
4.We are having flight control problems.我们有飞行操纵问题。
5.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.我们飞行操作计算机工作不太理想，我们保持平飞有些困难，不能再RVSM空域飞行。
6.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.飞机有向右横滚的趋势，我需要更多的空域来机动
7.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.我们完成了检查单但还是不能收回一部分减速板。申请最长的跑道落地。
8.We cannot fully extend the flaps.Request the longest runway for landing.我们不能完全放出襟翼。申请最长的跑道落地。
9.We have asymmetric flaps.Airplane is rolling to the left.Request holding to solve the problem 我们的襟翼位置不一致，飞机正向左横滚。申请等待解决故障 10.Request vectors for long final.We are controlling the airplane with mechanical backup.请求雷达引导到长五边。我们正在用机械备用设备操作飞机。11.We have a problem with fuel temperature.Request holding position on the taxiway.我们的燃油温度有问题。请求滑行道上原地等待。12.We are leaking fuel slowly.Request diversion.我们有慢速漏油。申请改航。
13.We have leaked a large amount of fuel onto the apron.Request fire trucks on standby and the stairs vehicle to disembark the passengers.我们已经有大量燃油漏到机坪。申请消防车待命和客梯车让旅客离机。
14.Our hydraulic systems have a malfunction.Request descent to lower levels to extend flaps in advance.我们的液压系统有个故障。请求下降到低高度以便提前放出襟翼。15.Request the longest runway and vectors for a wide downwind due to hydraulic failure.由于液压失效，申请最长的跑道和雷达引导到宽的三边。16.We still have only one hydraulic system.Request the longest runway for landing.我们仍然有一套液压系统。申请最长的跑道着陆。
17.Our left engine anti-ice system has failed.Request immediate climb to leave the icing area。
我们任然有一套液压系统。申请最长的跑道着陆
第六章
其他情况通讯术语
1.One passenger is having difficulty breathing.Request descent to a lower level to reduce cabin altitude.我们的左发防冰系统故障，申请立即上升来脱离结冰区域。2.A stressed passenger attempted to open an emergency exit.Request airport security on arrival.一名闹情绪的旅客试图打开应急出口。申请机场保安到场。3.A pregnant passenger is in servere pain.Request priority landing and ambulance to arrival.一名孕妇承受剧痛。申请优先着陆和救护车到场。
4.There was a fight onboard among a few passengers.One of them is now bleeding seriously.Request police and ambulances on arrival.几名旅客在机上打斗。其中一人现在流血严重。请求警察和救护车到场。
5.Many passengers and crew were injured due severe turbulence.We will advise the number and severity of injuries when able.由于严重颠簸，多名旅客和机组都受伤了。如能够，我们将告知受伤人数和严重性。
6.We found a passenger unconscious from a drug overdose in the lavatory.Request police and ambulance on arrival.我们发现一名旅客在洗手间服药（或毒品）过量失去意识了。请求警察和救护车到场。
7.We can see two masked men with sharp weapons on our cockpit door surveillance camera.They are kicking the cockpit door.我们通过驾驶舱监控摄像机看见两个头戴面具手拿利器的人。他们正在踢驾驶舱门。
8.One of the terrorists is about forty years old.He is about 180cm tail, wearing a brown shirt and dark pants.一名恐怖分子大约40岁。他有180厘米高，穿着棕色衬衫和深色裤子。
9.A terrorist is trying to access the cockpit.He is about 30years old.He is wearing a hat and backpack.一名恐怖分子正试图接近驾驶舱。他约30岁。戴一顶帽子并双肩背包。
10.The purser reports there are over ten hijackers onboard.They are threatening to kill passengers if we don’t fly to another destination.乘务长报告机上有超过10名抢劫犯。正威胁我们如果不飞往另一个目的地，他们要杀死旅客。
11.Some explosives were discovered behind a panel near the back of the cabin 客舱后部的一个面板后面发现一些爆炸物。12.What do the bomb-disposal experts suggest we do? 拆弹专家们建议我们做什么？
13.We are unsure of our position due to navigationg failure.If any stationg can hear me ,please respond.由于导航失效，我们不确认位置。如有任何电台能听见我们，请回话。
14.We only have standby magnetic compass due instrument failure.Now heading 245.Request navigationg assistance.我们因仪表失效只有备用磁罗盘。现在航向245.请求导航援助。15.We are unsure of our position due FMS failure.Last known position five miles north of FUPAD ,now heading 165 for weather avoidance.我们由于飞行管理计算机失效不能确定位置。最后已知位置FUPAD以北5海里，现在航向165以避开天气。
16.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。
17.Some of the cabin crew are injured.They were serving meals during the TCAS maneuver.部分客舱机组受伤了。TCAS机动时他们正在供餐。18.Some passengers have been scalded by hot drinks.一些旅客被热饮料烫伤了。
19.We will reach our minimum fuel if we are delayed any further.如果我们进一步延误，我们将达到最低燃油量。
20.We are declaring minimum fuel.We will have less than 30minutes endurance by the time we ger to our destination.我们宣布最低燃油量。我们到达目的地之后会有少于30分钟续航时间。
21.Request runway change for departure due high crosswind.由于较大侧风，请求换起飞跑道。
22.Request to delay the approach due tail wind beyond limits 由于顺风超限，请求延迟进近。
23.Request holding instructions due weather near the runway threshold.由于跑道入口处附近的天气，请求等待指令。24.Unable, an immediate right turn right not give us enough terrain clearance.Our turn radius is 4 miles at this speed.不行，立即右转的话我们越过地形的裕度可能不够。当前速度的转弯半径为4海里
25.We had to overshoot because of wake turbulence.我们不得不复飞的原因是尾流。
26.Not ready for immediate takeoff due possible wake turbulence from departing heavy aircraft.没有准备好立即起飞，刚起飞的重型机可能有尾流。27.Unable CAT II approach due crew qualification.不能II类进近的原因是机组资质。28.Transmission blocked ,say again.被干扰了，再说一遍。29.Standby, high pilot workload.稍等，飞行员工作负荷较大。
第二篇：中国民航飞行员体检标准
中国民航飞行员体检标准
(不适用于其他国家,不适用于港澳台地区)新标准对视力的要求为，任何一眼裸眼视力达到0.7或以上，双眼远视力达到1.0或以上。如果任何一眼裸眼视力低于0.7，则必须同时满足下列条件：裸眼远视力不低于0.3；矫正视力不低于1.0；屈光度不超过正负3.00D（球镜当量）。新标准还明确规定，做了角膜屈光手术的一律当作视力不合格。
男生身高不足170厘米或超过187厘米；
体重不足50公斤；
骨与关节疾病或畸形； 明显的“O”型或“X”型腿；
久治不愈的皮肤病，如头癣、湿疹、牛皮癣、慢性荨麻疹等； 6 慢性肠胃道疾病； 肝炎或肝脾肿大，HbsAg阳性； 8 肾炎或血尿，蛋白尿； 精神病家族史，癫痫病史； 10 颜面五官明显不对称； 11 晕车、晕船； 12 口吃； 耳朵流过浓，听力差，经常耳鸣； 14 视力低于0.7（C字表）； 肺结核； 较重的砂眼或倒睫； 直系亲属（三代内）有被关、管、杀或参加邪教组织者
中国民航飞行员身体条件(不适用于其他国家,不适用于港澳台地区)1．基本条件：
报考者身高须在165-185厘米之间；体重在50公斤以上；平静血压不超过18.4/11.7千帕（138/88毫米汞柱）；按空军“C”字型视力表，申请者双裸眼视力分别要在1.0以上,无色盲和色弱；身体上没有文身和刺字。
2．凡有下列病史或体征者不宜上站报名体检：
四肢残缺或身体有明显畸形；有开颅、开胸手术以及头部外伤昏迷史者；经常腰腿痛或一年内有骨折史者；有慢性肠胃病或7岁后患过传染性肝炎者；食物、药物过敏史；严重偏食及猪、牛、羊肉均不吃者；患过脑膜炎、脑炎、肾炎、结核病或有哮喘及经常咳嗽者；经常头痛、头昏、失眠者；家庭及本人有精神病、癫痫或本人有晕劂史者；口吃结巴者；有梦游症或13岁后仍有尿床现象者；耳聋、经常耳鸣或耳内流脓者；乘车船恶心、呕吐者；牙齿脱落3个以上或明显咬合不良者；明显斜视者；平时戴眼镜学习者及夜盲者。
第三篇：中国民航飞行员航班飞行流程
中国民航飞行员航班飞行流程--------转自carnoc
让我们用波音757来模拟一个北京到上海浦东的航班，来揭开飞行那神秘的面纱。
飞行前地面准备
飞行前一日准备
在接到飞行任务后，机长和副驾驶在飞行前一天的下午来到飞行情报室进行飞行前的准备。主要是熟悉所飞航线的导航数据、降落及备降机场的使用细则、飞行程序，并且在准备结束后与机组其他成员一起就明日的飞行做出详细分工安排。
取得放行许可
清晨，机长按照航班时刻，提前1小时来到飞机上，副驾驶已将飞机里加入所需的航油。民航班机在出港前需由空管部门给予放行许可ATC Clearance，其中应包括：目的地、使用跑道、航路飞行规则、标准离场程序SID、航路巡航高度、应答机编码，如有必要还应该包括：起始高度、离场频率、特殊要求等。
地面活动和起飞（塔台）
推出开车
得到放行许可后，飞机开始做起飞前准备，包括上客、装货、机务人员检查完毕签署文件放行飞机、地面商务值机人员与机组共同核对人员、飞机装舱单正确等。副驾驶完成驾驶舱的初步准备工作，包括在飞行管理计算机（FMS）里输入今日飞行的主要数据，等待机长进行检查；乘务员们也来到飞机上，机上共有8名乘务员，她们在乘务长的安排下对客舱、旅客餐食、机上供应品进行准备；大约在起飞前25分钟时，旅客们开始登机。机长和副驾驶各自坐在驾驶舱的左右驾驶座上。机长打开了“系好安全带”的信号，设置了飞机停留刹车，开始对飞行管理计算机的内容进行检查。飞行管理计算机里存储了航空公司所飞航班的大部分信息，飞行员仅需要输入相应代码即可，计算机会自动生成航路。今天共有178名乘客，飞机的起飞重量为102吨，副驾驶根据舱单（客货装载表）在计算机里输入了起飞速度。打开航行灯光（左红、右绿、尾白），皮托管开关、防冰开关（如需要）等。数分钟后，机长确认了准备工作已完成，在驾驶舱的显示器上已表明所有舱门都已关好，乘务长报告客舱准备完毕。所有准备完成后，机组要请求推出许可，在得到许可后，方可启动发动机，叫做推出开车。机长示意副驾驶向塔台请示开车，同意后飞机在五分钟后启动好发动机。
地面滑行
飞机由停机位推出开车后，开始向塔台地面管制申请滑行的放行许可，滑行许可中应包括：使用滑行道，将滑行所到达的跑道号及必要时的特殊规定，如：“CCA197，经过滑行道Z3，Z2，L，36L，在 L 稍等。”在得到同意后开始滑行，这时乘务员正在对旅客进行航空安全的广播和示范，逐一检查旅客系安全带的情况。
进入跑道
当滑行到跑道外时，应该在跑道外标记的等待位置等待，待得到进入跑道的放行许可后，方可进入跑道，严格禁止没有允许进入跑道！进入跑道许可中的指令有固定含义，如：“跑道外等待”应该将飞机停止在跑道联络道以外。“进跑道等待”则为允许进入跑道，但需要在跑道内等待，不得起飞；而“进跑道，地面风XX度XX米/秒，可以起飞跑道XX”则为进入跑道可以直接起飞。
允许起飞
飞机已经滑行到跑道上，当塔台管制员发给允许进入跑道的放行许可后，飞机可以进入跑道等待起飞指令，在得到起飞许可并复诵起飞许可后（包括可以起飞，修正海压，如指令中包括其他特殊规定，也应复诵，但可以不复诵地面风）可以起飞离地。自动刹车开关在“RTO”（中断起飞）位置，机组将襟翼放到规定度数，并向客舱发出了起飞的信号。按照准备时的约定，这个起飞动作由副驾驶完成，机长把飞机对正跑道后将飞机交给副驾驶操纵。起飞是一个直线加速运动，是飞机功率最大和机组操作最繁忙的时候，它分两个阶段，首先以最大功率在地面滑跑，在起始阶段由于速度不大，方向舵不起作用，飞行员控制着前轮方向，以保持飞机直线前进；当速度到每小时80公里时驾驶员用驾驶杆操纵飞机，但在达到决断速度Vl以前，驾驶员的手绝对不离油门杆，以便在发生突然情况时中止起飞。超过Vl速度后驾驶员必须继续起飞，因为这时的速度太大，再中断起飞，飞机会冲出跑道造成事故。飞机开始在跑道上滑跑，副驾驶全神贯注地操纵着飞机，当飞机速度加速到80海里时，机长按程序发口令“80海里”，副驾驶回答“检查”以确定飞机处于操纵之中。“V1”（决断速度）、“抬轮”，副驾驶按口令将飞机前轮抬起，这时飞机速度大约为150-160节。几秒种后，飞机离地开始上升。两台马力强劲的喷气式（英制罗罗）发动机使飞机以约3000英尺/分的爬升率冲向云霄。
离场（进近）
联系离场
飞机离地后，约在1000英尺建立积极爬升姿态后，机长配合副驾驶将飞机起落架和用于增加升力的襟翼收回以减少上升阻力，副驾驶则接通了3部自动驾驶仪中的1部，让飞机处于自动驾驶状态。如是程序管制，应报告飞机已经离地；如为雷达管制，等待管制员发给联系离场（进近）部门的换频许可。联系离场（进近）后，根据管制员发出的指令上升到规定高度，并按照管制员给予的标准离场程序SID进行离场飞行。当达到过渡高度3000米时（各机场TA、TL有所不同），将高度表拨正值从QNH调到QNE.巡航（区调）
联系区调
当飞机由进近或塔台移交给区调，并被告知换频许可后，应立刻主动联系XX区调，并报告自己的高度，位置以及应答机编码，区调进行确认后发出新的指令，然后按照区调给予的指令进行巡航飞行。15分钟后，飞机开始在1万米左右的高空平飞。飞行计算机显示，此时的高空风向为西风，速度为130公里/小时，所以飞机由于顺风的缘故，地速达到了980公里/小时。飞机的航向正飞向航线上的一个航路点，此时的飞机由安装在飞机上的GPS或惯性基准系统并参考地面VOR台来定位。飞越了一个航路点后，飞机自动转弯并飞向下一点，副驾驶向区域管制员报告了位置、高度和时间，管制员在雷达上进行了识别。机长和副驾驶在整个平飞过程中始终严密监视着驾驶舱内的几块显示仪，它们显示着飞机各个系统的运转情况。与此同时，客舱内显得十分舒适。空调系统自动将环境温度调节到适宜的程度，舱顶上的液晶显示器将飞机的现在位置标在地图上。飞机达到预定高度后，保持水平匀速飞行状态，这时如果没有天气变化的影响，飞行员可以依靠自动驾驶仪按照选定的航线以一定速度和姿态稳定飞行，几乎不需要操纵，一般只需进行必要的监控，该阶段的飞行事故率最低。
联系同一管制区的不同扇区
当在同一个管制区内分为多个扇区时，管制员会发出“联系XX xxx.xx”，这时虽然是要求换频联系下一个管制单位，但是呼叫还应保持原来的呼号，如：北京2扇向5扇区移交，那么当频率换到133.2后，仍需呼叫“北京（区调）”，而不是“郑州（区调）”，更不是“前方（区调）”。
联系下一个管制区
当飞机飞越一个管制区到下一个管制区之前，管制员会发出“联系XX（区调）（频率）xxx.xx”这时向本区管制员复诵并再见后应立刻、主动联系到下一个区调的管制员，并进行位置、高度和时间位置报告（在雷达管制区域中可省略）、所开应答机编码。飞行了数个小时，副驾驶已经和上海区域管制员建立了联系，机长则从无线电里收听浦东机场的最新情报通播ATIS，以便得到最新的天气和跑道情况。客舱的显示屏上已经显示了预达时间，乘务员们开始进行着陆前的准备工作。为了安全，机上的卫生间在着陆前20分钟起关闭使用，“系好安全带”的信号灯伴随着咚的一声闪亮了。
脱离巡航高度开始下降（区调）
下降高度
