第一篇：中國民航飛行員英語PEPEC900句(帶翻譯)
中國民航飛行員英語PEPEC900句
第一章 基本通話術語 1.Maintaining FL310.保持飛行高度層 310。2.Descending to FL290.下降到飛行高度層 290。3.Reaching FL190.到達高度層 190。
4.Maintaining FL90 over WXJ.過 WXJ 時保持高度層 90。
5.Continue descent to 3000 feet，QNH 1012.繼續下降到 3000 英尺，修正海壓 1012。6.Passing FL180 for FL310.通過高度層 180，繼續上升到高度層 310。
7.Cleared to enter controlled airspace not above FL100.可以進入管制空域，不高于高度層 100。8.Request further climb.請示進一步爬升。
9.Fly direct to SHA, not below FL180.直飛 SHA，高度不低于高度層 180。10.After passing CGO descend to FL80.過 CGO 后，下降到高度層 80。
更新時間：2016-07-29 11.Stop descent at FL210.到高度層 210 時停止下降。
12.Descending to reach FL150 by WXI.到 WXI 前下降到高度層 150。
13.Unable to reach FL150 by ZHO due performance.性能原因到 ZHO 之前不能到達高度層 150。14.Climbing to FL290, to be level by 55.爬升到高度層 290，55 分前改平。15.Descend at 2000 feet per minute.以 2000 英尺每分下降率下降。
16.Climbing at 1000 feet per minute or greater.以每分 1000 英尺或更大的爬升率上升。
17.When ready, descend to FL210, level at PLT.準備好時下降到高度層 210，在 PLT 改平。
18.Right heading 330, descending to 3000 feet, cleared for ILS approach Runway 36R.右轉航向 330，下降到 3000 英尺，可以盲降進近，跑道 36 右。19.Descend to 3000 feet, information P is current.下降到 3000 英尺，最新通播 Papa。20.Expedite descent to FL180.加速下降到高度層 180。21.Expedite climb to FL190.更新時間：2016-07-29 加速上升到高度層 190。
22.Climb to FL280 expedite until passing FL180.上升到高度層 280，快速爬升直到通過高度層 180。23.Unable to expedite climb due weight.重量原因不能加速爬升。
24.Descending immediately to FL200 due traffic.由于沖突飛機，立即下降到高度層 200。
25.When ready, climb to FL280, report leaving FL200.準備好時上升高度層 280，離開高度層 200 時報。26.Leaving FL200, climbing to FL280.離開高度層 200，爬升到高度層 280。
27.Maintaining own separation and VMC, descending to FL80.自己保持間隔和目視氣象條件，下降到高度層 80。28.Reaching 8000 feet, request further climb.到達 8000 英尺，請示進一步上升。
29.Cancel SID, track direct to LLK, climb to and maintain FL110.取消 SID（標準儀表離場程序），直飛 LLK，上升并保持高度層 110。
30.Experiencing icing condition.Request further descent.遇到結冰條件，請示進一步下降。
31.Icing condition encountered.Request further climb.更新時間：2016-07-29 遇到結冰條件，請示進一步爬升。
32.Experiencing severe turbulence.Request further descent.遭遇嚴重顛簸，請示進一步下降。33.Reduce speed to Mach decimal 76.減速到馬赫數點 76。
34.Maintain Mach point 84 or greater.保持馬赫數不小于點 84。
35.Maintain Mach point 80 or less.保持馬赫數不大于點 80。36.Maintain present speed.保持當前速度。
37.Maintain 250 knots or greater.保持速度不小于 250 節。
38.Reduce to minimum clean speed.減速到最小光潔速度。
39.Reduce to minimum approach speed.減速到最小進近速度。
40.Maintain 160 knots until 4 miles final.保持速度 160 節直到五邊 4 海里。
41.Maintain 160 knots until outer marker.保持速度 160 節直到外指點標。
更新時間：2016-07-29 42.Descend to FL120, on speed conversion, 250 knots.下降到高度層 120，調速到 250 節。
43.Cancel speed restriction, continue descent to 7000 feet.取消速度限制，繼續下降到 7000 英尺。
44.LMN-02 Departure, passing 2500 feet climbing to 9000 feet.LMN-02 離場，通過 2500 英尺，繼續上升到 9000 英尺。45.Maintaining FL350, cleared to destination, flight planned route.保持高度層 350，可以按計劃航路飛往目的地機場，46.Request radar vectors for visual approach Runway 22.請示雷達引導，目視進近，跑道 22。47.Request join downwind Runway 31.請示加入 31 跑道三邊。
48.Request taxi to holding point Runway 13.請示滑行到 13 跑道等待點。
49.Request taxi to south maintenance ramp.請示滑行到南維修機坪。50.Request frequency change.請示切換頻率。
51.15NM to HRB, FL290, tracking to JMU, squawking 6543.更新時間：2016-07-29 據 HRB 15 海里，高度層 290，直飛 JMU，應答機 6543。52.Contact Control on 118.9.聯系區調 118.9。
53.Position OBLIK at 0646, maintaining FL310, estimating ZF 0658, WUH next.當前位置 OBLIK，時間 0646，高度層 310 保持，預計 ZF 點時間 0658，下一位置 WUH。
54.Next report at WXA.下一報告點 WXA。
55.Omit position reports.省略位置報。
56.Omit position reports on this frequency.本頻率省略位置報。
57.Resume position reporting.恢復位置報。
58.Delay not determined due runway obstruction.由于跑道障礙物，延誤待定。
59.Approach time not determined due weather.由于天氣，進近時間待定。
60.Slot time not determined due flow control.流控，離場時間待定。
61.Revised slot time at 56.更新時間：2016-07-29 修改的離場時間為 56 分。
62.Expect hold at HUR VOR for 10 minutes due traffic.由于沖突飛機，預計在 HUR VOR 等待 10 分鐘。63.Expected approach time 44.預計進近時間 44 分。
64.Revised expected approach time 54.最新預計的進近時間為 54 分。65.No delay expected.預計無延誤。
66.Delay not determined, numerous aircraft holding for weather improvement.延誤不確定，很多飛機在等待天氣好轉。
67.Cleared to exit the hold, fly direct to ML.Contact Approach on 128.35.可以推出等待，直飛 ML。聯系進近128.35。
68.Approach clearance canceled, turn left direct to DA, climb to 4000 feet, hold as published,expect further clearance at time 50.取消進近許可，左轉直飛 DA，上升到 4000 英尺，按公布的航圖等待，預計進一步許可時間 50 分。
69.Ready for approach.準備好進近了。
更新時間：2016-07-29 70.Request leave the holding pattern.請示退出等待程序。
71.After passing SY VOR, leave the hold on heading 250, cleared for VOR approach Runway 06.過 SY VOR 臺后，推出等待，航向 250，可以 VOR 進近，跑道 06。72.Leave JFK VOR heading 210.離開 JFK VOR，航向 210。
73.Cleared to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.可以飛往 LHR，按公布的航圖在 LHR 等待。保持高度 8000 英尺。預計進一步許可在 18分。
74.Hold south of AMS VOR at 9000 feet, inbound track 270 degrees, left hand pattern, outboundtime 1 minute.Expect further clearance at 46.在 AMS VOR 臺以南等待，高度 9000 英尺，向臺航跡 270，左等待，出航時間 1 分鐘。預計進一步許可時間 46 分。
