ICAO英语四级资料：答案
Transcript
第一部分
Sec 1-1
1
PILOT：Nelson Clearance Delivery Transtar 10 to Curran FL280 Bay C10 , POB350, ready to pushback in 5 minutes, request airways clearance.
ATC：T ranstar 10 Nelson Delivery, FL280 is not available Can you accept FL300 , alternatively FL260 with a 10 minutes delay?
PILOT：Transtar 10, we can accept FL300.
2、
PILOT：Nelson Tower good afternoon, Oceanic 171 ready.
ATC：O ceanic 171, Nelson Tower, are you ready for immediate take off?
PILOT：Negative we will require 30 seconds in the line up position, Oceanic 171. ATC：O ceanic 171, roger Tupolev 154 on final, behind that aircraft, line up behind. PILOT：Behind that Tupolev 154 on final line up behind, Oceanic 171.
3、
PILOT：Nelson ground, good afternoon, Bantex 191 requesting start and pushback, Bay 9.
ATC：B antex 191, Nelson ground, good afternoon, Saab maneuvering on to Bay 10A and a Tupolev 154 inbound to Bay 6. When clear off both aircraft start and pushback approved, facing east.
ATC：Clear of Saab on to Bay 10a and T 154 inbound to Bay 6. Start and pushback approved, Bantex 191.
4、
PILOT：Ground, Qantas 120 vacating on D4 for Bay 6
ATC：Quantas120, Ground, taxi via A. C .F hold short of C, pass behind the outbound A380 from you left.
PILOT：Roger, via A C F and pass behind the outbound A380 from the left. Qantas 120.
Pilot：Ground from Qantas 120 the A380 appears to be vacating the apron via D3 and A. May we proceed in front?
PILOT：Qantas 120. Affirm. Clear to taxi. Take taxiway C and F to your bay.
ATC：Q antas 120 clear to taxi thanks.
5、
PILOT：Departures Bantex 594, we’ve left 8000, is direct to SILOM still available? ATC：B antex 594, standby, and I’ll check again with center.
PILOT：Bantex 594.
ATC：B antex 594, recleared direct to SILOM climb to FL190 and contact center on 130.2.
PILOT：Thank you. Recleared direct to SILOM climb to FL190, 130.2, Bantax594 6、
ATC：E aster499, clear to Curran via VJR 7B, flight planned route, FL310, departure frequency 123.0 squawk code 1623, take off will be 10 minutes behind Bantex 43, who is pushing back now. Time now 35. clearance valid till time 50.
PILOT：Clear to Curran via VJR 7B, FL310, 123.0 squawk code 1623, copy the delay, Eastern499.
7、
PILOT：Nelson ground Qantas 130 ,bay 16 receive B request taxi clearance. ATC：130 ground, Qantas standby 1 there is a Dash 8 just vacating the RMY due congestion of the holding point. Hold your present position. I’ll call you back. PILOT：Roger understood. Hold position Qantas 130
ATC：Q antas 130, behind the inbound company Dash 8 to Bay 14A, taxi to RWY13R via D3 A D1, hold short of RWY 25. Time 04 and a half.
PILOT：Roger behind the inbound company Dash 8, taxi to RWY13R via D3 A D1, hold short RWY 25, Qantas 130.
8、
ATC：N elson Terminal Information India, 1755 zulu automated weather, wind 290 degrees 15 gusting 19, visibility 6km in light snow, cloud broken 2600, overcast 3500, temperature -5, dew point -11, QNH 1021 RWY 31L ILS approach in use, landing RWY 31L departing RWY 31L, RWY 25 closed. Read back all RWY assignments and hold short instructions, caution birds in the vicinity of active RWY , on first contact with Nelson ground or approach, notify received India.
9、
ATC：P acific 49, you are No 1, I have a learjet 6 miles behind and another aircraft depart after your landing, request expedite clearance of the RWY, wind 110 degrees 8 knots RWY 07, clear to land.
PILOT：RWY 07, clear to land and copy the expedite clearance of the RWY, Pacific 49.
10、
PILOT：Departures Omega 796 left 1200 on climb to 7000
ATC：O mega 796, departures identified, cancel SID turn left heading 340, climb to and maintain 8000, report approaching, expect only short delay that level due crossing traffic.
PILOT：Cancel SID, turn left heading 340 and maintain 8000, Omega 796 PILOT：Omega 796, approaching 8000
ATC：O mega 796, the traffic is well clear now continue climb to and maintain FL190 PILOT：Climb to and maintain FL190, Omega 196.
Sec 1-2
1
Nelson clearance and delivery, Ibisair 587,received information S, for MASIONDON, request airways clearance
Ibisair 587, clear to MASIONDON via TAMBER planned route, maintain 3000, runway 31R, TAMBER 1 departure, squawk 1508, departure frequency 123.5.
2
Nelson ground, pacific 183, squawk 1630, request intersection departure A, runway 25 received S, request taxi.
Pacific 183, Nelson ground, taxi via D3 to holding point A, runway 25, there will be a
vehicle on B giving way to you.
3
Nelson ground, Qantas 321, request taxi clearance, received information S.
Qantas 321, follow skyway 777 taxing southbound on the apron on your right, caution: work in progress adjacent to the taxiway, north of the intersection of taxiways A, and D3, taxi to holding point G1, runway25.
4
Skyways 509, request taxi clearance, received T
Skyways 509, what’s your bay number?
Bay 19, skyways 509
Skyways 509, you can move forward until abeam bay 16, there’s a company 737 inbound for bay 21, call me back for taxi clearance once he’s clear.