当飞机即将到达浦东机场一定距离时，根据区调指挥的高度将飞机下降到规定高度，为飞机的进场做好准备，此时机组只是复诵管制员指令，并按照指令进行操作即可。飞机开始下降，自动驾驶仪将油门收至慢车位，机头下俯，如无冲突用经济、舒适的下降率下降。客舱增压系统自动调整客舱气压以适应着陆机场气压。飞机沿预定航迹进入机场的空中走廊，在6000米高度时通过了VMB走廊口，此时距机场约100公里。
联系进近
对不设进近的机场，由区调指挥下降到进场高度时移交给塔台引导飞机进场，并按要求根据指令使用雷达或标准进场程序STAR进场即可（国内繁忙机场有时会临时调配）；如果机场设置了进近，当飞机按照规定下降到进场高度后，飞至机场走廊口或飞临进近管制区边界时区调管制员会告知飞行员换频联系进近，由进近引导飞机进场，可使用雷达管制和程序管制。
进场（进近）
起始进近
在进场阶段应该严格按照空管发出的指令进行操作，并复诵管制员指令，严守高度、速度；如为程序管制的机场，进近一般采用标准进近方式引导，会告知飞行员使用哪个STAR（国内繁忙机场有时会临时调配），飞行员复诵后，自行按照机场的标准进场图、仪表进近图进行自主领航，并按照图上标记的报告点进行信息报告。如果为雷达管制，空管一般会进行雷达引导，在雷达引导进入最后进近阶段或切入航向道后，自己就可以自主调速了（国内繁忙机场有时会有速度限制），飞行员不必按照标准仪表进近图标记的报告点进行信息的报告，只需在管制员要求的报告点报告。在穿越过渡高度层3600米时，将高度表拨正值从QNE调到浦东机场的QNH [ZSSS，ZSPD起降时，900米（不含）以上统一使用ZSPD的QNH，900米（含）以下使用起降场的QNH]，机长继续操纵飞机实施进近程序，在距离机场25公里时开始减速。
准备降落
当管制员在最后进近阶段对速度有限制时，应严格遵照执行，如果遇到管制员要求保持大表速进近时，应该保持至少180节以上的速度飞行，直到管制员解除速度限制；当管制员发出„把进近速度减至最小时”，飞行员应该调速至失速速度以上的最低安全速度飞行。减速主要通过减小油门、放襟翼、减速板等手段来实现的。进入最后进近阶段或切入航向道后（HIS上的航向信号开始移动），一般进近开始将飞机移交给塔台，得到进近发出的换频联系塔台的指令后，飞行员应迅速、主动联系塔台，报告自己建立航道的跑道号。
注：3个信标台的典型配置情况（其位置在“仪表进近图”上一般都有标明）：
外指点标（outer marker，缩写OM）通过OM上空时，座舱中的OM灯亮，摩尔斯电码声音为“长，长，长”。
OM通常是飞机切入电子下滑道GS的位置，通过OM上空时，座舱中的GS指针应在中央位置。典型情况下，此时飞机高度大约为2500-4000英尺AGL，OM距离跑道入口大约7-10海里。
中指点标（middle marker，缩写MM）通过MM上空时，座舱中的MM灯亮，摩尔斯电码声音为“短，长，短，长”。MM建在离跑道入口3500英尺（1067米）处，由于GS一般都是3度的，可以计算出此时飞机与跑道接地区的相对高度差为200英尺（61米）
内指点标（inner marker，缩写IM）通过IM上空时，座舱中的IM灯亮，摩尔斯电码声音为“短，短，短，短”。并不是每条跑道都建有IM的，IM离跑道入口很近，如果飞机沿正确的下滑道下降高度进近，那么飞机应该在到达IM上空时，所处高度位置“决断高度”，即DA（精密进近为“决断高”DH），一般为200英尺，如不能目视跑道就要复飞。
机场降落（截获航向道后）
降落阶段
当飞行员与塔台管制员建立联系后，按照管制员给出的指令要求开始进近飞行；当机场条件可以落地时，管制员会发出落地许可，其中应包括：航班号，可以落地，地面风，重要天气，修正海压，特殊情况等内容。飞行员应复诵：航班号，可以落地，修正海压和特殊情况等内容。机长发出口令让副驾驶放出襟翼，在塔台指挥下，飞机进近到跑道的延长线外15公里，放下起落架。机载ILS接收到了下滑道GP信号（HIS上的下滑信号开始移动），同时机组据规定减速及放匹配的襟翼度数，以确保“下滑好”（始终在中间位置）。自动刹车开关设在适当挡位。
注：关于盲降ILS（由航向台、下滑台和信标台组成）
航向台LLZ信号范围左右±35°，距跑道25海里开始信号可靠
下滑台GP 信号范围上下±1.4°，距跑道10海里开始信号可靠（下滑角一般3°）
落地
当跑道内没有活动障碍时，如跑道上飞机脱离或航道前方没有进近飞机时，管制员会发出继续进近指令，收到此指令时，飞机应该继续沿航道下滑进近，同时观察PAPI的指示，并注意无线电高度表指示的真高/场压高，直到得到降落许可；当飞行员由于某些原因不能继续降落要求复飞时（如飞机到达决断高度还没有得到降落许可时），应该先进行复飞操作，应保持航向复飞，并在上升期间尽快联系塔台，并告知复飞原因后，要求提供引导。无线电高度表指示高约60英尺时断开自动驾驶，改为手动操作；当飞机下降到离地面7－8米高时，要把机头拉起；到1米高左右把飞机拉平，以平行地面姿态下降，一般称为平飘（以防重着陆），先是两个主轮平衡着地，前轮仍然离地，以一定迎角滑跑一段距离以增加阻力，然后前推驾驶杆使前轮着地，飞机平稳地降落在跑道上。
脱离跑道
飞机接地后，自动放出减速板减速，发动机也使用了反喷装置，加上自动刹车，速度很快减小到了滑行速度。原则上应该在滑行速度低于80节以下关闭反推装置、减速板及襟翼，在速度低于30节后关闭自动刹车，以较高的速度从脱离跑道，之后立刻向塔台报告“XX（塔台），（航班号）跑道xx脱离了”。然后由塔台移交给地面管制（如果有地面管制），由地面管制通知停机位和滑行路线，复诵后机长操纵飞机按照指定路线滑行，副驾驶启动了辅助动力装置APU使飞机在发动机熄火后仍提供足够的电力和空调供应。
到位停车
飞机停在指定停机位/廊桥口，再次联系塔台或地面告知已到位。机长关闭了发动机，示意乘务员可以安排旅客下机了。旅客离机后，地面服务人员开始登机进行卫生清洁、餐食补给； 机外，数辆特种车辆正在给飞机加油、加水、处理污物、搬运行李货物。而驾驶舱里，机长和副驾驶一起，又开始对下一个航班进行充分的准备工作……
第四篇：中国民航飞行员英语PEPEC900句
第一章 基本通话术语
1.Maintaining FL310.2.Descending to FL290.3.Reaching FL190.4.Maintaining FL90 over WXJ.5.Continue descent to 3000 feet，QNH 1012.6.Passing FL180 for FL310.7.Cleared to enter controlled airspace not above FL100.8.Request further climb.9.Fly direct to SHA, not below FL180.10.After passing CGO descend to FL80.11.Stop descent at FL210.12.Descending to reach FL150 by WXI.13.Unable to reach FL150 by ZHO due performance.14.Climbing to FL290, to be level by 55.15.Descend at 2000 feet per minute.16.Climbing at 1000 feet per minute or greater.17.When ready, descend to FL210, level at PLT.18.Right heading 330, descending to 3000 feet, cleared for ILS approach Runway 36R.19.Descend to 3000 feet, information P is current.20.Expedite descent to FL180.21.Expedite climb to FL190.22.Climb to FL280 expedite until passing FL180.23.Unable to expedite climb due weight.24.Descending immediately to FL200 due traffic.25.When ready, climb to FL280, report leaving FL200.26.Leaving FL200, climbing to FL280.27.Maintaining own separation and VMC, descending to FL80.28.Reaching 8000 feet, request further climb.29.Cancel SID, track direct to LLK, climb to and maintain FL110.30.Experiencing icing condition.Request further descent.31.Icing condition encountered.Request further climb.32.Experiencing severe turbulence.Request further descent.33.Reduce speed to Mach decimal 76.34.Maintain Mach point 84 or greater.35.Maintain Mach point 80 or less.36.Maintain present speed.37.Maintain 250 knots or greater.38.Reduce to minimum clean speed.39.Reduce to minimum approach speed.40.Maintain 160 knots until 4 miles final.41.Maintain 160 knots until outer marker.42.Descend to FL120, on speed conversion, 250 knots.43.Cancel speed restriction, continue descent to 7000 feet.44.LMN-02 Departure, passing 2500 feet climbing to 9000 feet.45.Maintaining FL350, cleared to destination, flight planned route.46.Request radar vectors for visual approach Runway 22.47.Request join downwind Runway 31.48.Request taxi to holding point Runway 13.49.Request taxi to south maintenance ramp.50.Request frequency change.51.15NM to HRB, FL290, tracking to JMU, squawking 6543.52.Contact Control on 118.9.53.Position OBLIK at 0646, maintaining FL310, estimating ZF 0658,WUH next.54.Next report at WXA.55.Omit position reports.56.Omit position reports on this frequency.57.Resume position reporting.58.Delay not determined due runway obstruction.59.Approach time not determined due weather.60.Slot time not determined due flow control.61.Revised slot time at 56.62.Expect hold at HUR VOR for 10 minutes due traffic.63.Expected approach time 44.64.Revised expected approach time 54.65.No delay expected.66.Delay not determined, numerous aircraft holding for weather improvement.67.Cleared to exit the hold, fly direct to ML.Contact Approach on 128.35.68.Approach clearance canceled, turn left direct to DA, climb to 4000 feet, hold as published,expect further clearance at time 50.69.Ready for approach.70.Request leave the holding pattern.71.After passing SY VOR, leave the hold on heading 250, cleared for VOR approach Runway 06.72.Leave JFK VOR heading 210.73.Cleared to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.74.Hold south of AMS VOR at 9000 feet, inbound track 270 degrees,left hand pattern, outbound time 1 minute.Expect further clearance at 46.75.Cleared to the 180 radial of PER VOR at 15 DME.Hold south, left hand pattern, outbound time 2 minutes, expect approach clearance at 37.76.Information P received, stand 03, ready to copy ATC clearance.77.Gate 26, request clearance to London with information F.78.Cleared to destination, flight planned route, cruising level 330,departure Runway 04, initial altitude 7000 feet.HZ01 Departure, squawk 2563, departure frequency 124.35.79.Cleared to destination via ZAM, flight planned route, D03 Departure, cruising level 230, squawk 3763.80.Cleared to destination via flight planned route, Runway 36R, LKO-01Departure, initially climb to 4500 feet, cruising level 310, when airborne contact 119.7, squawk 2515.81.Cleared via ZF-01 Departure, initial altitude 5000 feet.Departure frequency 125.9.Cruising level 290, departure Runway 04.Squawk 6563.82.Cleared to destination via flight plan route.Departure Runway 36L.HZ-01D Departure.Initial altitude 5000 feet.Cruising level 330.Departure frequency 119.45, squawk 5667.83.Recleared to destination via ZF01 Departure, Runway 36R, rest of clearance unchanged.84.Recleared to destination via B213, WHA, R343, rest of route unchanged.85.Cleared to destination via flight planned route, initial climb to 2700 feet, request level change en-route, departure frequency 120.3, squawk 0722.第二章 机场通话术语
86.Gate15, information C, ready to copy ATC clearance.87.Cleared to destination, BK02 RNAV Departure, initially 3000 feet, departure frequency 125.4, squawk 3311.88.Say again all after 3000 feet.89.Say again all before departure frequency.90.Say again the initial altitude.91.Unable to cross LX FL150 due weight, maintaining FL130.92.Destination Beijing, request departure information.93.Bay24, request start-up.94.Start up approved, QNH 29.91.95.Start up approved, altimeter setting 29.91.96.Start up at 35, QNH 997.97.Expect start up at 35, QNH 1030.98.Expect departure at 49, start up at own discretion, QNH 1004.99.Radio check on 118.3.100.I read you 5.101.You are unreadable.102.Can you speak slower? 