75.Cleared to the 180 radial of PER VOR at 15 DME.Hold south, left hand pattern, outboundtime 2 minutes, expect approach clearance at 37.可以在 PER VOR 臺 180 度徑向線 DME 15 海里處向南左等待，出航時間 2 分鐘，預計進近許可時間 37 分。
76.Information P received, stand 03, ready to copy ATC 更新時間：2016-07-29 clearance.通播 P 收到，03 停機位準備好抄收 ATC 許可。
77.Gate 26, request clearance to London with information F.26 停機位，請示去往倫敦的放行許可，通播 F 收到。78.Cleared to destination, flight planned route, cruising level 330, departure Runway 04, initialaltitude 7000 feet.HZ-01 Departure, squawk 2563, departure frequency 124.35.可以按計劃放行到目的地，巡航高度層 330，離場跑道 04，起始高度 7000 英尺。HZ-01 離場，應答機 2563，離場頻率 124.35。
79.Cleared to destination via ZAM, flight planned route, D03 Departure, cruising level 230,squawk 3763.可以按計劃航路經 ZAM 放行到目的地，D-03 離場，巡航高度層 230，應答機 3763。
80.Cleared to destination via flight planned route, Runway 36R, LKO-01 Departure, initially climbto 4500 feet, cruising level 310, when airborne contact 119.7, squawk 2515.可以經計劃航路放行到目的地，跑道 36 右，LKO-01 離場，起始爬升到 4500 英尺，巡航高度層 310，離地后聯系 119.7，應答機 2515。
81.Cleared via ZF-01 Departure, initial altitude 5000 feet.Departure frequency 125.9.Cruisinglevel 290, departure Runway 更新時間：2016-07-29 04.Squawk 6563.可以經 ZF-01 離場，起始高度 5000 英尺，離場頻率 125.9，巡航高度層 290，離場跑道04，應答機 6563。
82.Cleared to destination via flight plan route.Departure Runway 36L.HZ-01D Departure.Initialaltitude 5000 feet.Cruising level 330.Departure frequency 119.45, squawk 5667.可以按計劃航路放行到目的地機場，離場跑道 36 左，HZ-01D 離場，起始高度 5000 英尺，巡航高度層 330。離場頻率 119.45，應答機 5667。
83.Recleared to destination via ZF-01 Departure, Runway 36R, rest of clearance unchanged.重新允許經 ZF-01 離場到目的地，跑道 36 右，其余航路不變。84.Recleared to destination via B213, WHA, R343, rest of route unchanged.重新允許經 B213，WHA、R343 飛往目的地，其余航路不變。85.Cleared to destination via flight planned route, initial climb to 2700 feet, request level change en-route, departure frequency 120.3, squawk 0722.可以按計劃航路飛往目的地，起始上升到 2700 英尺，航路上申請改變高度，離場頻率120.3，應答機 0722。
第二章 機場通話術語
86.Gate15, information C, ready to copy ATC clearance.更新時間：2016-07-29 15 停機位，通播 C 收到，準備好抄收 ATC 放行許可。87.Cleared to destination, BK02 RNAV Departure, initially 3000 feet, departure frequency 125.4, squawk 3311.可以飛往目的地機場，BK-02 RNAV 離場，起始高度 3000 英尺，離場頻率 125.4，應答機3311。
88.Say again all after 3000 feet.3000 英尺之后的內容再說一遍。
89.Say again all before departure frequency.離場頻率之前的內容再說一遍。90.Say again the initial altitude.再說一遍起始高度。
91.Unable to cross LX FL150 due weight, maintaining FL130.重量原因，不能在高度層 150 通過 LX，保持高度層 130。92.Destination Beijing, request departure information.目的地北京，請示離場信息。93.Bay24, request start-up.24 號停機位，請示開車。
94.Start up approved, QNH 29.91.可以開車，修正海壓 29.91。
95.Start up approved, altimeter setting 29.91.可以開車，高度表設置 29.91。
更新時間：2016-07-29 96.Start up at 35, QNH 997.35 分開車，修正海壓 997。
97.Expect start up at 35, QNH 1030.預計 35 分開車，修正海壓 1030。
98.Expect departure at 49, start up at own discretion, QNH 1004.預計 49 分離場，開車時間自己掌握，修正海壓 1004。99.Radio check on 118.3.118.3 校波。100.I read you 5.我聽你 5 個。
101.You are unreadable.無法聽清。
102.Can you speak slower? 你能說慢點嗎？ 103.How do you read? 你聽我聲音怎樣？
104.QNH 997, I say again, QNH 997.修正海壓 997，我再說一遍，修正海壓 997。105.Stand 27, request pushback.停機位 27，請示推出。
106.Pushback approved, Runway 31.更新時間：2016-07-29 可以推出，跑道 31。107.Stand by pushback.推出稍等。
108.Pushback at own discretion.推出時間自己掌握。
109.Pushback approved, long pushback.可以推出，多推點。
110.Pushback to taxiway A approved.可以推出到滑行道 A。
111.Pushback approved, facing west.可以推出，朝西。
112.Cancel pushback, we have maintenance problem.取消推出，我們出現問題需要維修。
113.Ground, Cockpit.Ready for pushback.地面，駕駛艙，推出準備好了。114.Brakes released.剎車釋放了。
115.Starting Number One.啟動一發。
116.Brakes set, disconnect.剎車剎住，斷開。117.Request taxi.更新時間：2016-07-29 請示滑出。
118.Taxi via taxiway C to holding point Runway 24.經由滑行道 C 滑至跑道 24 等待點。
119.Taxi to holding point Runway 24, traffic in sight.劃到跑道 24 等待點，看見飛機了。
120.Request taxi back for maintenance purpose.請示滑回維修。
121.Negative.We need 10 minutes to cool the brakes.不行，我們需要 10 分鐘冷卻剎車。
122.Approaching holding point, request crossing Runway 24.接近等待點，請示穿過 24 跑道。123.Hold short of Runway 24.24 跑道外等待。
124.Holding, traffic in sight.等待，飛機能見。
125.Cross Runway 24, report runway vacated.穿過 24 跑道，脫離跑道報。
126.Unable to vacate via A2, request full length of runway.不能經由滑行道 A2 脫離，請示全跑道。127.Crossing Runway 24, wilco.穿越跑道 24，照辦。
更新時間：2016-07-29 128.Runway vacated.脫離跑道。
129.Giving way to B747 passing from left to right.給從左向右通過的波音 747 讓道。
130.Follow the greens to holding point Runway 05R.沿綠燈滑到跑道 05 右等待點。
131.Cross red stop-bar at A1, we understand stop-bar unserviceable.A1 穿過紅色停止燈，明白原來它不工作了。
132.After landing Airbus320, cross Runway 24, report vacated.空客 320 落地后穿越跑道 24，脫離報。133.Taxi to holding point C3, Runway 36.滑到跑道 36 C3 等待點。
134.Behind Boeing747 passing left to right, taxi to holding point A1 Runway 24.從左向右通過的波音 747 之后，滑到 24 跑道 A1 等待點。135.Ready for departure.離場準備好。
136.After departure, climb straight ahead until 3000 feet.起飛后，直線爬升至 3000 英尺。
137.Cancel SID, maintain runway heading.更新時間：2016-07-29 取消 SID，保持跑道航向。138.Lining up Runway 01C.對正 01C 跑道。
139.Ready for immediate departure.立即起飛準備好。
140.Cleared for immediate takeoff.可以立即起飛。
141.Runway 06, cleared for takeoff.Report airborne.跑道 06，可以起飛，離地報。