5
All stations, information U is now current at 0900, changes the wind is now 310 degrees, 18 gusting 25 knots, QNH 1002, cumulonimbus in the area, lightning observed to far-east.
6
Qantas 314 from your present position turn left onto taxiway B for change of runway, runway 25,taix to hold point G1, we’ve just received a report of the lighting on runway 31R is unserviceable.
Taxiway B to hold point G1 Runway 25, Qantas 314
7
Qantas314, behind the OMEGA 767 on short final, line up, runway 25 behind.
Behind the 767, line up runway 25, Qantas 314
Qantas314, aircraft turning final runway 25, cleared for immediate takeoff.
Cleared for take off , Qantas 314
8
Nelson tower, pacific 183, ready
Pacific 183, nelson tower, assigned heading R 300, runway 25, cleared to takeoff.
9
Ibisair587, amended route direct TALIT is available, advise.
Request direct to TALIT, ibisair587
Ibisair587, roger, recleared present position direct to TALIT.
Direct TALIT, Ibisair587
10
Nelson departure, Qantas 321 passing 1700, climbing 5000.
Qantas321, Nelson departure identified, climb to FL 250, report passing FL180.
Climb FL250, wilco, Qantas321.
Sec 1-3
1
ATC: Skyair 412, start clearance Bosel 5 arrival, runway 07, when ready descent to FL270.
Pilot: Bosel 5 arrival, runway 07, when ready descent to FL270 leaving FL390, skyair 412.
ATC: Skyair 412.
ATC: Skyair 412, center. Reporting sighting and passing opposite direction F28 and climb to 1000ft below. The aircraft will be slightly off to your left.
Pilot: Copy the tr affic. We’ve just left FL280 for FL270. skyair 412.
Pilot: Skyair 412, we have a B727 in sight, overtaking at our 2 o’clock high. Say again the conflict aircraft type?
ATC: Skyair 412, it was an F28, now your 11 o’clock low, 2 miles.
Pilot: Thanks, traffic sight and now passed, skyair 412.
2
ATC: Ibis air 551, maybe I ‘ll give you a Delta 4 or Charlie intersection departure, remaining length from Charlie 1950 meters, and for Delta 4 it’s 2275 meters. Advice. Pilot: Delta 4 would be acceptable, thanks Ibis air 551.
ATC: Ibis air 551, roger. How long until you ready?
Pilot: It might be a few minutes yet and I don’t believe the cabin is ready yet either. Ibis air 551.
ATC: Ibis air 551, Roger. In that case I’m afraid you have to continue for the full length, we have an A340 about to taxi for runway 13L.
Pilot: Roger, we’ll continue now for the full length runway 13L. Ibis air 551.
3
ATC: Qantas 44, for sequence turn left heading 090; reduce speed not above 270 knots
indicated.
Pilot: Left heading 090, and reducing speed to not above 270 knots. We also approaching FL260, request further descent. Qantas 44.
ATC: Qantas 44, descent to FL210.
Pilot: FL210, Qantas 44.
4
Pilot: Center, good morning. Ibis air 52, maintaining FL320, request high levels when available.
ATC: Ibis air 52, good morning. I have your request passed on from previous sector, clear to block FL320 to FL340.
Pilot: Cleared in the block FL320 to FL340. Thanks. Ibis air 52.
5
ATC: Omega 68, hold short of Alpha and follow the outbound Ilyushin 86 from the right. Then cross RW 31R and 31L, you’ll be number 4 for departure. However you can expect possible further 5 minutes delay due congestion in the terminal area. Contact tower 119.4 when ready.
Pilot: Hold short of Alpha, and follow the outbound llyushin 86 on our right, then cross RW 31R and 31L, contact tower 119.4 when ready. Omega 68.
6
Nelson terminal information Hotel 1615 Z.
Wind calm. Visibility 10 kilometers, CAVOK. Temperature 14. Dew point 11 . QNH 1012. Visual approach is in use. Landing RW 31L and right. Runway 31L landing localizer not operational. Clearance delivery combined with ground on frequency 129.9. On first contact with Nelson ground or approach notify receipt of Hotel.
7
Pilot: Nelson ground, Skyways 31, received O, request D2 intersection departure. ATC: Skyways 31, Nelson ground, clear to taxi via C, hold short of F, follow the inbound B717 from your right. Then taxi via F, G, B and A, hold short RW 25,D2 intersection not available due preceding heavy traffic. Expect the full length runway 31R.
Pilot: Following the inbound B717, then via F, G, B and A, hold short RW 25. Copy D2 intersection not available. Skyways 31.
8
Pilot: Tower, from Bantex 882, there appears to be a couple of large paper bags blown across RW 31R near Bravo.
ATC: Bantex 882, Roger. Thanks. I’ll have ground arrange a car to retrieve them. Pilot: Bantex 882. The bags now blown across the runway behind MD80 just landed. They seem to be caught on possibly runway lights on the southern edge of RW31L, probably about 100 meters Northwest of Bravo.
ATC: Bantex 882 Thanks. There’s a car on its way now.
9
ATC: Pacific 52, descent to FL150, when clear of the weather, track directly to LIVID and contact approach 118.5, at 35 DME.
Pilot: Continue descent to FL150, when clear of the weather, track direct to LIVID and contact approach on 118.5, at 35 DME.
10
Pilot: Nelson Ground, Bantex 191 stand 5, information L received, request pushback. ATC: Bantex 191, standby, expect delay due congestion on the apron.
Pilot: Bantex 191, Roger. Can you advise how long the extend of the delay?