103.How do you read? 104.QNH 997, I say again, QNH 997.105.Stand 27, request pushback.106.Pushback approved, Runway 31.107.Stand by pushback.108.Pushback at own discretion.109.Pushback approved, long pushback.110.Pushback to taxiway A approved.111.Pushback approved, facing west.112.Cancel pushback, we have maintenance problem.113.Ground, Cockpit.Ready for pushback.114.Brakes released.115.Starting Number One.116.Brakes set, disconnect.117.Request taxi.118.Taxi via taxiway C to holding point Runway 24.119.Taxi to holding point Runway 24, traffic in sight.120.Request taxi back for maintenance purpose.121.Negative.We need 10 minutes to cool the brakes.122.Approaching holding point, request crossing Runway 24.123.Hold short of Runway 24.124.Holding, traffic in sight.125.Cross Runway 24, report runway vacated.126.Unable to vacate via A2, request full length of runway.127.Crossing Runway 24, wilco.128.Runway vacated.129.Giving way to B747 passing from left to right.130.Follow the greens to holding point Runway 05R.131.Cross red stop-bar at A1, we understand stop-bar unserviceable.132.After landing Airbus320, cross Runway 24, report vacated.133.Taxi to holding point C3, Runway 36.134.Behind Boeing747 passing left to right, taxi to holding point A1 Runway 135.Ready for departure.136.After departure, climb straight ahead until 3000 feet.137.Cancel SID, maintain runway heading.138.Lining up Runway 01C.139.Ready for immediate departure.140.Cleared for immediate takeoff.141.Runway 06, cleared for takeoff.Report airborne.142.Cleared for takeoff, Runway 06, wilco.143.Airborne, passing 500 feet for 4000 feet.144.The airbus on final in sight.8 145.Behind Airbus on short final, line up behind.146.After departure, turn left heading 190, Runway 24R, cleared for takeoff.147.Request right turn when airborne due weather.148.Take off immediately or hold short of runway.149.Take off immediately or vacate runway.150.Hold position, cancel takeoff, I say again, cancel takeoff.151.Holding position.152.Stopping!Engine fire.153.Request return to ramp.154.Tire burst, possible evacuation on runway.155.Negative intersection departure due performance.156.Affirm.We can accept intersection departure from C2.157.Request intersection departure from C2.158.Request Takeoff Runway Available(TORA)from intersection C2.159.Request Accelerate-Stop Distance Available(ASDA)from intersection D1.160.Request Takeoff Distance Available(TODA)from intersection E3.161.Line up and wait.Understand one aircraft to depart from A2.162.Taxi via A2, backtrack and line-up Runway 18.163.Airbus 330 heavy, 8000 feet, Information X.164.Join right-hand downwind, Runway 34.165.Number Two, follow airbus 330 on base.166.Number Two, traffic in sight.167.Straight-in visual approach, Runway 34.168.Extend downwind, Number Two, airbus 320 in sight.169.Orbit right.Number Two.170.Number Two, follow airbus 320 ahead.171.Make a short approach.172.Long final, airfield in sight.173.Continue approach Runway 25.174.Runway 27, cleared to land.175.Short final, request wind check.176.Request low pass due unsafe landing gear indication.177.Low pass approved Runway 27, not below 500 feet.178.Landing clearance canceled.Continue approach.179.Behind the Boeing737, cleared to land.180.Request low approach.181.Runway not in sight, going around.182.No contact at minimum, going around.183.Wind shear, going around.184.Going around, localizer fluctuation.185.Follow the standard missed approach procedure, climbing to 3000 feet.186.Take first right.When vacated, contact Ground 118.35.187.After vacated contact Ground 121.6.188.Taxi to Stand 27 via Taxiway A.189.Taxi to the end of Runway.190.Confirm construction work adjacent to Gate 37.191.Confirm centerline taxiway lighting unserviceable.192.Confirm PAPI light unserviceable.193.The Runway light is too bright.Request dim it.194.Flock of birds 3 miles final.195.Runway covered with patches of water, braking action medium.196.Confirm airport rescue and fire facilities category.197.Is the weather improving or deteriorating? 198.Thicker patches of fog exist further along the runway.RVR significantly reduced.199.Confirm current RVR less than 400 meters.200.Confirm visibility more than 1000 meters.201.Is mid-point RVR available? 202.Confirm RVR Runway 27.203.RVR Runway 27 is 600 meters.204.Confirm touchdown RVR greater than 350 meters.205.Confirm stop-end RVR 150 meters.206.Confirm midpoint RVR more than 550 meters.207.Confirm threshold Runway 27 displaced.208.The runway surface is damp.Braking action good.209.Confirm the reason for our flight suspension.210.Confirm our flight has been suspended due bio-hazards at destination.211.Confirm the reason for impounding our aircraft.212.Tow approved via A to remote apron.213.Request de-icing.214.Request frost removal only at the gate.215.De-icing completed.Request taxi.216.Request start engine at the gate.217.Request time check.218.Request backtrack.219.Unable BK-1A Departure due performance.Request BK-1B.220.Request departure instruction.221.When airborne, track extended center-line, cleared for takeoff, Runway 18.222.Contact Arrival 118.050.223.Request remote apron for maintenance purpose.第三章 雷达通话术语
224.Continue present heading.225.Resume own navigation to BK.226.Confirm identification lost.227.Identified, position 50 miles east of BK.228.30 miles from touchdown, contact Approach 118.1.229.Three sixty turn left.230.Orbit left for delay.231.Looking out.232.Traffic in sight.233.Negative contact due IMC.234.Traffic passed and clear.235.Squawk 7563.236.Reset squawk 5101.237.Squawk ident.238.Squawk standby.239.Squawk Charlie and code 5120.240.Stopping squawk Charlie.241.Affirm squawk 7500.242.Altimeter 1003 8000ft.243.Negative squawk ident due transponder failure.244.Turn right heading 340.245.Turn right 20 degrees.246.Leave BK heading 190.247.Fly heading 285.248.Stop turn heading 070.249.Request heading 180 due weather.250.Confirm danger area 113 active.251.Your radar vector appears to be taking us to the prohibited area,confirm.252.50 miles right of track approved, when able, proceed direct TB.253.Indicated speed 270 knots.254.Maintain 300 knots or less.255.Maintain 180 knots until 8 miles from touchdown.256.Maintain Mach decimal 82, transition speed 310 knots.257.Maintain speed 280 knots or greater for separation.258.Cross CK at 35 or later.259.Cross DG at 24 or earlier.260.Do not exceed 280 knots.261.Reduce speed to 240 knots.262.Increase speed to 300 knots or greater.263.Increase speed by 10 knots.264.Resume normal speed.265.No speed restrictions.266.Request speed 200 knots due configuration.267.Request speed 250 knots due turbulence.268.Omit position reports until LN.269.Next report at IP.270.Report required only at boundary.271.We have traffic at our 12 o’clock, 5 miles, 500 feet below, climbing.272.Traffic indication at our 1 o’clock, 4 miles, same altitude, converging.273.Request vectors.274.Unable to receive transmission on that frequency.275.Request 15 miles final.276.Maintain 3000 feet until glide path interception.277.NOTAM says glide slope for Runway15 is unserviceable, confirm.278.Confirm ILS frequency for Runway 17L.279.In case of going around, turn left heading 210.280.Advise transponder capability.281.Transponder Charlie.282.Transponder unserviceable.283.ADS-B transmitter 1090(ten-ninety)data link.284.ADS-B receiver 1090(ten-ninety)data link.285.Negative ADS-B.286.Re-enter ADS-B aircraft identification.287.Stop ADS-B transmission.288.Stop squawk transmit ADS-B only.289.Fly no further west of your current position.290.Unable identify the waypoint, request radar vectors.291.Right heading 120, my own terrain clearance.292.Heading 120, correction, 140.293.We are too low to the surrounding terrain.Confirm we are still being radar vectored.294.Confirm we are still above your minimum vectoring altitude.第四章 进近通话术语
295.Right heading 040 until passing FL70 then direct to BK.296.Direct to JO, descend to FL50.297.Passing FL70.298.Descending to 4000 feet QNH1005, expect ILS approach Runway 299.Request straight-in ILS approach Runway 24.300.Cleared straight-in ILS approach Runway 24, descend to 3000 feet, QNH1011.301.Airfield in sight, request visual approach.302.When established on the localizer, descend on the glide path.303.Established on the localizer.304.Fully established Runway 24.305.Cleared VOR-DME approach Runway 24, descending to 3000 feet QNH1007.306.Runway in sight.307.Number One, contact Tower 118.7.308.Passing outer marker.309.Report MQR outbound.310.Procedure turn completed, localizer established.311.Request visual approach.312.Cleared visual approach Runway 24.313.Request holding instructions.314.Hold over BKM VOR at FL100, inbound track 280 degrees, left hand pattern, outbound time 1 minute.315.Request holding procedure.316.Hold on the 265 radial of BKM VOR between 25 and 30 miles DME, FL100, inbound track 085, right hand pattern, expected approach time 1022.317.Hold at 20 DME of ST VOR, FL100, inbound track 260 degrees,left turns, limiting outbound distance 24 DME.318.Overhead YV, maintaining 3000 feet, entering hold.319.Leaving BKM VOR heading 110.320.Leaving FL60, descending to 2500 feet, QNH1008.321.Position 10 miles north east of LN.322.Turn right heading180 for base leg.323.Reduce to minimum approach speed, turn right heading 230,cleared for ILS approach Runway 27.324.No ATC speed restrictions.Contact Tower 118.9.325.Three sixty turn left for delay.326.Continue