142.Cleared for takeoff, Runway 06, wilco.可以起飛，跑道 06，照辦。
143.Airborne, passing 500 feet for 4000 feet.離地，通過 500 英尺，繼續上升 4000 英尺。144.The airbus on final in sight.看見了五邊空客飛機。
145.Behind Airbus on short final, line up behind.短五邊空客飛機之后，對正跑道。
146.After departure, turn left heading 190, Runway 24R, cleared for takeoff.起飛后，左轉航向 190，跑道 24 右，可以起飛。147.Request right turn when airborne due weather.天氣原因，請示離地后右轉。
更新時間：2016-07-29 148.Take off immediately or hold short of runway.立即起飛，否則跑道外等待。
149.Take off immediately or vacate runway.立即起飛，否則脫離跑道。
150.Hold position, cancel takeoff, I say again, cancel takeoff.原地等待，取消起飛，再說一遍，取消起飛。151.Holding position.原地等待。
152.Stopping!Engine fire.中斷起飛，發動機起火了。153.Request return to ramp.請示滑回機坪。
154.Tire burst, possible evacuation on runway.爆胎了，可能要在跑道上疏散。
155.Negative intersection departure due performance.由于性能限制，不能使用減跑道起飛。
156.Affirm.We can accept intersection departure from C2.可以。我們接受從 C2 進跑道起飛。
157.Request intersection departure from C2.請示從 C2 減跑道起飛。
158.Request Takeoff Runway Available(TORA)from 更新時間：2016-07-29 intersection C2.請問從 C2 起飛的可用跑道長度是多少？
159.Request Accelerate-Stop Distance Available(ASDA)from intersection D1.請問從 D1 進跑道的可用加速停止距離是多少？
160.Request Takeoff Distance Available(TODA)from intersection E3.請問 E3 道口的可用起飛距離是多少？
161.Line up and wait.Understand one aircraft to depart from A2.對正跑道、等待。明白有飛機從 A2 起飛。
162.Taxi via A2, backtrack and line-up Runway 18.經 A2 滑行，180 度調頭，對正跑道 18。
163.Airbus 330 heavy, 8000 feet, Information X.空客 330 重型，8000 英尺，通播 X 收到。164.Join right-hand downwind, Runway 34.加入 34 跑道右三邊。
165.Number Two, follow airbus 330 on base.第二個，跟著四邊空客 330。
166.Number Two, traffic in sight.第二個，看到了飛機。
167.Straight-in visual approach, Runway 34.更新時間：2016-07-29 直接目視進近，跑道 34。
168.Extend downwind, Number Two, airbus 320 in sight.延長三邊，第二個落地，看見空客 320 了。169.Orbit right.Number Two.右轉一圈，第二個。
170.Number Two, follow airbus 320 ahead.第二個，跟著前機空客 320。171.Make a short approach.短五邊進近。
172.Long final, airfield in sight.長五邊，機場可見。
173.Continue approach Runway 25.繼續進近，跑道 25。
174.Runway 27, cleared to land.跑道 27，可以落地。
175.Short final, request wind check.短五邊，請問風向風速。
176.Request low pass due unsafe landing gear indication.不安全起落架指示，請示低空通場。
177.Low pass approved Runway 27, not below 500 feet.可以低空通場，跑道 27，高度不低于 500 英尺。178.Landing clearance canceled.Continue approach.更新時間：2016-07-29 取消落地許可。繼續進近。
179.Behind the Boeing737, cleared to land.跟著波音 737，可以落地。180.Request low approach.請示低高度進近。
181.Runway not in sight, going around.跑道不可見，復飛了。
182.No contact at minimum, going around.決斷高，跑道不可見，復飛了。183.Wind shear, going around.風切變，復飛了。
184.Going around, localizer fluctuation.復飛了，航向道波動。
185.Follow the standard missed approach procedure, climbing to 3000 feet.按標準復飛程序，爬升到 3000 英尺。
186.Take first right.When vacated, contact Ground 118.35.第一個道口右轉。脫離跑道后，聯系地面 118.35。187.After vacated contact Ground 121.6.脫離后聯系地面 121.6。
188.Taxi to Stand 27 via Taxiway A.經滑行道 A，滑行到停機位 27。
更新時間：2016-07-29 189.Taxi to the end of Runway.滑到跑道末端。
190.Confirm construction work adjacent to Gate 37.證實停機位 37 附近正在施工。
191.Confirm centerline taxiway lighting unserviceable.證實中線滑行道燈不工作。
192.Confirm PAPI light unserviceable.證實 PAPI 等不工作。
193.The Runway light is too bright.Request dim it.跑道燈太亮，請調暗一些。
194.Flock of birds 3 miles final.五邊 3 海里處有鳥群活動。
195.Runway covered with patches of water, braking action medium.大片水覆蓋跑道，剎車效應中等。
196.Confirm airport rescue and fire facilities category.證實機場救援和防火設備的種類。
197.Is the weather improving or deteriorating? 天氣在轉好，還是惡化？
198.Thicker patches of fog exist further along the runway.RVR significantly reduced.跑道末端有濃霧，跑道視程明顯變差。
更新時間：2016-07-29 199.Confirm current RVR less than 400 meters.證實當前跑道視程小于 400 米。
200.Confirm visibility more than 1000 meters.證實能見度大于 1000 米。201.Is mid-point RVR available? 中點跑道視程可用嗎？ 202.Confirm RVR Runway 27.證實跑道 27 的跑道視程。
203.RVR Runway 27 is 600 meters.跑道 27 的跑道視程為 600 米。
204.Confirm touchdown RVR greater than 350 meters.證實接地點跑道視程大于 350 米。205.Confirm stop-end RVR 150 meters.證實停止端跑道視程為 150 米。
206.Confirm midpoint RVR more than 550 meters.證實中間跑道視程大于 550 米。
207.Confirm threshold Runway 27 displaced.證實跑道 27 入口內移。
208.The runway surface is damp.Braking action good.跑道道面潮濕，剎車效應好。
209.Confirm the reason for our flight suspension.證實一下航班暫停的原因。
更新時間：2016-07-29 210.Confirm our flight has been suspended due bio-hazards at destination.證實一下航班暫停是因為目的地機場生化物品泄露。211.Confirm the reason for impounding our aircraft.證實扣押我們飛機的原因。
212.Tow approved via A to remote apron.可以經滑行道 A 拖至遠機坪。213.Request de-icing.請示除冰。
214.Request frost removal only at the gate.請示只在停機位除霜。
215.De-icing completed.Request taxi.完成除冰，請示滑出。
216.Request start engine at the gate.請示停機位開車。217.Request time check.請示校時。
218.Request backtrack.請示掉頭。
219.Unable BK-1A Departure due performance.BK-1B.性能原因，不能 BK-1A 離場，請示 BK-1B 離場。
更新時間：2016-07-29
Request 23 220.Request departure instruction.請示離場指令。
221.When airborne, track extended center-line, cleared for takeoff, Runway 18.離地后，保持跑道中心延長線方向，可以起飛，跑道 18。222.Contact Arrival 118.050.聯系進近118.050。
223.Request remote apron for maintenance purpose.維修原因，請示遠機坪停機。第三章 雷達通話術語