ATC: Bantex 191, there’s an unserviceable aircraft shut down on the taxiway A, requiring tow back to the terminal. I expect approximately a 5 to 10 minutes delay. Pilot: Bantex 191. Roger.
Sec 1-4
1．
Omega 604, Nelson center, STAR clearance, BOSEL 2 ARRIVAL, RWY27, descent to FL260, be advised that there have been reports of thunderstorms in your inbound track.
BOSEL 2 ARRIVAL, RWY27, descent to FL260, and there are build-ups ahead, request divert up to 10 miles right of track, Omega 604.
Omega 604, diversion up to 10 miles to the right of track approved, advice when you are cleared of weather and able to presume track to HITRA.
2.
Nelson Ground, Eastern 414, request taxi clearance to precede information B, squawk 4572.
Eastern414, Nelson ground, taxi via F, C and A to holding point D5, RWY13.
F, C, A, holding point D5, RWY13, Eastern 414.
Eastern 414, follow the Qantas 737 taxing west-bound on the apron on your left. Follow the 737, Eastern 414.
3.
Bantax 177, cleared ILS approach, RWY 13R contact tower 130.5.
Cleared ILS approach, 120.5 Bantax 177.
Curran tower, Bantax 177.
Bantax 177. Curran Tower, expect late landing clearance. I have one aircraft ahead to depart shortly. I’ll advise.
Bantax 177.
4.
Nelson tower, Liberty 05, we have 11 miles to run to RWY07 threshold, confirm you are aware of our hydraulic problem?
Liberty 05, Nelson Tower, affirm. I understand you have no flap for steering and you will not be able to vacate the runway on landing.
That is correct. In addition, we have manually lower the gear, and have the gear unsafe indication, we have requested the company engineer to inspect the undercarriage. I request low pass along RWY36 for a visual inspection of the gear, Liberty 05.
Liberty 05, cleared low pass. RWY36, not below 100 feet. Go around climb to 1500 feet for left circuit RWY07. Your company engineer is in place to observe to our undercarriage.
5.
Nelson Terminal Information Hotel at time 0340, RWY in use 07, surface wind 190 degrees 04 knots CAVOK temperature +5 dew point+3, QNH1018, caution displaced threshold RWY07 due to a crane operating 400 meters west of RWY07, report airport type and information Hotel received.
6.
Transtar 88, RWY13R, clear to land.
Clear to land, RWY13R, Transtar 88.
Transtar 88, be advised of a temporary obstacle due to a shipping that crossing the extended centerline now, and the mast height is 158 feet.
Tower, Transtar 88, copy that, confirm 158 feet.
Affirm 158 feet.
Roger, thank you we have the vessel in sight, Transtar 88.
7.
Eastern 24, are you experiencing any turbulence?
Eastern 24, only occasional light chop, the storm is behind us now.
Eastern 24, an aircraft crossing 10 miles ahead of you with FL250 reports no significant chop, you should be clear of turbulence soon.
Eastern 24, thank you.
8.
Coastal 408, aborting takeoff. We have a hydraulic warning light, request taxi instruction.
Coastal 408, I want to turn right into taxiway C, and right on to taxiway A, contact ground on 119.8 vacating the runway.
Roger, right into C, right into A, 119.8 clear of the RWY, Coastal 408.
Coastal 408, do you need any assistance with your problem?
Coastal 408, we’d like to remain our position for 15 minutes, our engineer has just arrived.
Coastal 408, roger, call again at time 12.
Wilco, Coastal 408.
9.
Pacific 193, report sighting traffic in your 2 o’clock below.
Looking, Pacific 193. Oh...we have negative contact, pacific 193.
Pacific 193, it is a 767 on your 1 o’clock below, it is on the long final for R WY13L, report sighting.
We still have negative contact, can you advised?
Pacific 193, standby.
10．
Nelson center, Pacific193.
Pacific193, Nelson center, go ahead.
We have a traffic advisory indicating opposite direction traffic that appears to be climbin g towards us. Can you confirm that traffic’s intended level and that it is not in conflict with us, Pacific 193.
Pacific 193, Nelson center roger. That traffic is climbing to FL300, the aircraft is converging from your left and should pass below you from y our 1 o’clock position.
Sec 1-5
1.
Nelson center, Bantex 47, maintaining FL260 where experiencing moderate turbulence, request ride report at FL220.
Bantex 47, ride report is not available, we have nil traffic at FL220. FL240 is available, traffic 10 miles ahead of you reports no turbulence at that level.
Bantex 47, roger.,Request descent to FL240.
Bantax 47, when ready descent to FL240.
Descent to FL240, leaving FL260, Bantex 47,.
2.
Nelson Tower, Skyways 609.
Skyways 609, Nelson Tower. Skyways 609, RWY25, clear to land, wind calm.
RWY25 clear to land, Skyways 609.
Skyways 609, no need to acknowledge, Minimum delay after lading, thanks.
3.
Ilbsair 908, cleared ILS approach, RWY 25, contact tower 120.5.
Cleared ILS approach, RWY 25, 120.5, Ilbsair 908.
Nelson Tower, Ilbsair 908.
Ilbsair 908, Nelson Tower. Be advised there is maintenance work underway just short the threshold of the runway 25. Expect reduced visibility just by touch down, due to fog and dust. Expect no delay for landing.
Understood, Ilbsair 908.
4.
Liberty 805, turn left heading 300 for pilot intercept the RWY25 localizer. Descent to FL250 then report establish .
Turn left heading 300, intercept RWY25 localizer, descent to 2500, wilco, Liberty 805.