present heading, expect through the localizer for spacing.327.Surveillance radar approach Runway 27, maintaining 2200 feet.328.QNH1003, threshold elevation 196 feet.329.Precision radar approach Runway 27 heading 260, descending to 2500 feet, QNH1014.330.Cleared to JEMMY via BK 1A Arrival.331.Descend to reach 5000 feet by BK.332.When ready, descend to FL200.Report leaving FL300.333.Descend immediately FL250.334.Descend to altitude 12000 feet QNH 1000.335.Descend to height 2000 feet QFE 997 hectopascals.336.Descend to 8000 feet at 1000 feet per minute or greater.337.Maintain own separation and VMC, descend to FL50.338.Increasing rate of climb.339.Unable expedite climb due weight.340.Climb to 6000 feet, follow KODAP 01 Departure.341.Passing altitude 2300 feet, climbing to FL80.342.Climb to FL210, level restrictions of KODAP 01 Departure canceled.343.Climb to FL 210, cross AU at FL100 or below.344.Climb to FL290, level at time 55.345.Unable FL390 by boundary, request FL330.346.Descend to FL100, cross YU FL150 or above.347.After passing North Cross, descend to FL150.348.We are far above profile.Request holding.349.Stop descent at 5000 feet.350.Expedite descent until passing FL80.351.Expect descent after AK.352.Continue approach Runway 36R, maintain visual separation with preceding traffic.353.Contact Control 80 miles after BK.354.Request change to London Control.355.Monitor Tower 118.1.356.Remain this frequency.357.We can see the approach lights at 200 feet.358.Cleared VOR approach Runway 36, followed by circling to Runway 18.359.Expect commencing approach at time 50.360.Unable circling approach due company policy.Request diversion.361.Request RNAV approach.362.RNAV approach not available due FMS database.Request VOR approach.363.Cleared for LDA approach Runway 24.364.Unable RNAV due equipment, request conventional arrival.365.Unable RNAV, loss of RAIM, request NDB approach 366.GPS primary lost, going around.367.RAIM alert, going around.368.Negative RNAV.369.Proceed to AK, hold as published, expect approach clearance at 370.Request hold for weather improvement, visibility below company minima.371.Hold at BKM VOR FL250, right hand pattern, expect further clearance at 23, landing delay at destination airport 30 minutes.372.Holding northwest of W VOR FL120, what is the delay for approach? 373.Request to extend the holding pattern for accomplishing the checklist.374.Request extended holding to burn fuel to reduce the weight.375.Cleared for CAT II ILS approach Runway 24.376.Join right hand downwind, visual approach Runway 24.377.Continue approach, prepare for possible go around.378.Disregard.We made the wrong transmission.379.Roger, request continue approach.380.Stand by.We are carrying out procedures.381.Wilco, words twice.第五章 区域通话术语
382.Maintaining FL350, expect descent after BKM VOR.383.Climb to and maintain FL310.Maintain Mach number decimal 81 or greater until BKM VOR.384.Descend to and maintain FL 270.Do not exceed Mach number decimal 79.385.Continue climb to FL 290, cross BKM VOR not above FL 230.386.Negative, unable cross BKM VOR at or above FL230 due performance.387.Maintaining FL310 until advised.388.Descend to FL170, cross BKM VOR at or above FL210.389.Affirm, cross BKM VOR at or above FL190 390.Negative, unable to cross BKM VOR below FL170.391.Affirm, cross BKM VOR at or before 55 392.Negative, unable to cross BKM VOR at 43 or later.393.Request lose time en route due landing delay at destination airport.394.Request lose time en route to finish the checklist.395.Request parallel offset from current track due weather ahead.396.Request parallel offset from current airway for 30 minutes due icing condition.397.Proceed offset 10 miles right of track until abeam BKM VOR.398.Cleared offset 25 miles left of track for 30 minutes.399.Offset canceled, turn right to rejoin the A1 before BKM VOR.400.Clear of weather, request to resume flight route.401.Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest unchanged.402.Estimating crossing LV NDB 1123.403.Passing POU at 43, maintaining FL310, estimating MLT at 55, next NLD.404.BKM 47, FL170 descending to FL120, abeam NLD VOR at 55.405.Report 25 miles from BKM VOR.406.Report 34 miles from Top of Descent.407.Report crossing 270 radial BKM VOR.408.Report 28 miles DME 210 radial BKM VOR.409.Climb to FL220, report passing FL170.410.Descending immediately to FL190.411.Leaving FL220 for FL190.412.Request clearance to enter controlled airspace northeast of BKM VOR at FL240 at time 43.413.Remain outside controlled airspace, expect joining clearance at time 55.414.Request to leave controlled airspace by descent.415.Request to leave controlled airspace by climb.416.Descending to 5000 feet QNH 1014, report passing 7000 feet.417.Request VMC descent to FL60.418.Descending to FL60, maintain VMC FL90 to FL70, report traffic in sight at FL80.419.Request join airway A1 at DAPRO.420.Cleared to destination airport via DAPRO, flight planned route, FL240, join A1 at FL240.421.Remain outside controlled airspace, expect further clearance at 55.422.If FL240 not available, we accept FL220.423.Cleared to leave A1 via BKM VOR, maintain FL230 while in controlled airspace.424.Confirm we are under radar control.425.Confirm radar service is terminated.426.Radar service is terminated due technical failure.Maintain Mach number decimal 81 or less for separation.427.Confirm radar control is resumed.428.Radar control is resumed, track direct to BKM VOR and increase speed to Mach number decimal 84.429.Affirm RVSM.430.Negative RVSM due equipment downgraded.431.Request clearance into RVSM airspace.432.Unable RVSM due turbulence.433.Ready to resume RVSM.434.Position 42N（North）165E(East)at 0800, FL390, estimating 44N 180E at 0900 45N 170W next.435.At 150W(west)contact San Francisco Radio, primary 3494,secondary 11342.436.At 144E(east)squawk 2000.437.CPDLC connected.438.Continue CPDLC make position report via CPDLC.439.SELCAL CODE EFFG, request SELCAL check.440.CPDLC unserviceable, request to revert to voice communication.第六章 紧急通话情况
441.The air conditioning system has malfunctioned.442.We have only one air conditioning pack operational.Request a new cruising level below FL300.443.All our air conditioning packs have malfunctioned.Request rapid descent to MEA.444.We had a malfunction of one air conditioning pack.Request descent to a lower level.445.We have lost electrical power to the cabin air compressor.Request immediate descent to 10,000 feet.446.We just had a smoke emergency.We need to depressurize the airplane to let in fresh air.Request rapid descent to 8000 feet.447.We have unusual smell from air conditioning packs.Request stop climb at 7000 feet.448.Many passengers are suffering from smoke inhalation.Request medical assistance on arrival.449.Our pressurization system has malfunctioned.450.We have difficulty in controlling the cabin pressure.451.We have a cabin altitude problem.452.Our cabin rate of climb has red-lined.Request immediate descent.453.We have a slow cabin decompression.Request immediate descent.454.Our cabin altitude at one time had reached 16000 feet.Some passengers have symptoms of hypoxia.455.We are now depressurized and will fly a more shallow descent profile.456.Request descent rate less than 500 feet per minute due to unpressurized cabin.457.We are now ventilating with ram air.It is best that our rate of descent does not exceed 600 feet per minute.458.We have a problem with the avionics ventilation system.459.We have an avionics ventilation problem.The skin heat-exchangers and blower fan have failed.460.The avionics ventilation is unserviceable.Request diversion to the closest suitable airport.461.We have severe vibration coming from the avionics ventilation fan.462.There are unusual noises coming from the avionics bay.463.Our FMS has malfunctioned.Request radar vectors.464.Request further climb due wind-shear.465.Unable to maintain altitude, request leaving RVSM airspace.466.We cannot make RNP approach due equipment.467.Our navigation accuracy is low.Request to climb to minimum safe altitude.468.We have a navigation map shift, unable to perform the RNAV approach.Request radar vectors.469.Inertial reference system has failed.We are navigating on raw data.Request conventional approach.470.The Morse code for the VOR is different from the approach chart.Confirm the VOR is fully operational.471.The ILS signal seems to be very unstable.Did any other pilot report a similar situation? 