224.Continue present heading.繼續當前航向。
225.Resume own navigation to BK.恢復自主導航至 BK。
226.Confirm identification lost.證實識別丟失。
227.Identified, position 50 miles east of BK.已識別，位置 BK 以東 50 海里。
228.30 miles from touchdown, contact Approach 118.1.離接地點 30 海里，聯系進近118.1。229.Three sixty turn left.左轉 360 度。
更新時間：2016-07-29 230.Orbit left for delay.延誤，左轉一圈。231.Looking out.正在尋找。
232.Traffic in sight.看見飛機了。
233.Negative contact due IMC.由于儀表氣象條件，不能看見。234.Traffic passed and clear.沖突飛機已通過，無影響。235.Squawk 7563.應答機 7563.236.Reset squawk 5101.重置應答機 5101。237.Squawk ident.應答機識別。238.Squawk standby.應答機待命（模式）。
239.Squawk Charlie and code 5120.應答機 C 模式，編碼 5120。240.Stopping squawk Charlie.停止應答機 C 模式。
更新時間：2016-07-29 241.Affirm squawk 7500.證實應答機 7500。
242.Altimeter 1003 8000ft.高度表 1003，高度 8000 英尺。
243.Negative squawk ident due transponder failure.應答機失效，無法識別。244.Turn right heading 340.右轉航向 340。
245.Turn right 20 degrees.右轉 20 度。
246.Leave BK heading 190.離開 BK，航向 190。247.Fly heading 285.航向飛 285。
248.Stop turn heading 070.停止轉彎，航向 070。
249.Request heading 180 due weather.天氣原因，請示航向 180。
250.Confirm danger area 113 active.證實危險區域 113 有活動。
251.Your radar vector appears to be taking us to the prohibited area, confirm.更新時間：2016-07-29 雷達引導好像把我們帶入了禁飛區，證實。
252.50 miles right of track approved, when able, proceed direct TB.可以右偏 50 海里，如可以，直飛 TB。253.Indicated speed 270 knots.指示空速 270 節。
254.Maintain 300 knots or less.保持速度不大于 300 節。
255.Maintain 180 knots until 8 miles from touchdown.保持 180 節直到離接地點 8 海里。
256.Maintain Mach decimal 82, transition speed 310 knots.保持馬赫數點 82，轉換速度 310 節。
257.Maintain speed 280 knots or greater for separation.因間隔，速度保持 280 節或更大。258.Cross CK at 35 or later.飛越 CK 臺 35 分或之后。259.Cross DG at 24 or earlier.飛越 DG 臺 24 分或之前。260.Do not exceed 280 knots.速度不要超過 280 節。
261.Reduce speed to 240 knots.減速到 240 節。
更新時間：2016-07-29 262.Increase speed to 300 knots or greater.加速到 300 節以上。
263.Increase speed by 10 knots.速度增加 10 節。
264.Resume normal speed.恢復正常速度。
265.No speed restrictions.沒有速度限制。
266.Request speed 200 knots due configuration.構型原因，請示速度 200 節。
267.Request speed 250 knots due turbulence.由于顛簸，請示速度 250 節。
268.Omit position reports until LN.LN 前省略位置報。269.Next report at IP.下一報告點 IP。
270.Report required only at boundary.只要求在交接點報告。
271.We have traffic at our 12 o’clock, 5 miles, 500 feet below, climbing.活動飛機在 12 點鐘方位，5 海里，500 英尺以下，上升。272.Traffic indication at our 1 o’clock, 4 miles, same 更新時間：2016-07-29 altitude, converging.儀表顯示活動飛機在 1 點鐘方位，4 海里處，同高度，正在匯聚。
273.Request vectors.請示引導。
274.Unable to receive transmission on that frequency.那個頻率不能收報。
275.Request 15 miles final.請示五邊 15 海里。
276.Maintain 3000 feet until glide path interception.保持高度 3000 英尺，直到截獲下滑道。
277.NOTAM says glide slope for Runway15 is unserviceable, confirm.飛行員通告表明 15 跑道下滑道不工作，證實。278.Confirm ILS frequency for Runway 17L.證實跑道 17 左盲降頻率。
279.In case of going around, turn left heading 210.如復飛，左轉航向 210。
280.Advise transponder capability.請告知應答機可以模式。281.Transponder Charlie.應答機 C 模式。
更新時間：2016-07-29 282.Transponder unserviceable.應答機不工作。
283.ADS-B transmitter 1090(ten-ninety)data link.ADS-B 發射機 1090 數據鏈。
284.ADS-B receiver 1090(ten-ninety)data link.ADS-B 接收機 1090 數據鏈。285.Negative ADS-B.沒有 ADS-B。
286.Re-enter ADS-B aircraft identification.重新輸入 ADS-B 飛機識別碼。287.Stop ADS-B transmission.停止 ADS-B 發射。
288.Stop squawk transmit ADS-B only.停止應答機只發報 ADS-B。
289.Fly no further west of your current position.當前位置不要再往西飛了。
290.Unable identify the waypoint, request radar vectors.不能識別此航路點，請示雷達引導。
291.Right heading 120, my own terrain clearance.右轉航向 120，自行避讓地形。292.Heading 120, correction, 140.航向 120，更正，140。
更新時間：2016-07-29 293.We are too low to the surrounding terrain.Confirm we are still being radar vectored.我們高度太低，周圍有地形。證實我們仍然雷達引導。294.Confirm we are still above your minimum vectoring altitude.證實我們仍然高于你們的最低引導高度。第四章 進近通話術語
295.Right heading 040 until passing FL70 then direct to BK.右轉航向 040，直到通過高度層 70，然后直飛 BK。296.Direct to JO, descend to FL50.直飛 JO，下降到高度層 50.297.Passing FL70.通過飛行高度層 70.298.Descending to 4000 feet QNH1005, expect ILS approach Runway 24.下降到 4000 英尺，修正海壓 1005，預計盲降進近，跑道 24。299.Request straight-in ILS approach Runway 24.請示直接盲降進近，跑道 24。
300.Cleared straight-in ILS approach Runway 24, descend to 3000 feet, QNH1011.可以直接盲降進近，跑道 24，下降到 3000 英尺，修正海壓 1011。
更新時間：2016-07-29
301.Airfield in sight, request visual approach.機場可見，請示目視進近。
302.When established on the localizer, descend on the glide path.建立航向道后，沿下滑道下降。303.Established on the localizer.建立航向道。
304.Fully established Runway 24.航向道下滑道截獲，跑道 24。
305.Cleared VOR-DME approach Runway 24, descending to 3000 feet QNH1007.準許 VOR/DME 進近，跑道 24，下降到修壓 3000 英尺，修正海壓 1007。
306.Runway in sight.看見跑道。
307.Number One, contact Tower 118.7.第一架，聯系塔臺 118.7。308.Passing outer marker.過外指點標。
309.Report MQR outbound.MQR 背臺報。
310.Procedure turn completed, localizer established.更新時間：2016-07-29
程序轉彎完成，航向道建立。311.Request visual approach.請示目視進近。
312.Cleared visual approach Runway 24.可以目視進近，跑道 24。
313.Request holding instructions.請示等待指令。
314.Hold over BKM VOR at FL100, inbound track 280 degrees, left hand pattern, outbound time 1 minute.在 BKM VOR 臺等待，高度層 100，向臺航跡 280，左等待，出航時間 1 分鐘。