Liberty 805, be advised of a helicopter call sign Polar air one are parading 2 NMs north of the extended centerline of RWY25 below 2000 feet. Do not pass through the localizer.
Wilco, Liberty 805
Liberty 805, established.
Liberty 805, so cleared to RWY25, ILS approach, contact tower on 120.5.
5.
Nelson Terminal Information Romeo, RWY 25, Surface condition vk wind 240 degrees to 5 knots, gusting 40 knots, cloud, broken 1500, visibility reducing to 4000 meters, in passing towers, temperature 1, dew point 0, QNH 997 operational information, taxiway G2 G3 and B close due to flooding. Aircraft are request to stand minimum time and runway and vacate via D4 and C, on first contact with Nelson ground or approach, notify receive of Romeo.
6.
Bantex 88, cleared BILLO 3 arrival, RWY13L, when ready descent to FL250.
BILLO 3 arrival, RWY13L, when ready descent to FL250, Bantex 88.
Bantex 88, leaving FL410.,
Bantex 88.
Bantex 88, there is now an unserviceable aircraft on RWY13L, change of STAR available when ready.
Bantex 88, go ahead.
Bantex 88, cleared BILLO 3 arrival, change of RWY13R, continue descent FL130.
7.
Nelson ground, Eastern 10, stand 22, request pushback and start.
Eastern 10, push back and start approved.
Push back and start approved, Eastern 10.
Eastern 10, how long for your ready to taxi?
Our engineer is having some problems unhooking the tug, standby.
Eastern 10, understood, there is another aircraft ready to push to your disconnect point, when able please advise the extend of the delay.
Wilco, Eastern 10.
8.
Nelson clearance delivery, Bantex 23, for Curran FL310, request airways clearance. Bantex 23, there has been a recent volcanic activity en route Curran. Your flight planned airways G464 is not available due to volcanic ash. A revised airways clearance via W888 is available when ready
Bantex 23, which Flight levels are available on W888?
Bantex 23, all flight levels above FL270 are currently available.
Bantex 23, understood, request airways clearance FL310.
9.
Pacific 902, make pilot intercept of RWY25 localizer from your present heading, descent to 2000 feet.
Pilot intercept of the localizer of this heading,descent to 2000 feet, Pacific 902. Pacific 902, be advised that there is an unidentified helicopter traffic in that control area space, at 1 NM south of the extended centerline at 1800 feet unverified, If able, report sighting the traffic.
Pacific 902, looking.
Pacific 902, if you are unable to sight that traffic by 2000 feet on descent, carry out the standard missed approach.
Wilco, Pacific 902.
10.
Nelson center, Swift air 11, we have significant weather ahead on our present track, request diversion 15 miles left of track to avoid build up.
Swift air 11, Nelson center, left track is not available due to restricted area. There is no restrictions on diversions right of track, advise.
Roger, request diversions up to 40 miles right of track, swift air 11.
Swift air 11, diversions up to 40 miles right of track approved, cleared of the weather track direct to CLIFY.
第二部分
Sec 2-1：radio lost
PILOT：Curran approach, good afternoon. Pacific 119 on descent to 8000, in cloud, received Papa.
ATC：P acific 119, approach, good afternoon. Previous aircraft have required diversions right track due to weather, please advise if you require the same. PILOT：Oh we got some more cells now showing to the west, but nothing on or north of our current track, so we should be fine at this stage, Pacific 119.
PILOT：Pacific 119, amend my last, request diversion 5 miles right of track due to accumulative activity developing just ahead.
ATC：P acific 119, Diversion up to 5 miles right of track approved. Expedite through 10,000.
PILOT：Diversion up to 5 miles right of track approved. Then we expediting through 10,000. Just leaving for FL110. Pacific 119.
ATC：P acific 119.
ATC：P acific 119. Turn further right heading 280, descent to and maintain 6,000. ATC：P acific 119, approach. Do you copy?
ATC：P acific 119, approach.
ATC：P acific 119, if reading this transmission, squawk ident .
ATC：P acific 119, ident observed. Confirm turn right heading 280, descent to and
maintain 6,000. squawk code 7600.
PILOT：Approach this is Pacific 119. Check call.
ATC：P acific 119, approach. Readability 5 by 5. Confirming when able turn further right heading 320 and descent to 4000.
PILOT：Copy. Thanks, right heading 320 and descent to 4000, leaving 6000, my apologies for the radio unserviceability. We had a lightening strike and have had some troubles with our radios. Operations are now normal, Pacific 119.
ATC：P acific 119, roger. Squawk your previously assigned code now please.
PILOT：Check you back to code 4151. Pacific 119
PILOT：Pacific 119, approaching 4000.
ATC：P acific 119, descent to 3000, make a pilot intercept of the runway 15 VOR DME approach from your present heading. Clear to final contact tower for Pacific 119.4 at 10 DME.
PILOT: Descent to 3000. and intercept runway 15 VOR DME approach from our present heading. Clear to final contact tower Pacific 119.4 at 10 miles, Pacific 119. PILOT：Curran tower, Pacific 119.
TOWER：Curran tower, Pacific 119. Continue approach and request cloud base check.
PILOT：Continue approach Pacific 119 and we broke out at about 3400 although there are some lower patches to the west, probably at around 2500.
TOWER：Pacific 119. Thanks.
PILOT：Pacific 119. Runway 15. Clear to land.
PILOT：Clear to land, Pacific 119. Just for information, we experienced moderate turbulence down to 1000 feet. And I noticing quite a bit of lightening now out to our right
TOWER：Pacific 119, Thanks.