472.The approach lights for Runway 36L are a bit different from those shown on the airport diagram.473.The flight path is unstable.Going around.474.We made a missed approach due to unstable ILS signals.475.The ILS signal was unstable.Request approach to another runway or request another type of approach.476.The DME indication is not correct.Confirm the DME is still in service.477.We have lost our flight plan after a flight management computer reset.478.We need a few minutes to reprogram the flight management computers.Request radar vectors.479.We need to reconfigure the flight management computers for approach.Request holding instructions.480.We are now flying with basic navigation due to systems failure.Request radar vectors.481.We have multiple failures on the inertial reference system.We are no longer able to fly oceanic route.Request return for landing.482.We do not meet GPS approach requirement due to flight crew qualifications.483.Our Airline policy does not allow us to perform CAT IIIC approach.484.Our operations manual forbids this procedure.485.Our Aviation Authority does not permit this procedure.486.We are unable to conform to the noise abatement procedure due performance.487.We are not qualified for CAT IIIB approach and auto-land.Request diversion.488.Our VHF number One receiver has failed.We are no longer monitoring 121.5.489.All stations, transmitting blind due to receiver failure.490.All of our VHF transmitters have failed, now transmitting on HF radio.Please respond.491.Our SELCAL has malfunctioned.We will continue monitoring your frequency.492.We are receiving an ELT signal on 121.5.493.We are picking up a broadcast signal on 121.5.494.Our satellite phone is unserviceable.We are unable to call company operations.495.Our data-link has malfunctioned.Request re-release the flight plan by voice.496.Our data-link has malfunctioned.Request ATC clearance by voice.497.My apologies, I wasn’t aware the boom mike was transmitting.498.Sorry for blocking the frequency due microphone jammed.499.We have an electrical failure.500.One of our generators has failed.At present moment, we are still able to continue to our destination.501.Request diversion to the nearest suitable airport due AC BUS failure.502.We are not supplying power to our DC BUS.Request priority landing.503.We have a problem with the aircraft battery.Request priority landing.504.One of our transformers has failed.I’ll let you know if a diversion is required.505.Electrical system has a serious malfunction.Request radar vectors to an airport that’s within 20 minutes of flight time.506.We are operating with only the emergency generator.Request track direct to final, Runway 26.507.We are flying with batteries only.Is there any airport available within 25 minutes of flying? 508.If there is no airport within 100 miles, we have to make a forced landing.509.We have less than 10 minutes of battery power left.We are preparing for ditching procedure.510.We have switched off most of our electrical systems for smoke procedure.Request vectors for a long final, Runway 15.511.We have cut off the electrical system to the cabin and the onboard fire is under control.512.We had an electrical fire from the galley, now extinguished.Request return to land.513.There was a fire from the avionics bay.Request radar vectors for final.514.We have had a bird strike.Our windshield has cracked.515.The windshield suddenly had electrical arcing.We need to pull the circuit breakers and delay the approach.516.The cockpit side window is not sealed properly.Request reduce to minimum speed and descend to 4000 feet.517.We had to go around due pilot seat moving.We’ll try to reset the circuit breaker before making another approach.518.We have already discharged the engine extinguishers.The fire warning light is still on.Do you have a visual on our left engine? 519.We cannot extinguish the engine fire.Request priority landing and emergency services on arrival.520.We have an APU fire warning.Can you verify if there is smoke coming from the back of the plane? 521.The APU fire seems to be extinguished.Request fire trucks on standby and stairs vehicle to disembark the passengers.522.The APU is still on fire.We are evacuating.Request emergency services.523.We had a cargo smoke warning.Advise the ground handlers NOT to open our cargo door until the passengers have all disembarked.524.A passenger ignited the lavatory waste bin.Advise the airport police to await our arrival.525.We have smoke coming out of our avionics bay.It is out of control.Request proceed direct to final and cancel all speed restrictions.526.We have smoke coming from our avionics bay.We are evacuating.Request fire trucks.527.We have smoke coming from our avionics bay.We are disembarking the passengers.528.Request descent to 10000 feet to ventilate the aircraft due smoke.529.We had emptied most of our fire extinguishers, but the cabin fire is still on.530.We are having flight control problems.531.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.532.Our pitch control has malfunctioned.We cannot move the elevators.We are flying the airplane with only trim.31 533.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.534.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.535.We cannot fully extend the flaps.Request the longest runway for landing.536.We have asymmetric flaps.Airplane is rolling to the left.Request holding to solve the problem.537.Request high speed approach.Part of our flight control surfaces have separated from the wing.538.Request immediate climb above the minimum safe altitude to perform the checklist due to run-away trim condition.539.Request vectors for long final.We are controlling the airplane with mechanical backup.540.Request return to FL250.We just had an air-upset situation and lost a lot of altitude.541.We have a problem with yaw damping.The aircraft is oscillating severely.Request diversion.542.We have lost electrical power to some of the flight control actuators.Request delay our descent to perform checklist.543.Some of our fuel pumps have low pressure.Request descent.544.We have a problem with fuel temperature.Request holding position on the taxiway.545.We are leaking fuel slowly.Request diversion.546.We have a severe fuel leak situation, unable to reach the closest airport.You can expect us to make a forced landing near our present location.32 547.Our cabin crew reports that we have fuel leak from the right wing.Request diversion to closest suitable airport.548.We have already shut down engine Number One, but it is still leaking fuel near the pylon.Request emergency services.549.The ground crew reports that we are leaking a bit of fuel from the bottom of the right engine nacelle.We are delaying taxi.550.We need to continue to run the engines at our present location for a few minutes, will advise you shortly.551.The ground crew reports that we are leaking a significant amount of fuel from the bottom of Number Three engine.We have just shut it down.552.The fuel leak has stopped.But if a fire starts at any time, I will order an evacuation.553.We have leaked a large amount of fuel onto the apron.Request fire trucks on standby and the stairs vehicle to disembark the passengers.554.We might have a fuel leak near the wing root.Request fire trucks on arrival.555.We have fumes in the cabin, possibly due to a fuel leak.We are anticipating an immediate evacuation after landing.556.We are evacuating.Advise emergency personnel that fuel odors are still present in the cabin.557.We are too heavy for landing.Request fuel-dump at the fuel dumping area.558.Request climb for dumping fuel and vectors to the fuel dump zone.559.We need about 18 minutes to jettison fuel before coming in for the approach.560.We cannot shut off the fuel dump valve.Request radar vectors for short final, Runway 17.33 561.We are indicating fuel filter clog.Request descent and to maintain high speed.562.Our left engine failed due to fuel starvation.563.We are near the freezing temperature of jet fuel.Request descent to FL390.564.We suspect there is contamination in our fuel tanks.565.One of our hydraulic systems has exceeded temperature limits.566.We have shut down one of the hydraulic systems.567.The backup hydraulic system is operational but we still want to divert.568.Our hydraulic systems have a malfunction.Request descent to lower levels to extend flaps in advance.569.Our hydraulic fluid is dangerously low, possibly due to a leak.Request descent to lower levels to extend flaps.570.Two of our hydraulic systems have failed.Request immediate diversion.571.Our ram air turbine is not providing any hydraulic pressure.We are still operating on one hydraulic system only.Request diversion to the nearest suitable airport.572.Request the longest runway and vectors for a wide downwind due to hydraulic failure.573.We still have only one