315.Request holding procedure.請示等待程序。
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.在 BKM VOR 臺 265 度徑向線，DME 距離 25 至 30 海里之間等待，高度層 100，向臺航跡
085，右等待，預計進近時間 1022.317.Hold at 20 DME of ST VOR, FL100, inbound track 260 degrees, left turns, limiting outbounddistance 24 DME.更新時間：2016-07-29
在 ST VOR 臺 DME 20 海里等待，高度層 100，向臺航跡 260，左等待，限制出航距離 DME24 海里。
318.Overhead YV, maintaining 3000 feet, entering hold.飛越 YV，保持 3000 英尺，進入等待。319.Leaving BKM VOR heading 110.離開 BKM VOR 臺，航向 110。
320.Leaving FL60, descending to 2500 feet, QNH1008.離開高度層 60，下降到 2500 英尺，修正海壓 1008.321.Position 10 miles north east of LN.當前位置 LN 東北方向 10 海里。
322.Turn right heading 180 for base leg.右轉航向 180，加入四邊。
323.Reduce to minimum approach speed, turn right heading 230, cleared for ILS approach Runway 27.降低到最小進近速度，右轉航向 230，可以盲降進近，跑道 27。324.No ATC speed restrictions.Contact Tower 118.9.ATC 沒有速度限制，聯系塔臺 118.9。325.Three sixty turn left for delay.由于延誤，左轉 360 度。
326.Continue present heading, expect through the localizer for spacing.更新時間：2016-07-29
繼續飛當前航向，由于間隔，預計穿過航向道。
327.Surveillance radar approach Runway 27, maintaining 2200 feet.監視雷達進近，跑道 27，保持 2200 英尺。328.QNH1003, threshold elevation 196 feet.修正海壓 1003，入口標高 196 英尺。
329.Precision radar approach Runway 27 heading 260, descending to 2500 feet, QNH1014.精密雷達進近跑道 27，航向 260，下降到 2500 英尺，修正海壓 1014。
330.Cleared to JEMMY via BK-1A Arrival.可以經由 BK-1A 進場程序到 JEMMY。331.Descend to reach 5000 feet by BK.BK 點前下降高度到 5000 英尺。
332.When ready, descend to FL200.Report leaving FL300.準備好時，下降到高度層 200。請示離開高度層 300。333.Descend immediately FL250.立即下降到高度層 250。
334.Descend to altitude 12000 feet QNH 1000.下降到高度 12000 英尺，修正海壓 1000。
335.Descend to height 2000 feet QFE 997 hectopascals.下降到場壓高 2000 英尺，場壓 997 百帕。
更新時間：2016-07-29
336.Descend to 8000 feet at 1000 feet per minute or greater.下降到 8000 英尺，下降率保持或大于 1000 英尺。
337.Maintain own separation and VMC, descend to FL50.保持好自己的間隔和目視氣象條件，下降到高度層 50。338.Increasing rate of climb.增加爬升率。
339.Unable expedite climb due weight.由于重量，不能加快爬升。
340.Climb to 6000 feet, follow KODAP-01 Departure.爬升到 6000 英尺，按 KODAP-01 號離場。
341.Passing altitude 2300 feet, climbing to FL80.過高度 2300 英尺，爬升到高度層 80。
342.Climb to FL210, level restrictions of KODAP-01 Departure canceled.爬升到高度層 210，取消 KODAP-01 號離場高度限制。343.Climb to FL 210, cross AU at FL100 or below.爬升到高度層 210，飛越 AU 時不高于高度層 100。344.Climb to FL290, level at time 55.爬升到高度層 290，55 分到達。
345.Unable FL390 by boundary, request FL330.交接點之前不能到達高度層 390，請示高度層 330。
更新時間：2016-07-29
346.Descend to FL100, cross YU FL150 or above.下降到高度層 100，通過 YU 時不低于高度層 150。347.After passing North Cross, descend to FL150.過了 North Cross，下降到高度層 150。
348.We are far above profile.Request holding.我們太高了，請示等待。
349.Stop descent at 5000 feet.5000 英尺停止下降。
350.Expedite descent until passing FL80.快速下降通過高度層 80。351.Expect descent after AK.預計過 AK 后下降。
352.Continue approach Runway 36R, maintain separation with preceding traffic.繼續進近，跑道 36 右，與前機保持目視間隔。353.Contact Control 80 miles after BK.過 BK 80 海里處聯系區調。
354.Request change to London Control.請示換到倫敦管制頻率。355.Monitor Tower 118.1.監聽塔臺頻率 118.1。356.Remain this frequency.更新時間：2016-07-29
visual 37 本頻率長守。
357.We can see the approach lights at 200 feet.200 英尺，我們能看到進近燈。
358.Cleared VOR approach Runway 36, followed by circling to Runway 18.可以 VOR 進近，跑道 36，按照航圖目視盤旋，跑道 18 落地。359.Expect commencing approach at time 50.預計開始進近時間 50 分。
360.Unable circling approach due company policy.Request diversion.由于公司政策，不能盤旋進近。請示改航。361.Request RNAV approach.請示 RNAV 進近。
362.RNAV approach not available due FMS database.Request VOR approach.由于 FMS 數據庫原因，RNAV 不可用。請示 VOR 進近。363.Cleared for LDA approach Runway 24.可以 LDA 進近，跑道 24。
364.Unable RNAV due equipment, request conventional arrival.設備原因，不能 RNAV 進近，請示傳統方式進近。
365.Unable RNAV, loss of RAIM, request NDB approach.更新時間：2016-07-29
RAIM 丟失，不能 RNAV 進近，請示 NDB 進近。366.GPS primary lost, going around.失去 GPS 主用，復飛了。367.RAIM alert, going around.RAIM 警告，復飛了。368.Negative RNAV.不能 RNAV 進近。
369.Proceed to AK, hold as published, expect approach clearance at 30.直飛 AK，按航圖等待，預計進近許可 30 分。
370.Request hold for weather improvement, visibility below company minima.請示等待天氣好轉，能見度低于公司最低要求。
371.Hold at BKM VOR FL250, right hand pattern, expect further clearance at 23, landing delay at destination airport 30 minutes.在 BKM VOR 臺等待，高度層 250，右等待，預計進一步許可在 23 分，目的地機場著陸延
誤 30 分鐘。
372.Holding northwest of W VOR FL120, what is the delay for approach? W VOR 臺西北等待，高度層 120，請問進近延誤情況。
更新時間：2016-07-29
373.Request to extend the holding pattern for accomplishing the checklist.請示延長等待以完成檢查單。
374.Request extended holding to burn fuel to reduce the weight.請示延長等待以便耗油減少重量。
375.Cleared for CAT II ILS approach Runway 24.可以 II 類盲降進近，跑道 24。
376.Join right hand downwind, visual approach Runway 24.加入右三邊，目視進近，跑道 24。
377.Continue approach, prepare for possible go around.繼續進近，做好可能復飛的準備。
378.Disregard.We made the wrong transmission.指令作廢。我們報錯了。
379.Roger, request continue approach.明白，請示繼續進近。
380.Stand by.We are carrying out procedures.稍等。我們正在執行程序。381.Wilco, words twice.照辦，發送兩遍。第五章 區域通話術語