Sec2-2 cabin pressure
Pilot Curran departures, Pacific 183 passing 1500 climbing 5000.
ATC Pacific 183. Curran departures Identified. Cancel SID. Recleared from Point Ruli direct to TAMAR, planned route.
Pilot Point Ruli direct to TAMAR, planned route, Pacific 183.
ATC Pacific 183, contact center on 118.9.
Pilot 118.9, Pacific 183. Thanks.
Pilot Curran center. Pacific 183 passing 2500, climbing 5000.
ATC Pacific 183, Good day. Climb to amended FL320 due crossing traffic at TAMAR. Expect your planned level after that position. Report approaching 320.
Pilot FL320, Wilco, Pacific 183.
Pilot Curran center. Pacific 183,we are currently maintaining 7000ft. We have a indication that cabin altitude is fluctuating. We are carrying out appropriate??? drills at this time we will advise intention shortly.
ATC Pacific 183, Roger. No known traffic in your area.
Pilot Center, Pacific 183, it does seem to be a problem with our pressurization, which we can’t resolve. We require 45 minutes fuel jettisoning and return for l anding.
ATC Pacific 183, climb and maintain 10000, track directly to BLIGH. Make 2 minutes right-hand holding patterns for fuel dumping. Report when ready to depart the hold for approach.
Pilot Track BLIGH, 10000, 2 minutes right-hand holding patterns, wilco, Pacific 183. ATC Pacific 183,Can you just confirm the nature of your problem?
Pilot Pacific 183, We will be returning due to uncontrollable pressurization differential.
ATC Pacific 183. Request POB, endurance and dangerous cargo. Do you require emergency services on arrival?
PILOT W e have 283 POB our endurance is 320 minutes, we have chemical for industrial use in the hold; we require emergency services in attendance. Pacific 183. ATC Pacific 183 copy that.
Pilot Pacific 183, fuel jettisoning is now complete. We are ready for the approach. Request onwards clearance.
ATC Pacific 183, track direct to RIELOT. Expect ILS approach RW33, descend to 3000 on QNH 1011.
Pilot Track to RIELOT, descend to 3000 and QNH 1011. Pacific 183.
Sec 2-3 extreme turbulence
Pilot Center, good morning. Pacific 332 left FL150 on climb to FL240.
ATC Pacific 332, center, good morning. Report approaching FL240, possible short delay due opposite direction traffic.
Pilot Pacific 332.
Pilot Pacific 332 Approaching FL240, negative traffic.
ATC Pacific 332, climb to and maintain FL290, the traffic passed to your left and it’s now well cleared.
Pilot Climb to and maintain FL290.
ATC Pacific 332, to facilitate further climb, turn left 20 degrees, report new heading. Pilot Turning left 20 degrees and report heading over 035, Pacific 332.
ATC Pacific 332. Expect further climb in 8 miles.
Pilot Pacific 332.
ATC Pacific 332 ,climb to and maintain FL350. Advise if you experience any turbulence above FL310. Traffic this morning reported continuous moderate
turbulence around that level. But we’ve had no report in the last hour and a half due no traffic above that level. Confirm you have the sigmet that it has been extended until 0400.
Pilot Climb and maintain FL350, and we’ll let you know about the RIDE. Affirm we have the Sigmet with extension. Thanks, Pacific 332.
Pilot Center. Pacific 332 just passing FL350 and starting to get in some chops here. We’ll let you know if we climb out of it.
ATC Pacific 332, thanks.
Pilot PanPan--PanPan—PanPan Pacific 332 is experiencing extreme severe turbulence passing FL345, and unable to maintain altitude. We’re currently
descending and reducing to turbulence penetration speed.
ATC Pacific 332, Roger pan. Traffic is a Cessna citation crossing right to left, currently on climb beneath you. You should cross in about 35 miles. Advise the level you wish to descend to.
Pilot FL280 would be acceptable for now, Pacific 332.
ATC Pacific 332, descend and maintain FL280. Disregard the traffic, the citation is currently maintaining FL250
Pilot Pacific 332. We require an immediate return to Curran for landing. We are unable to deploy our speed brake at this time and we suspect possible structural damage.
ATC Pacific 332, Roger. turn left or right as required. Track direct to TAMAR. I would advise further track shortening and the runway shortly.
Pilot Maintain FL280, direct to TAMAR, and we’ll make a left, correction, right turn, Pacific 332.
Pilot Pacific 332 request further descent.
ATC Pacific 332, descend to FL260. You are just passing the citation now. Do you require any medical assistance?
Pilot Descend to FL260. And I believe we have 3 injured crewmembers and nil passenger’s injured. Request priority approach and we’ll be requesting ambulance s on arrival at the gate. We’re also just passing that second request to the company. Pacific 332.
ATC Pacific 332, copy the injury and request. You are for RW26L, turn left heading 190, and when able, you’ll re-clear direct to a 5 mile Final, expect visual approach. Pilot Thanks. Left heading 190, then direct to a 5 mile Final, RW26L, Pacific 332.
ATC Pacific 332,descend to 9000, QNH 1031, cancel speed restriction below 10000. Pilot Descend to 9000 on QNH 1031, cancel speed restriction below 10000, Pacific 332.
ATC Pacific 332, contact approach on 125.8.
Pilot Contact approach on 125.8, Pacific 332 thank you for your assistance.
Sec 2-4: Unidentified aircraft
Curran Departures Oceanic 242 passing 900, maintaining runway heading climbing 5000.
Oceanic 242 Curran Departures, identified. cancel SID, turn right heading 070 degrees, climb to 9000 feet.