hydraulic system.Request the longest runway for landing.574.Our left engine anti-ice system has failed.Request immediate climb to leave the icing area.575.We must descend immediately to exit icing conditions.Our right engine bleed air has failed.34 576.Both our windshield heating systems have failed.Ice is obstructing our view.Request latest airport weather.577.We had electrical arcing on the windshield and pulled the circuit breakers according to the checklist.Will advise when ready for approach.578.We performed the missed approach because my windshield wiper became inoperative and I could not see very well.579.Our pitot static heating system has failed.We might have an altitude error.580.We made the overshoot because of a stall warning, probably caused by a defective angle of attack probe.581.I had to abort takeoff because I didn’t receive any airspeed indication.582.We have an error in our airspeed.Request to climb to minimum safe altitude.583.We have master warning lights in the cockpit.Request landing at the nearest suitable airport.584.We have a master caution.I will notify you if a diversion is required.585.Some of our instruments are not indicating correctly.Request level off to perform checklist.586.Two of our display units have failed.We are no longer RNP qualified.Request diversion.587.We made the go around due to navigation accuracy downgrade.588.We made the go around due to FMS position error.589.We made the go around due to map drift on our navigation display.590.We made the go around due to GPS error.591.We made the go around due to lateral deviation exceedance.35 592.We made the go around due to CDU failure.593.We made the go around because we exceeded the vertical deviation limit.594.We no longer have altitude warning.Request leaving RVSM airspace.595.We have autopilot disconnection.We are no longer RVSM qualified.Request leaving RVSM airspace.596.Our landing capability has degraded.Request terminate our approach.597.Request to climb to minimum safe altitude due to malfunction of navigation computers.598.We performed the go-around because we had a ground proximity warning.599.We have conflicting traffic at one o’clock, 6 miles, descending.Request heading 130 for avoidance.600.We have conflicting traffic at eleven o’clock, 8 miles, climbing.Request vectors for avoidance.601.Traffic at our twelve o’clock, 10 miles, climbing.Should we expedite our descent to cross altitudes? 602.Unable, TCAS RA.603.We are clear of conflict.Request further instructions.604.About twenty passengers and crew members were injured during the TCAS maneuver.Request diversion and medical assistance on arrival.605.We are having abnormal engine indications.Request to reduce speed to 250 knots.606.Our engine parameters are unstable.Request stop climb at FL220.607.Our oil pressure reading is lower than normal.Request hold at present position.36 608.The oil temperature is higher than normal.We are monitoring other engine parameters.609.Engine indicates high EGT at idle power setting.We need to have partial thrust in the descent.Request an early descent.610.We are reading high engine vibration.Request to delay takeoff.611.Cabin altitude is increasing abnormally.Request to level off.612.Our instruments indicate excessive high cabin altitude.613.Our instrument indicates abnormal cabin pressure differential.614.Our fuel endurance is 48 minutes.We must leave the hold otherwise we will be at minimum fuel.615.Cockpit oxygen cylinder pressure is low.Request to return for landing.616.We are holding at present position.It appears one of the over-wing exits has unlocked.617.It seems some of the spoilers cannot be retracted.We have to re-calculate our landing distance before we start our approach, standby.618.We have an indication that the nose wheel did not extend properly.Request low pass for visual check.619.We have lost our braking.We used thrust reversers to stop the aircraft.Request ground services to chock the nose wheel.620.Our brakes have seized.The tyres might burst during touchdown.Request fire trucks on arrival.621.We made the go-around because our landing gear wouldn't extend normally.Request holding pattern to perform checklist.622.We have exhausted all options.We will land without the nose gear fully locked.37 623.We cannot extend the left landing gear.Request foaming the runway.624.Request diversion to a nearby airport with foaming capability.625.We applied maximum braking when we rejected takeoff.Request fire services to escort the aircraft back to the apron.626.The tyres are deflated.We will have to hold at present position for maintenance inspection.627.I think we blew a nose wheel tyre.Request holding position.628.We no longer have airspeed and altitude on our primary displays.629.We have errors with our navigation.Request radar monitoring.630.Our inertial reference system has failed, unable GPS approach.Request ILS or VOR approach.631.We made the go around because the GPWS warning was triggered.632.We have to recalibrate our instruments.Request to level off and maintain heading.633.Our ADS-B transmitter appears to be malfunctioning.Terminating further ADS-B transmissions.634.ADS-B equipment degradation, will advise when able to resume operations.635.GPS unreliable, terminating ADS-B transmissions.636.Our ADS-B has malfunctioned.Is there any weather advisory at our destination? 637.We made an overshoot because our ADS-B indicated a possible runway incursion.638.We made a go-around due to head-up display problem.We’ll inform you when we are ready for the approach.38 639.Our airspeed is unreliable.Request climb to minimum safe altitude to perform checklist.640.Our airspeed is unreliable.Request radar vectors for long final.641.We made the go-around because the radio altimeter triggered flare mode.642.Our weather radar has failed and we are in IMC.Request return for landing.643.Our weather radar has malfunctioned.What is the highest available level for cruise? 644.Our weather radar has failed.How did the preceding aircraft deviate from the weather? 645.We do not have that route in our database.Which heading should we maintain for now？
646.We do not have that runway in our database.Request delay our descent while we program the CDU.647.We have a navigation malfunction.Request diversion to a suitable airport that has less complex terrain.648.Our oxygen pressure is dropping rapidly.Request to fly heading 050 and descent to FL180 to escape from the mountainous area.649.The NOTAM says the ILS is unserviceable, but we are still picking up the Morse Code, confirm it is still in operation.650.We have an engine failure.Following ETOPS procedure, request descent to FL200, maintain high speed and proceed direct to alternate airport.651.We cannot provide oxygen to the passengers as we are not sure where the smoke is coming from.652.Many passengers have suffered from smoke inhalation.Request medical services.39 653.There was heavy smoke in the cabin before we ventilated the aircraft.Request medical assistance for passengers after landing.654.The aircraft is depressurized.We are descending.Confirm 10,000 feet is enough to clear terrain until we reach our alternate.655.We are no longer getting bleed air from the right engine.Request immediate descent to leave the icing area.656.Our APU bleed air malfunctioned during engine startup.We are calling the ground staff, standby.657.We are expediting descent to enable a windmill startup.Request further descent.658.We are unable to restart engine number one with bleed air.Request high speed for a windmill air start.659.Both engine bleed air systems have failed and we are relying on APU bleed for air conditioning.Request descent to 14, 000 feet.660.We have no bleed air coming from either engines or APU.Request rapid descent to 10,000 feet.661.We are leaking bleed air.Request turn right heading 095 to avoid the icing area.662.CPDLC has malfunctioned.We are reverting to voice communication.663.Disregard my last CPDLC request for climb.We have a system problem and will maintain present level for now.664.CPDLC terminated due to failure, reverting to voice communication.665.We just had an APU fire warning, and discharged the fire extinguisher, Request visual check if there is smoke coming from our tail section.666.Another aircraft has seen a lot of smoke coming from our APU.We are evacuating.Request emergency services.40 667.We are at bay15.We have an APU fire.Request fire services.668.We have a generator failure and cannot start our APU at this altitude.Request descent to perform APU startup.669.A passenger has opened an over-wing emergency exit.The slide has deployed.Request to cancel our slot time.670.A