382.Maintaining FL350, expect descent after BKM VOR.更新時間：2016-07-29
保持高度 350，預計過 BKM VOR 臺后下降。
383.Climb to and maintain FL310.Maintain Mach number decimal 81 or greater until BKM VOR.上升并保持高度層 310。BKM VOR 臺前保持馬赫數點 81 或更大。384.Descend to and maintain FL 270.Do not exceed Mach number decimal 79.下降到并保持高度層 270.不要超過馬赫數點 79.385.Continue climb to FL 290, cross BKM VOR not above FL 230.繼續爬升到高度層 290，飛越 BKM VOR 臺不高于高度層 230。386.Negative, unable cross BKM VOR at or above FL230 due performance.不行，由于性能不能在飛越 BKM VOR 臺時高于高度層 230.387.Maintaining FL310 until advised.保持高度層 310，等通知。
388.Descend to FL170, cross BKM VOR at or above FL210.下降到高度層 170，飛越 BKM VOR 臺時高于高度層 210。389.Affirm, cross BKM VOR at or above FL190.同意，飛越 BKM VOR 臺時高于高度層 190。
390.Negative, unable to cross BKM VOR below FL170.不行，飛越 BKM VOR 臺時不能低于高度層 170.391.Affirm, cross BKM VOR at or before 55.更新時間：2016-07-29
同意，在 55 分或之前通過 BKM VOR 臺。
392.Negative, unable to cross BKM VOR at 43 or later.不行，不能在 43 分或之后通過 BKM VOR 臺。
393.Request lose time en route due landing delay at destination airport.由于目的地機場延誤，請示航路上消耗時間。
394.Request lose time en route to finish the checklist.請示航路消耗時間以完成檢查單。
395.Request parallel offset from current track due weather ahead.由于前方天氣，請示平行偏置當前航跡。
396.Request parallel offset from current airway for 30 minutes due icing condition.由于結冰條件，請示航路上平行偏執飛行 30 分鐘。
397.Proceed offset 10 miles right of track until abeam BKM VOR.右偏航跡 10 海里知道正切 BKM VOR 臺。
398.Cleared offset 25 miles left of track for 30 minutes.可以航跡左偏 25 海里飛 30 分鐘。
399.Offset canceled, turn right to rejoin the A1 before BKM VOR.取消偏置，BKM VOR 臺前右轉重新加入 A1。
更新時間：2016-07-29
400.Clear of weather, request to resume flight route.已繞飛天氣，請示回到航路。
401.Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest unchanged.上升到并保持高度層 290，重新直飛 BKM VOR 臺，其余不變。402.Estimating crossing LV NDB 1123.預計 1123 飛越 LV NDB 臺。
403.Passing POU at 43, maintaining FL310, estimating MLT at 55, next NLD.當前位置 POU，43 分，高度層 310 保持，預計 MLT 55 分，下一點 NLD。
404.BKM 47, FL170 descending to FL120, abeam NLD VOR at 55.BKM 47 分，高度層 170，下降到高度層 120，55 分正切 NLD VOR 臺。
405.Report 25 miles from BKM VOR.距離 BKM VOR 臺 25 海里報。
406.Report 34 miles from Top of Descent.距離下降頂點 34 海里報。
407.Report crossing 270 radial BKM VOR.過 BKM VOR 臺徑向線 270 報。
408.Report 28 miles DME 210 radial BKM VOR.更新時間：2016-07-29
BKM VOR 臺 210 度徑向線 28 海里報。409.Climb to FL220, report passing FL170.爬升到飛行高度層 220，通過高度層 170 報。410.Descending immediately to FL190.立即下降到高度層 190。411.Leaving FL220 for FL190.離開高度層 220，下降到高度層 190.412.Request clearance to enter controlled airspace northeast of BKM VOR at FL240 at time 43.請示在 BKM VOR 臺西北方向高度 240，時間 43 分時進入管制空域的許可。
413.Remain outside controlled airspace, expect joining clearance at time 55.還在管制空域外，預計 55 分進入。
414.Request to leave controlled airspace by descent.請示通過下降離開管制空域。
415.Request to leave controlled airspace by climb.請示通過爬升離開管制空域。
416.Descending to 5000 feet QNH 1014, report passing 7000 feet.下降到 5000 英尺，修正海壓 1014，過 7000 英尺報。417.Request VMC descent to FL60.更新時間：2016-07-29
請示目視氣象條件下降到飛行高度層 60。
418.Descending to FL60, maintain VMC FL90 to FL70, report traffic in sight at FL80.下降到高度層 60，高度層 90 到高度層 70 之間保持目視氣象條件，高度層 80 看見活動飛機報告。
419.Request join airway A1 at DAPRO.請示在 DAPRO 加入 A1 航路。
420.Cleared to destination airport via DAPRO, flight planned route, FL240, join A1 at FL240.可以按計劃放行通過 DAPRO 到目的地，飛行高度層 240，在高度層 240 加入 A1 航路。
421.Remain outside controlled airspace, expect further clearance at 55.仍在管制空域外，預計 55 分有進一步許可。422.If FL240 not available, we accept FL220.如果高度層 240 不可用，我們接受高度層 220。
423.Cleared to leave A1 via BKM VOR, maintain FL230 while in controlled airspace.可以經由 BKM VOR 臺離開 A1，在管制空域保持高度 230。424.Confirm we are under radar control.證實我們在雷達管制區。
425.Confirm radar service is terminated.更新時間：2016-07-29
證實雷達服務終止。
426.Radar service is terminated due technical failure.Maintain Mach number decimal 81 or less for separation.由于技術故障雷達服務終止。保持馬赫數點 81 或更小以保持間隔。
427.Confirm radar control is resumed.證實雷達管制恢復。
428.Radar control is resumed, track direct to BKM VOR and increase speed to Mach number decimal 84.雷達管制恢復，直飛 BKM VOR 臺，增速到馬赫數點 84.429.Affirm RVSM.可以 RVSM。
430.Negative RVSM due equipment downgraded.設備降級，不可以 RVSM。
431.Request clearance into RVSM airspace.請示進入 RVSM 空域許可。432.Unable RVSM due turbulence.由于顛簸不能 RVSM。433.Ready to resume RVSM.準備好，恢復 RVSM。
更新時間：2016-07-29
434.Position 42N（North）165E(East)at 0800, FL390, estimating 44 N 180E at 0900 45N 170W next.當前位置北緯 42 度，東經 165 度，時間 0800，高度層 390，預計到達北緯 44 度、東經
180 度時間 0900，下一位置北緯 45 度、西經 170 度。435.At 150W(west)contact San Francisco Radio, primary 3494, secondary 11342.在西經 150 度聯系舊金山，主用 3494，備用 11342。436.At 144E(east)squawk 2000.東經 144 度時，應答機換 2000。437.CPDLC connected.CPDLC（control-pilot data link communication）已連接。438.Continue CPDLC make position report via CPDLC.繼續 CPDLC，由 CPDLC 做位置報。
439.SELCAL CODE EFFG, request SELCAL check.選擇呼叫代碼 EFFG，請示選呼檢查。
440.CPDLC unserviceable, request to revert to voice communication.CPDLC 不工作，請示恢復語音通訊。第六章 緊急通話情況
441.The air conditioning system has malfunctioned.更新時間：2016-07-29
空調系統已故障。
442.We have only one air conditioning pack operational.Request a new cruising level below FL300.我們僅有一個空調組件工作，請示低于高度層 300 的新巡航高度。