Cancel SID, turn right heading 070, climb to 9000, Oceanic 242.
Oceanic 242, traffic an unidentified unverified aircraft in your 1 o’clock position at 5 miles, 7000 tracking northeast. The aircraft is fast moving and possibly a military aircraft, and we are unable to communicate with the aircraft.
Roger, we do not have that aircraft on TCAS, Oceanic 242. Could you confirm that unidentified aircraft will not be in conflict with us and if they are parallel to our track. Oceanic 242, the aircraft is currently parallel to your track, and being about 1 mile. You are closing on that aircraft if possible could you sight and identify the aircraft? Wilco, we are no w maintaining 6000, and in and out cloud. I’m not sure we will be able to sight the aircraft, Oceanic 242.
Curran Departure we still can not see the aircraft due to the scattered cloud, and can you give us it’s present position? Oceanic 242.
Oceanic 242, roger. The aircraft is now in your 3 o’clock position and 2 miles, it appears to be descending and is turning to the left. For separation with that aircraft turn left heading 330 degrees.
Left heading 330 degrees, Oceanic 242.
Our chart indicates that lowest safe altitude on our current heading is 6400 feet, request climb, Oceanic 242.
Oceanic 242, the unidentified aircraft is now level at 6500. It is currently heading 330 degrees and appears to be paralleling your track to the right at about 1 mile. Have you got the aircraft in sight?
Affirm. It appears to be some type of old-military jet it looks like it could be no longer in service and perhaps privately owned.
Oceanic 242, confirm you are able to maintain visual with that aircraft?
Affirm, the cloud has dissipated and is now only one octa. Oceanic 242.
Oceanic 242, climb to 8000 feet, visual, maintain own separation with the unidentified aircraft.
On to 8000 visual, maintain own separation, leaving 3000 feet, Oceanic 242.
Oceanic 242, can you describe the unidentified aircraft?
The aircraft is an single engine military jet it is painted in camouflage color ,it seems to be grey color, Oceanic 242.
Oceanic 242, roger. That aircraft is now climbing and appears to be closing on your aircraft.
Affirm, the aircraft is now abeam up to our right and about 500 meters away, Oceanic 242.
Oceanic 242, can you give us details about the seating configuration?
The seating is tandem, and the aircraft have a mid wing and tail plane, Oceanic 242. Oceanic 242.
Oceanic 242, the unidentified aircraft’s transponder has been turned off. And I can no longer see the aircraft on radar, confirm you still have the aircraft in sight.
Affirm, the aircraft is now maneuver to our left side and have abeam us by about 200 meters he is maintaining our speed and heading. We are maintaining 8000 feet, Oceanic 242.
Oceanic 242, roger, thanks.
Sec 2-5: instruments failure
Approach Bantex 122, on descend to 8000 received information Q, in cloud .
Bantex 122 approach, Descend to 5000ft.
5000ft, Bantex122,
Bantex 122 you appear to be diverging off track to the left, can you confirm operations are normal.
Bantex 122 standby.
Approach Bantex 122, we have had a major failure of our flight management system, standby.
Bantex 122, roger. Copied, go ahead when ready.
Approach Fast jet 303, descend to 8000, received information Q ,in cloud.
Fast jet 303 approach .there’s an emergency with the aircraft ahead of you I may need to delay your approach to land , I’ll advise, descend to 5000 ft.
Fast jet 303 , roger ,copied ,descend to 5000ft.
Bantex 122,we ‘ve lost most of our instruments, we are assessing the situation, but have no real navigation guidance.
Bantex 122 understood, when ready, advise intensions.
We are leveling at 5000, Please k eep other traffic clear of us. We’ll advise further. Bantex 122
Bantex 122 roger there’s no radar observed traffic in your vicinity.
Bantex 122, roger thanks.
Fast jet 303,due to the emergency, hold on your inbound track between 20 and 30 DME left hand pattern, amend descend clearance descend to and maintain 6000ft. Roger holding left hand pattern between 20 to 30 DME left , 6000ft. Fast jet 303. Bantex 122 , we’ve assessed that situation, we have one altimeter , one airspeed indicator, and one artificial horizon .Request assistance ,we’ve established level flight at 5000ft. However we need navigation assistance, as we do not have any directional indication.
Bantex 122 your position is 15 miles northeast of the field on a heading of about 250 , expect small correcting turns to the left in 5 miles ,you are 16 miles to touchdown on runway 27, When ready descend to 2000ft.
Bantex 122 thank you, descending to 2000ft, we ‘re in broken@$#@$#
Bantex 122, your last transmission was broken, say again all after 2000ft.
Bantex 122, I say again we are in broken cloud, but can occasionally see the ground. Bantex 122 roger there’s an aircraft on 2 miles final for runway 27, that aircraft reported the cloud base on the center line is broken at 2000ft.
Bantex 122.
Fast jet 303, turn inbound now, when ready descend to 5000ft.
Roger, turning inbound 5000ft, fast jet 303.
Bantex 122, position 10 miles northeast of the field ,3 miles north of the extended center line of runway 27 ,A correcting heading won’t be necessary, desce nd to the
radar lowest safe altitude 1500ft, report visual .
Bantex 122, we’ve just broke visual approaching 2000ft, and have the field in sight . Bantex 122,roger clear visual approach, track to join final for runway 27 as required, you are number 1 to land, contact tower 120.5.
Visual approach, tower 120.5 Bantex 122.