passenger tried to unlock the cabin door in flight, the cabin crew restrained him.Request airport police on arrival.671.We have an abnormal noise coming from one of our cabin doors.Request rapid descent to 5000 feet.672.Smoke is coming from the cabin floor.We are performing an evacuation.All slides have been deployed.673.We had a smoke warning from the forward cargo hold.We are evacuating.674.We have a cargo smoke warning.We are disembarking passengers.Request fire services.675.We have smoke coming from our avionics bay.Advise the fire fighters that it might be an electrical fire.676.The cockpit windshield has cracked.Request descent to FL220.677.The windshield is cracked on the outside.Request descent.678.Neither of us can see through our windshield.Does your airport permit auto-land? 679.Our thrust lever is not responsive.We cannot reduce thrust on engine Number One.Request holding.680.Our engine control has malfunctioned.We cannot get much thrust.Request immediate descent.681.We have a thrust reverser opened in flight.We cannot maintain this level.Request immediate descent.41 682.We still cannot retract the thrust reverser.Our approach speed will be higher than normal.Request vectors for the longest Runway.683.We aborted takeoff due loss of engine oil pressure.684.We have an engine oil leak.Request diversion.685.We have a low oil pressure warning from engine Number Two.Request diversion.686.Engine Number One has a temperature problem.Request holding to perform checklist.687.Our EGT continues to be above the maximum limit.Request descent.We might shut down engine Number Two shortly.688.We have performed our procedures but engine vibration still exists.Request diversion.689.The engine vibration is now causing the airplane to shake violently.We are shutting down our engine Number Three.690.We’ve made a visual inspection of engine Number Two from the cabin.The engine cowling has fallen off.691.Engine Number Three has smoke coming out of the pylon section.We are evacuating.692.Ground vehicle has collided with our engine nacelle.Maintenance work is needed before flight.Request cancel our airway clearance.693.The Number Two engine has been shut down.We are no longer able to maintain level flight.Request descent to FL200.694.The uncontained engine failure has caused parts of the fuselage to be damaged.Request emergency descent.695.Our left engine has ingested FOD.We are shutting down engines and holding position.42 696.There is a huge gaping hole in the aisle, somehow the cabin floor has been punctured.We are re-seating passengers.Request holding.697.We have abnormal noise coming from the mid section of our fuselage, somewhere near the ceiling.Request descent and reduce speed.698.We heard an explosion from the cabin.Request to stop climb.699.We are unsure about the cause of the explosion.There are injuries in the cabin.We’ll give you an update as soon as possible.700.Some passengers have cuts and burn wounds due onboard explosion.Request diversion and medical services upon arrival.43
第七章 气象及其他现象
701.Ice is accumulating rapidly on the wings and fuselage.Request emergency descent to 6000 feet.702.We are encountering moderate icing.Request immediate descent.703.We made a diversion due to reports of freezing rain at our original destination.704.We are on emergency descent due severe icing.705.We are encountering clear ice.Request immediate right turn to heading 130.706.Rime ice was reported by previous aircraft during approach.707.We cannot continue holding in icing conditions.Request descent immediately and cancel speed restrictions.708.We have a “Wind-shear Ahead” warning message.Request to delay takeoff or change to another runway.709.We have a “Wind-shear Ahead” warning.Request to delay our approach.710.We made the go around due to wind-shear warning.711.We have received information of a new volcanic eruption.Will it affect our route? 712.We are unsure of our position due heavy fog.We are holding position.713.We had a rapid airspeed decay due turbulence.Request immediate descent to FL390.714.We had to descend immediately due to wind-shear at our cruise level.We didn’t have time to request descent as the frequency was busy.44 715.The airplane began to buffet when climbing through FL380.We had to stop climb immediately to increase airspeed.716.We are flying near our maximum altitude.We cannot maintain airspeed in this turbulence.Request immediate descent.717.I apologize for the level bust, but we needed the altitude loss to recover from wind-shear.718.We encountered heavy rain and had a temporary flame out on our right engine.Request immediate climb.719.We won’t have to deviate if you allow us to climb to FL430.720.The thunderstorms will last for about 40 minutes according to the weather update.Request diversion.721.We have encountered severe clear air turbulence.Request immediate descent.722.Request a general heading of 050 due to multiple cells ahead.723.We have stopped on Runway 23 and will remain on the runway due heavy fog.I say again, we are still on the runway.724.There is heavy drifting fog.We think it is no longer safe to taxi.Request to hold at present position.725.Frontal weather is quickly moving in from the west.If the holding is more than 10 minutes, we will have to divert.726.We made the go-around because strong convective currents on short final made our approach unstable.727.There was temperature inversion when we descended through 3000 feet.Our airspeed dropped suddenly by 25 knots.728.We performed the missed approach below the minimum because of advection fog.We could no longer see the runway lights.45 729.The latest weather says that frontal weather and freezing rain is now stationary over the airport.Request diversion.730.We can’t find any gaps for at least 100 miles in the squall line covering our arrival route.Request diversion.731.We can see dust swirls approaching the airport and we’re concerned about low level wind-shear.Request holding.732.The latest SIGMET says a super-cell thunderstorm is developing at our destination.Is our flight affected? 733.Request to continue our flight.Our ETA is in two hours and maybe the airport will have the runways cleared of snow by then.734.We had to make a quick heading change due ice pellets.You didn’t answer our request so we squawked 7700 and made the heading change.735.We were struck by hail.Our airframe is severely damaged.Request emergency services.736.We have just encountered a lightning strike.Some of our instruments have erroneous indications.Request diversion to the nearest suitable airport.737.We have had a lightning strike.So far no system seems to be affected.We will continue to our destination.738.Roger heavy rain.Request to terminate our approach.739.Request to cancel our approach.The runway is not long enough and there are water patches.740.Request to cancel our approach.Braking action is poor and we’re concerned about hydroplaning during rollout.741.Request holding instructions.We’ll attempt another approach when the rain showers become lighter.742.We have received reports of freezing rain ranging from ground up to 5000 feet.Request diversion.46 743.We have observed blowing sand in the vicinity of the airport.How long will this last? 744.A sandstorm is forecast to reach the airport within 20 minutes.We won’t get airborne by then.Request cancel startup and tow back to the gate.745.Heavy blowing snow is expected to last for another 30 minutes.Request to terminate approach and holding instructions.746.Runway is covered with patches of ice.Braking action is medium to poor.747.Ice patches are covering the runway mostly along the runway edge.Uncontaminated runway width is about 30 meters.748.A dissipating thunderstorm is ahead of us.We are near the zero-degree isotherm.Request deviate an additional 10 miles to the right.749.We have a visual on a tornado at our 10 o’clock, about 2 miles.Request immediate right turn.750.The weather forecast says that the typhoon along our route will be intensifying.Request change our airway clearance.751.The hurricane has gathered in strength and will affect all airports at the south coast.Request diversion.752.A Pilot overflying reported seeing virga above the runways.Request to terminate our approach.753.Request immediate one eighty turn to the right due volcanic ash.754.We have entered volcanic ash.Our radios and engines are not working properly, now heading 235, and descending to FL 220,squawking 7700.755.We are landing into the sun in heavy haze.Can you turn on the approach lights to maximum intensity? 