443.All our air conditioning packs have malfunctioned.Request rapid descent to MEA.所有空調組件已經故障，請示立即下降到最低航路高度。444.We had a malfunction of one air conditioning pack.Request descent to a lower level.一個空調組件故障，請示下降到低高度。
445.We have lost electrical power to the cabin air compressor.Request immediate descent to 10,000 feet.客艙空氣壓縮機失去電源，請示立即下降到 10000 英尺。446.We just had a smoke emergency.We need to depressurize the airplane to let in fresh air.Request rapid descent to 8000 feet.我們剛出現了煙霧緊急情況，需要釋壓讓新鮮空氣進入。請示快速下降到 8000 英尺。
447.We have unusual smell from air conditioning packs.更新時間：2016-07-29
Request stop climb at 7000 feet.空調組件出現異常氣味，請示保持 7000 英尺，停止爬升。448.Many passengers are suffering from smoke inhalation.Request medical assistance on arrival.許多乘客吸入煙塵，請示到達時醫療救助。
449.Our pressurization system has malfunctioned.增壓系統故障。
450.We have difficulty in controlling the cabin pressure.我們控制座艙壓力有困難。
451.We have a cabin altitude problem.座艙高度有問題
452.Our cabin rate of climb has red-lined.Request immediate descent.座艙爬升率達到紅線，請示立即下降。
453.We have a slow cabin decompression.Request immediate descent.座艙緩慢釋壓，請示立即下降。
454.Our cabin altitude at one time had reached 16000 feet.Some passengers have symptoms of hypoxia.座艙高度一度高達 16000 英尺，部分乘客出現缺氧癥狀。455.We are now depressurized and will fly a more shallow 更新時間：2016-07-29
descent profile.我們現在正在釋壓，需要更平緩的下降剖面。
456.Request descent rate less than 500 feet per minute due to unpressurized cabin.由于客艙釋壓，請示下降率小于 500 英尺每分鐘。
457.We are now ventilating with ram air.It is best that our rate of descent does not exceed 600 feet per minute.我們現在通過沖壓空氣通風，下降率最好不超過 600 英尺每分鐘。
458.We have a problem with the avionics ventilation system.電子通風系統有問題。
459.We have an avionics ventilation problem.The skin heat-exchangers and blower fan have failed.電子通風系統有問題。蒙皮熱交換器和鼓風機有故障。460.The avionics ventilation is unserviceable.Request diversion to the closest suitable airport.電子通風不可用，請示備降到最近合適的機場。
461.We have severe vibration coming from the avionics ventilation fan.電子通風風扇有嚴重的抖振。
462.There are unusual noises coming from the avionics bay.更新時間：2016-07-29
第二篇：中國民航飛行員英語PEPEC900句
第一章 基本通話術語
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 機場通話術語
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 雷達通話術語
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 進近通話術語
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 區域通話術語
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 緊急通話情況
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 氣象及其他現象
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
第三篇：中國民航飛行員英語900句題庫
第一章
基本通話術語
1.Climbing at 1000 feet per minute or geater.繼續以每分鐘1000英尺或更大的上升率上升。
2.Maintaining own separation and
VMC , descending to FL80.保持好自己的間隔和目視氣象條件，下降到高度80.3.Experiencing icing conditions.Request further descent.遇到結冰條件，請求進一步下降。
4.Experiencing severe turbulence.Request further descent.遇到嚴重顛簸。請求進一步下降。
5.Request radar vectors for visual approach Runway.請求雷達引導，目視進近，跑道22.6.Request Taxi
to south maintenance ramp.請求滑行到南邊的維護機坪。
7.Expect hold at HUR VOR for 10 minutes due traffic.由于沖突飛機，預計在HUR VOR臺等待10分鐘。
8.After passing SY VOR ,leave
the hold on heading 250,cleared for VOR approach Runway 06.過SY VOR 臺后，離開等待，航向250，可以VOR進近，跑道06號。
9、Clearer to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.可以飛往LHR，并按公布的航圖在LHR等待。保持高度8000英尺。預計進一步許可保持18分鐘。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臺180度徑向線DME 15 海里處向南等待，左等待，背向時間兩分鐘。預計進近許可時間37分。
11.Information P received ,stand 03 ,ready to copy ATC clearance.收到通播P，停機位03號，準備好抄收ATC許可。
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.可以飛往目的地機場，按照計劃的飛行路線，巡航高度層330，離場跑道04號，起始高度7000英尺。HZ-01號標準儀表離場，應答機2563，離場頻率124.35.第二章
機場管制通話術語
1、Say again all after 3000 feet.3000英尺后的內容再說一遍。
2、Destination Beijing, request departure
information.目的地北京，請求離場信息。
3、Start-up
approved ,altimeter setting
29.91。可以開車，高度表設定值29.91（英寸汞柱）。
4、Expect departure 49,Star-up at own discretion，QNH 1004.預計49分離港，開車時間自己掌控，修正海壓1004.5、You are unreadable.無法聽清。
6、Can you speak slower.你能說慢點嗎？
7、Pushback approved , long
pushback.可以推出，多推點。
8、Negative.We need 10 minutes to cool the brakes.不行。我們需要10分鐘冷卻剎車。
9、Approaching holding point, request crossing Runway 24.接近等待點，請求穿越24號跑道。
10、Cross Runway 24,report runway vacated.穿越24號跑道，脫離跑道時報告。
11、Unable to vacate via A2,request full length of Runway.不能經由滑行道A2脫離，請求全長跑道。
12、After departure , climb straight ahead until 3000feet.起飛后，直線爬升至3000英尺。
第三章
雷達管制通話術語
1、Maintain Mach decimal 82,transitiom speed 310knots.保持馬赫數點82，轉換速度310節。
2、Traffic indication at our 1 o’clock, 4miles,same altitude ,converging.活動飛機顯示在1點鐘方位，4海里，同高度，正在匯聚。
3、Maintain 3000 feet until glide path interception.保持3000英尺，直到截獲下滑道。
4、NOTAM says glide slope for Runway 15 is Unserviceable, confirm.飛行員通告表明15號跑道下滑故障，證實。
5、In case of going around ,turn left heading 210.如復飛，左轉航向210.6、Transponder unserviceable.應答機故障。
第四章
進近管制通話術語
1、Right heading 040 until passing FL70 then track direct to BK.右轉航向040，直到通過高度層70，然后直飛BK.2、Request straight-in L=ILS approach Runway
24.請求直接盲降進近，跑道24號。
3、When established on the localizer ,descend on the gilde path.建立好航向道后，沿下滑航徑下降。