第三部分
sec 3-1：Severe Turbulence
John Good afternoon, Mason and David. Please take a seat. Now, I understand you asked to speak to me regarding the turbulence you encountered on the flight yesterday afternoon from Nelson to Curran？
Mason Yes, that’s right, John. I’m not criticizing the ATC service here. Because they were very very busy, and the weather was awful from mid-afternoon yesterday. However we did encounter severe turbulence and I believe we were lucky to have not suffered the worse outcome.
John Ok, this is the first I’ve heard of this. I know the weather was bad and several inbound aircraft ended up and put in the position where they ultimately had insufficient holding fuel. But I wasn’t aware any incident with your flight Pacific 216. David We have filed the incident report, but agreed, we should at least have an informal discussion with you too due to the potential of the things to be must worse. John Ok understood. Thank you for taking the time to fill me in. I presume there were no injuries then?
Mason Well. That’s not quite right. One of the flight attendant Jenny did end up with a bad bruise from trolley became loose from the rear galley. She did entry a note in the cabin staff log in case the bruise developed to anything worse. Other than that, I understand all the passengers and crews were strapped in, the seat belt sign was still illuminated.
David Actually I spoke to Jenny, just a little while ago. She seems fine.
John Right. Mason, can you explain to me exactly what happened with the flight? Mason Sure. We pushback and taxi without incident, and both observed numbers of towering CBs to the west, and discussed the possibility of those effecting our flight path. David also observed a couple of lighting flashes.
David Yes, they were more to the Northwest though.
John What was your departure runway?
Mason We had requested RW25 to save some track miles. But this was not available and we ended up taxing for 13R. There were some small delays with departures because the weather buildings up to the west. I believe they’re only using 13L for arrivals, so no doubt approach was pretty busy as well.
John : Who was pilot flying?
David : That was Mason’s leg.
John OK Sam, Em.. What happened on the departure?
Mason Up on line up the SID certainly looked OK initially with regards to the weather. After lift off and contacting departure though, we commenced the right turn and it became apparent that we needed diversion off track, probably not far past Hitra. John Did you have any altitude restrictions?
Mason: Em. I’m not too sure. David, can you recall the altitude restriction?
David Yeah, we had to maintain 7000, but we were not delayed there, and climbed to FL120, I think it was, without having to level out at all at 7000. Not long after entering clouds, probably around 8000ft from memory, we than got clear to climb to FL150 and ended up maintain that for quite a while.
John Thanks, David.
John How soon after contacting departure? Did you ask for a diversion, Mason? Mason It was probably within a minute or so, more or less when we have turned on to the westerly heading. David advised controller that we need to divert up to 20 miles left of track soon.
John And what was their response?
Mason ATC said they would advise.
John Oh~~ any obvious reasons for this? Was there much other traffic on the frequency?
David :Yes, certainly more than normal. I think this was mostly because there was a large volume of inbound aircraft. They were on the frequency too. I guess they were diverting around CBs.
Mason ATC sounded very busy. I think the traffic pattern was becoming very complex. I asked David to prompt ATC again a couple minutes later with another request to divert left track. And to be honest, I don’t think we got response to that call.
I think, em... in retrospect, we may have been either near ground station or over transmitted, but I can’t be sure.
John How would you describe the returns on the weather radar at this time?
Mason We were getting quite concerned. There were some very heavy returns on the radar, not straight head though, probably in our 1 or 2 o’clock position, too close for comfort in any case. ATC had still not advised us of diversion clearance and we were starting to experience quite a bit buffeting and quite heavy rain. The visibility dropped to nil.
David No lightning though, not that we could see anyway.
John Had you considered declaring an emergency ?squawking 7700 and diverting around the weather anyway?
Mason No, we hadn’t. However the cells had been more intense and de ad ahead. John I agree, but that would have been an appropriate cause of action.
Mason Right Anyhow. The turbulence became severe, probably for around 10 to 15 seconds as we passed abeam what appears to be the densest part of the cell off to our ride. During this time, Jenny was seat by the trolley, but fortunately we had sufficient fore warning to ensure the seatbelt signs were on, and the crew were all strapped in, otherwise the result would have been much worse.
John David, did you consider another call to ATC?
David Actually, I was just about to call departures again when they called us apologizing for the delay in getting back to us. Departures had information on numerous areas of cumulos built up. I think our onboard weather radar was more accurate. And they may not have been fully aware of the urgency of our situation. John You mentioned ATC were very busy through this. They may not received your previous call?
David Yes, there was several other aircraft off track leading to quite a complex scenario.
Mason ATC then offered the diversion south of track, and we also received further climb. However we had now passed the roughest patch and decided to stay on track. We contacted the center, and with in the next 10 minutes or so cleared the lower mid level clouds basis, and the turbulence just about ceased as we moved towards the coast, where the air was clear and away from the mountains, where the CB activity was centered .
John Did either of you have any concern regarding airframe stress damage?
Mason We did discuss that and made a quick assessment that, although there was a rough ride there for a while, we have already reduced to turbulence penetration speed, which was about 260 knot, and have no reason to suspect any overstressing occurred.
John Would you agree with that, David?
David Yeah, absolutely. I have certainly experienced worse on odd occasions, and my understanding is we did not exceed any limitations.
John Ok, thank you gentlemen. If you are comfortable then with the assessment, and the injury as you say was only Minor and has already been logged. Then, we should conclude there.
Mason Yes, thanks John. That sounds fine to us.
David Yeah, thanks John.
Sec 3-2 violent passenger
VIOLENT PASSENGER
A: --Graeme and Amy, good afternoon. Please take a seat.
B: --Hi, Gram.
C: --Thank you, Graeme.
A: --Now I hope you aren’t too shaken after this morning’s incident on the Palm Island service, Amy. I don’t think we’ve had reported a violent passenger on Pacific International for at least 15 years.