756.Lining up Runway 35.Runway lights are too bright.Request to dim the runway lights.47 757.There are red lights ahead of us.Confirm taxi instructions.758.There is an obstruction ahead.Confirm taxi instructions.759.The NOTAM says this part of the taxiway is closed during this period, please verify.760.The follow-me vehicle is leading us to taxiway L3.Our wings will not clear the other airplanes on this narrow taxiway.We are stopping.761.We are stopping.The ground marshaller is still guiding us in, but I think my engine will hit the boarding bridge if we taxi any further.762.We are stopping taxi.The boarding bridge is not at its designated position.763.We are shutting down our engines.There are boxes blown by the wind toward our aircraft.764.We had difficulty starting up our engines due strong tailwind.Request to change our pushback position facing west.765.Another aircraft has collided with us.I’ll command an evacuation as soon as we both turn off our engines.766.The tow bar has been bent.Our maintenance crew will inspect our nose wheel.Holding position.767.The tug has swung around and collided with our forward fuselage.We are shutting down engines.Request stairs vehicle and shuttle bus.768.A catering truck collided with our aft fuselage.There are fumes in the cabin and we are quickly disembarking all passengers.Request fire services.769.The flaps were extended inadvertently and hit the fuel truck.We are disembarking all onboard personnel.Request fire services.770.Our airplane nose has now lifted off the ground due to improper load and balance.Request ground maintenance.48 771.We have discovered leakage of dangerous goods in the cargo hold.Can you alert hazardous material specialists? 772.Our cabin crew will direct all passengers to stay outside the runway after evacuation.773.The outer main landing gear might have rolled over runway lights when we made the one eighty turn.Request personnel to inspect.774.We have a suspicious bag on board.Request bomb squad.775.The passengers are evacuating.The bomb is still on board.776.A passenger has assembled a bomb in the lavatory.He is making threats.Request emergency services.777.Request a remote apron for parking our aircraft due bomb on board.778.We have had a tail strike.Request to stop climb at 3000 feet and return for landing.779.We have veered off the runway due asymmetric thrust.We are evacuating.Request emergency assistance.780.We cannot get good climb profile due engine problems.Request maintain runway heading.781.We made a very hard landing.We’ll need maintenance inspection before our next flight.Suggest you check the runway touchdown zone.782.The center of gravity is disturbed.We will relocate passengers prior to approach.Request holding.783.Request a large airspace to maneuver due flight control problems.784.My apologies for the deviation due the wrong altitude setting.Request further instructions.785.My apologies for the level deviation.We were caught in a strong updraft.49 786.We used too much speed brakes and penetrated our level.Did we cause any conflict? 787.We were not informed of a frequency change.I will now monitor your frequency.788.Unable visual approach due company policy.Request radar vectors.789.Unable circling approach due company policy.Request diversion.790.Are we being vectored too close to the parallel aircraft? 791.Is the preceding aircraft crossing our altitude? 792.I can read you, but I’m not sure you can hear me.I will squawk ident to comply with your instructions.793.I see wildfire at my 10 o’clock, about 8 miles.794.I have heard an aircraft in distress but no one’s responding.I can help relay his message.795.Message relay: The aircraft in distress will ditch in the ocean.His present coordinate is One Eight Degrees, One Five Minutes, North, One Six Zero Degrees, Five Two Minutes East.796.The aircraft in distress says he will attempt to force land in an area about ten miles Northeast of his position.797.Request offset 10 miles left to avoid the reported strong downdraft.798.Request diversion.The latest weather at our destination suggests snow storm will last for 5 hours.799.Our radar shows a strong echo from the thunderstorm ahead.Request immediate right turn to avoid it.800.Request immediate one-eighty turn to the right due to possible hail ahead.50
第五篇：2010年中国民航飞行员发展现状调查报告
2010年中国民航飞行员发展现状调查报告
作者：caac 资讯编制：中国民用航空局
更新时间：2011-1-6 18:02:18
一、规章政策更倾向通航发展
2010年对于通用航空是非常具有历史意义的，在5月初，民航局结合从2009年年底开始的在上海、广州、沈阳等地的实地调研情况，召开了全国通航飞行运行研讨会，向全国通航企业介绍了新颁布和修订的有利于通航发展的规章政策，并了解了通航企业在发展中面临的问题，为进一步加速发展通航打下了基础。
8月19日，民航业呼吁已久的低空开放终于破冰，在长春、广州等地区逐渐启动低空空域管理改革，并计划从2011年至2015年，全国推广改革试点，在北京、兰州、济南、南京、成都飞行管制区分类划设低空空域，进一步建立健全法规标准，优化运行管理模式，合理布局和建设服务保障网点，基本形成政府监管、行业指导、市场化运作、全国一体的低空空域运行管理和服务保障体系。
低空开放将进一步加速通航的发展，为通航企业开辟更为宽广的飞行区域，扩宽通航经营范围，逐渐走出目前通航发展面临的困境。
在各方的不懈努力下，截止到2010年10月31日，持有中国民航局颁发的各类飞行员执照24277人（比去年同期增加5209人），其中私用飞行员执照2602人（比去年同期增加1316人）、商用飞行员执照11187人（比去年同期增加2778人）、航线运输飞行员执照10482人（比去年同期增加1115人），多人制机组执照6人。其中，非中国籍飞行员私照412人，商照161人，航线照1052人。
二、飞行员队伍结构分析
在航空公司的运行中，飞行员具有非常重要的作用，航空公司飞行员队伍的建设也是一项长期而复杂的工作，技术能力结构、年龄结构、文化建设等，都关乎飞行员的正常飞行。
1．飞行员结构趋于合理
在中国运输航空公司的飞行员应至少持有商用飞行员执照，在进行机型改装并积累足够航空经历后，可申请航线运输飞行员执照，通常的航线飞行机组由持有航线运输飞行员执照的机长与持有航线飞行员执照或商用飞行员执照的副驾驶组成，复杂、远程航线则增加航线运输飞行员执照飞行员配合飞行。经过民航局和各航空公司多年的努力，目前中国民营航空运输飞行员的结构逐渐趋于合理，航线运输飞行员执照数量略多于商用飞行员执照，航空公司副驾驶数量略多于机长数量，这一比例也比较符合我国航空公司现有运行模式，机组搭配更趋于科学合理。尽管如此，从航空公司长远的发展来看，机长数量对公司实力的影响是非常大的，目前我国航空公司对机长的需求还是非常旺盛，培养更多的机长将是航空公司一项重要的工作。
航线运输飞行员执照和商用飞行员的比例相比，商用飞行员比例比去年略有上升，航线运输飞行员比例略有下降。
航线运输驾驶员执照和商用驾驶员执照的比例
2010年机长和副驾驶的比例，与2009年基本持平。
机长和副驾驶的比例
2．年龄结构
飞行员这一行业对于飞行员的身体素质和健康状况具有相当高的要求，尤其是在国际远程航线运行方面，年轻飞行员在精力和体力方面都具有一定的优势。根据民航局有关飞行员数据统计分析，年龄在30岁以下的飞行员占到近30%，40—50岁具有相当飞行经验的成熟飞行员的比例也近15%。从下面的各年龄商照和航线执照飞行统计表可以看出，我国飞行员的年龄更趋于年轻化，大量年轻飞行员作为新鲜血液补充到飞行员队伍中，对于整个飞行员队伍的稳定和持续健康发展是非常有益的。从各年龄机长数量统计表来看，在未来10年内，即将退休的机长恰好处于分布低谷区，对于各运输航空公司的运行应该不会产生大的影响，而1975年后年龄段的机长数量则较为充足，这也是近年来各航空公司对于机长的培养格外重视的结果。
各年龄商照和航线执照飞行统计表
3.女性飞行员笃待发展
长期以来，人们往往认为飞行员这一被誉为“天之骄子”的特殊行业一定是男人的天下，但随着现代先进飞机自动化程度的不断提升，当代飞机的飞行操作和管理理念更多需要的是操作指令的人工输入和计算机完成的智能操纵，飞行员更多充当的是飞机的监控者和管理者。飞行员这一职业，正吸引着越来越多的女性加入进来。事实上，女飞行员在欧美等民航发达国家均较为普遍，以美国为例，截至2009年年底，美国共有女飞行员36808人，其中私照14322人，商照8289人，航线照5636人，还有持有其他执照的女性飞行员。但从以下的统计表格中不难看出，中国女飞行员的数量还相对较低，而且其中包括外籍33人，中国香港3人，中国台湾1人，内地女飞行员仅142人，远远低于美国的数据。
4．飞行员英语能力现状
距ICAO要求的所有国际地区航线必须配备4级以上英语通信能力飞行员的最后期限已经不足半年了，中国民航飞行员的英语培训考试也正在紧锣密鼓地进行，各大航空公司纷纷抓紧最后这几个月，强化各自飞行员的英语培训工作，民航局也在组织考试员和评分员加快对英语考试的评分和阅卷工作。
下图为从2008年4月至2010年10月，运输航空公司参加中国民航英语等级考试情况统计，可以看出2010年更多的飞行员参加了英语等级考试，且通过人数及通过率明显高于前两年，证明更多的运输航空公司和飞行员已经认识到英语通信的重要性。
运输航空公司参加中国民航英语等级考试情况统计
5．近年发展趋势 由于航空公司不断发展，对飞行员的需求也是呈持续增长的态势，下图是2008年到2010年10月，中国民航运输航空公司执照数据的统计，从中可以看出总的飞行员数量一直是呈平稳增长的趋势，航线执照的数量增长较缓，而商用执照的增长率明显高于航线执照。由此可以看出，各运输航空公司的副驾驶数量增长较快，从统计数字表面看，副驾驶储备将高于航空公司的运行需要，副驾驶也将呈逐渐饱和的趋势，但从实际了解，各大航空公司仍有2000多名刚进入公司的商用执照持有人尚未进行改装，因此对副驾驶的需求在一段时间内仍然比较迫切。
三、航空公司飞行员实力分析 1．大型航空公司实力强劲
国航、东航、南航等大型航空公司，具有丰富的运行经验以及先进的管理模式和飞行员培养机制，一直是我国运输航空的中坚力量。
大型航空公司飞行员配备
从以上图表可以看出，国航、东航和南航作为三大支柱航空公司，仍然在人员配备上具有绝对优势，三大公司的飞行员总数接近我国飞行员总数的一半，另外几家较大航空公司虽然从人数上与三大公司尚无法竞争，但是彼此大致相当，也具有与同其他公司进行竞争的能力，而良性的竞争模式也有利于航空公司的健康发展。
2．小型民营航空充满竞争力
一个国家民航业的强大与否，与航空公司之间的良性竞争关系非常密切，不仅需要实力强大的航空公司，也需要众多具有良好发展前景的小型航空公司参与竞争和运行，小型航空公司的加入，不仅会促使大型航空公司改善服务质量，保证航班正常率，而且也为旅客提供了更多的选择，在一些支线或短航线的运行上，小型航空公司更具有特殊的竞争能力。这些小型航空公司为了保证竞争力，也会采取更多的鼓励措施，吸引飞行员加盟，充实自己的飞行实力，为今后的发展储备人才。
小型民营航空公司飞行员配备
四、运输公司机型分析
在中国民航运行的飞机主要是空客系列和波音系列，这两大系列的飞机占据了大多数飞机市场，由于航线、运行要求以及市场需求的不同，对于飞机机型也有各种不同的要求，还有其他许多机型在中国运行。这些机型的机长数量是保证该机型正常运行的重要参数，下图为在我国各主要机型的机长占航线飞行员执照的比例。
五、飞行员培养任重道远
中国民航的发展离不开飞行员的培养，大量飞机的引进、更多航线的开辟，都需要更多的飞行员参与运行，各航空公司也非常重视对后备力量的培养。中国民航局在2004年颁布了CCAR-141部，即《民用航空器飞行员学校合格审定规则》，对从事民航飞行员培训机构的资格要求作出了详细的规定。
国内已有7所飞行员学校通过审定并正常运行，分别是民航飞行学院、青岛九天飞行学院、深圳鲲鹏国际飞行学校、湖北蔚蓝、天津杰普逊飞行学院、海南航空学校和中国飞龙通用航空公司，另外还有天翔等航校正在筹备成立141部飞行员学校。
国外许多培训机构也认识到了中国民航运输飞行员培训市场的广阔，从2005年开始，美国、加拿大、澳大利亚及欧洲一些国家和地区的许多航空学校申请并通过了民航局的审定，目前国外有30家学校进行飞行员培训，美国16家，加拿大4家，澳大利亚6家，西班牙1家，法国3家。
国内外飞行员训练人数比例
2010在国内外进行飞行员训练的学生共计3182人，其中国内1533人、国外1649人。每年在国外参加培训的中国学生约1700人，多数能够顺利毕业。在国外航校训练的中国学生由于语言环境的影响，能够较快适应航线英语通信的要求，许多学生在国外就可以取得国际民航组织认可的英语等级，回到中国航空公司后就能够很快参加到国际航班的运行，这对国内航空公司而言，可以缩短英语培训的时间，境外训练已经是我国民航快速发展所不可或缺的培训力量。下表为当前各境外学校的培训规模，部分学校通过审定后尚未接收中国学生，未列在表中。
各境外学校培训规模
六、外籍飞行员
随着中国民航的快速发展以及中国经济环境的改善、生活质量的提高，中国民航成为许多发展中国家，甚至发达国家飞行员的就业选择。中国民航越来越具有吸引力，到中国发展飞行事业成为一些外籍飞行员的新选择。
来到中国就业的外籍飞行员既有具有丰富运行经验的资深飞行员，也有希望在中国积累运行经历提升个人能力的年轻飞行员。他们的到来，既给中国飞行员带来了压力，也带来了动力。外籍飞行员从2006年开始陆续进入中国航空公司或飞行院校，到目前大约已经有1091人，比2009年增长约210人，这些飞行员主要分布在具有国内干线和国际航线的航空公司中。
外籍飞行员比例
在这些飞行员中，主要的来源是美国、巴西、韩国、加拿大、澳大利亚、新加坡等国家和地区。
外籍飞行员在国内各航空公司分布
国内各航空公司中，雇用外籍飞行员的主要集中在以上这些航空公司，特别是深圳航空公司、翡翠国际货运航空公司、长城航空公司、国航、扬子江快运、上海国际货运航空公司、海南航空公司等。
籍飞行员进入中国运输航空公司的数量也呈现逐年增长的趋势，从2004年到2010年，民航局为外籍飞行员颁发的执照均呈增长趋势，2009年稍有放缓，这也与国外航空公司逐渐走出经济危机具有一定关系。
外籍人员执照办理趋势图
七、结语
中国民航在飞行员队伍建设方面，通过几年的努力，在规章建设、训练机制、管理系统、质量控制等方面均建立了完善的体系。诚然如此，我国飞行员在数量、管理水平等方面与世界民航发达国家仍然存在巨大的差距。认清存在的差距、确定改进的目标、从基础做起，仍然是今后民航飞行员管理工作的指导方针。
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