C: --Uh, a little shaken, yes, but I’m ok. It was no doubt quite a disturbing experience for surrounding passengers though.
A: --Yes, I can fully understand. We might talk some more about it in a moment if we may. Graeme, can you just give me an appraisal of the flight and I asked Amy to explain what went on in the cabin as she felt appropriate.
B: --Certainly Graeme. We were on the 9:40am service, as you know the aircraft had a full complement of passengers. However we were well below the maximum takeoff weight. Certainly not full in terms of luggage of freight, not often the case to
Palm Island. We were a few minutes late in the pushback due to some passengers arriving late at the gate for boarding after late connections from Wayfield. Amy are you aware of Mr. Lang, the passenger responsible for all of this, was one of us?
C: --Yes, I believe he was.
B: --The rest of the climb-out was without incident from the cockpit aspect. We reached cruising level approximately 5 minutes after Mr. Lang began to create disturbance, and another 10 minutes or so before he became obvious to the cabin crew that his behavior was becoming quite risk to the safe continuation of the flight. A: --Would you agree with the last comment, Amy?
C: --Yes, we’d only been leveled for a few minutes, and Mr. Lang began yelling at and annoying those passengers seated around him.
A: --Was he intoxicated do you think?
C: --No, I believe there was an issue with the passenger having a mental disorder and not taking his medication.
A: --And at what point did you decide to return to Nelson, Graeme?
B: --Uh, Gram, to be honest, we were not aware of the problem until it became much worse, at which time I discussed with Jenny, our first officer what options we had opened to us. If a diversion was to become necessary, there was no point trying to save time by diverting to somewhere much closer, such as Ashton as we had to burn off some fuel, in any case to get back to the landing weight. As it happened, Nelson worked out almost perfectly without the need to fuel dumping. Amy, could you explain what happened next in the cabin please?
C: --Well, after Mr. Lang got up from his seat, which by the way was an over-wing emergency exit, he became quite physical with one member of the crew, who was serving drinks from the trolley just a couple of rows further aft. The abuse became quite bad, and Mr. Lang’s been started to move forward up the aisle and into the business class cabin. Where he really became loud and quite violent. I asked one of the junior flight attendant to check our manifest for any security personnel who maybe able to assist, and she located the sky marshal. He was seated on the other side of the aircraft and had already made himself known to the crew.
A: --You mentioned Mr. Lang was seated at the over-wing emergency exit. Had you considered of the possible consequences of it?
C: --Yes, I was actually quite glad that he had already vacated his seat when he became so bad. I needed to ensure he didn’t return to that seat in case he attempted to open the exit.
A: --So what action did this sky marshal take?
C: --He briefly tried talking to Mr. Lang to calm him down. However this wasn’t successful. So we ended up forcing him into one of the crew seats in a rear galley. But because he continued to behave dangerously, the decision was made to handcuff him. We certainly didn’t want him sitting up-front near the cockpit either, as he was quite unpredictable
B: --Amy called me pretty soon after this, and it was then we elected not to waste any more time in turning around, we started heading back to Nelson.
A: --Any delays there?
B: --In getting a clearance to return, you mean?
A: --Yes, sorry.
B: --No, not really. We advised ATC the problem and received clearance direct to
ERRIC initially. Jenny also contacted the company just after we became established inbound at about 85DME. She explained the circumstance and also asked for the police to be in attendance for our arrival.
A: --Did you declare emergency or request any priority?
B: --No, we didn’t declare an emergency and no, at that point I chose not to ask for priority approach, other than to ask for whatever track shortening was available.
A: --Could you just go over why you chose not to declare an emergency?
B: --Well, the thing is the passenger was now somewhat restrained, and no longer posing an immediate threat. I couldn’t justify any further request for priority. Of course, I had the option to do so if the situation with the passenger deteriorated at any latest state.
A: --Yes, I guess all those things eventually have to be justified on one way or another. um, I’m sure the company would fully support your actions. Amy, was there any further incidents?
C: --No, not really. Mr. Lang was secured in a rear crew seat under the supervision of the sky marshal, and he was not going anywhere in a hurry. Oh, and I called the flight deck mid-way during descent to advise the captain that although the passenger was continuing with the verbal abuse, he was much more stable now, and posed much less threat than earlier. I expected we would still continue with the diversion though.
B: --Yes, given we were only around 25 miles out and down to 8000 by then. I believe it was in our best interest to continue the approach and landing at Nelson, and disembark the troublesome passenger.
A: --I presume nothing else major happened from then until you arrived at the gate? B: --Correct. After landing, the tower actually assisted us by allowing us to take the most direct taxi route to the nearest gate. And this meant there wasn’t so mu ch turning and we had certainly parked in a very short space of time. The police boarded as soon as the door was opened and Mr. Lang was removed via the rear stairs rather than through the aerobridge. That pretty much sums it up. I think you know the rest of the story.
A: --Yes, thanks, Graeme and Amy for filling in the gaps for me. There’s nothing else required of you, I understand, so enjoy the rest of your evening.
B: --That’s a pleasure Graeme ,I’ll see you on Friday.
C: --Thanks, Graeme.
Sec 3-3：OVERSTRESSING
Geoffrey：Good evening, Michael, Rob you can come in now, take a seat Please. Michael：Hi, Jeffery. Rob：Thanks Jeffery.
Geoffrey：Now as you can guess I’d like to talk about the incident, the rather serious incident involving Pacific 714 this morning .
Michael：Uh... Yes, we had an idea that’s why you called us in.