4、Runway in sight.看見跑道了。
5、Passing outer marker.過外指點標了。
6、Report MQR outbound.MOR 背臺報告。
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 臺265度徑向線，DME距離25至30海里之間等待，高層100，向臺軌跡085，右等待，預計進近時間1022.8、Hold at 20 DME of ST VOR ,FL100,inbound track 260 degrees, left turns, limiting outbound distance 24 DME.在ST VOR臺DME20海里等待，高度層100，向臺航跡260度，左轉，限制背臺距離DME24海里。
9、Overhead YV , maintaining 3000feet,entering hold.飛越YV，保持3000英尺，進入等待。
10、Leaving FL60 ,descending to 2500 feet ,QNH 1008.離開高度層60，下降到2500英尺，修正海壓1008.11、Position 10miles northeast of LN.位置在LN東北方向，10海里。
12、No ATC speed restrictions。Contact Tower 118.9.ATC沒有速度限制。聯系塔臺118.9。
13、Surveillance radar approach Runway 27 ,maintaining 2200 feet.監視雷達進近，跑道27號，保持2200英尺。
14、Precision radar approach Runway 27 heading 260,descending to 25000 feet ,QNH 1014.精密雷達進近，跑道27號，航向260，下降到2500英尺，修正海壓1014
15、Maintain own separation and VMC ,descend to FL50.保持好自己的間隔和目視氣象條件，下降到高度層50。
16、Climb to FL210,level restrictions of KODAP-01 Departure canceled.上升到高度210，取消KODAP-01號標準儀表離場的高度限制。
17、Climb to FL210,cross AU at FL 100 or below.上升到高度210，飛越AU時不高于高度層100.18、Descend to FL100,cross YU FL150 or
above.下降到高度層100，飛越YU時不低于高度層150。
19、Continue approach Runway 36R ,maintain visual separation with preceding traffic.繼續進近，跑道36右，與前機保持目視間隔。
20、Unable circling approach due company policy.Request diversion.由于公司政策，不能盤旋進近。請求改航。
21、RNAV approach not available due FMS database.Request VOR approach.由于FMS數據庫原因，RNAV不可用。請求VOR進近。
22、Cleared for LDA approach Runway 24.可以航向道偏離進近，跑道24號。
23、Unable RNAV
due equipment, request conventional arrival.由于設備，不能RNAV進近，請求常規進場。
24、Unable RNAV，loss of RAIM，request NDB approach.由于RAIM丟失，不能RNAV進近，請求NDB進近。
25、RAIM alert，going around.RAIM 警告，復飛了。
26、Proceed to AK ,hold as published ,expect approach clearance at 30.直飛AK，按航圖等待，預計進近許可30分。
27、Holding northwest of VYK VOR FL120,what is the delay for approach? VYK VOR 臺西北等待，高度120，請問進近的延誤情況。
28、Request to extend the holding pattern for accomplishing the checklist.請求延長等待以完成檢查單。
29、Request extended holding to burn fuel to reduce
the weight.請求延長等待以便消耗油減少重量。
30、Join right hand downwind, visual approach Runway 24.加入右三邊，目視進近，跑道24號。
31、Stand by.We are carrying out procedures.稍等，我們正在執行程序。
第五章
緊急情況通話術語
1.Our FMS has malfunctioned.Request radar vectors.我們的飛行管理計算機故障了，請求雷達引導。2.Unable to maintain altitude, request leaving RVSM airspace.不能保持高度，申請離開RVSM空域
3.We have smoke coming from our avionics bay.We are evacuating.Request fire trucks.我們有煙霧來中我們的電子設備艙。我們正在緊急撤離。申請消防車。
4.We are having flight control problems.我們有飛行操縱問題。
5.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.我們飛行操作計算機工作不太理想，我們保持平飛有些困難，不能再RVSM空域飛行。
6.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.飛機有向右橫滾的趨勢，我需要更多的空域來機動
7.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.我們完成了檢查單但還是不能收回一部分減速板。申請最長的跑道落地。
8.We cannot fully extend the flaps.Request the longest runway for landing.我們不能完全放出襟翼。申請最長的跑道落地。
9.We have asymmetric flaps.Airplane is rolling to the left.Request holding to solve the problem 我們的襟翼位置不一致，飛機正向左橫滾。申請等待解決故障 10.Request vectors for long final.We are controlling the airplane with mechanical backup.請求雷達引導到長五邊。我們正在用機械備用設備操作飛機。11.We have a problem with fuel temperature.Request holding position on the taxiway.我們的燃油溫度有問題。請求滑行道上原地等待。12.We are leaking fuel slowly.Request diversion.我們有慢速漏油。申請改航。
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.我們已經有大量燃油漏到機坪。申請消防車待命和客梯車讓旅客離機。
14.Our hydraulic systems have a malfunction.Request descent to lower levels to extend flaps in advance.我們的液壓系統有個故障。請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.由于液壓失效，申請最長的跑道和雷達引導到寬的三邊。16.We still have only one hydraulic system.Request the longest runway for landing.我們仍然有一套液壓系統。申請最長的跑道著陸。
17.Our left engine anti-ice system has failed.Request immediate climb to leave the icing area。
我們任然有一套液壓系統。申請最長的跑道著陸
第六章
其他情況通訊術語
1.One passenger is having difficulty breathing.Request descent to a lower level to reduce cabin altitude.我們的左發防冰系統故障，申請立即上升來脫離結冰區域。2.A stressed passenger attempted to open an emergency exit.Request airport security on arrival.一名鬧情緒的旅客試圖打開應急出口。申請機場保安到場。3.A pregnant passenger is in servere pain.Request priority landing and ambulance to arrival.一名孕婦承受劇痛。申請優先著陸和救護車到場。
4.There was a fight onboard among a few passengers.One of them is now bleeding seriously.Request police and ambulances on arrival.幾名旅客在機上打斗。其中一人現在流血嚴重。請求警察和救護車到場。
5.Many passengers and crew were injured due severe turbulence.We will advise the number and severity of injuries when able.由于嚴重顛簸，多名旅客和機組都受傷了。如能夠，我們將告知受傷人數和嚴重性。
6.We found a passenger unconscious from a drug overdose in the lavatory.Request police and ambulance on arrival.我們發現一名旅客在洗手間服藥（或毒品）過量失去意識了。請求警察和救護車到場。
7.We can see two masked men with sharp weapons on our cockpit door surveillance camera.They are kicking the cockpit door.我們通過駕駛艙監控攝像機看見兩個頭戴面具手拿利器的人。他們正在踢駕駛艙門。
8.One of the terrorists is about forty years old.He is about 180cm tail, wearing a brown shirt and dark pants.一名恐怖分子大約40歲。他有180厘米高，穿著棕色襯衫和深色褲子。
9.A terrorist is trying to access the cockpit.He is about 30years old.He is wearing a hat and backpack.一名恐怖分子正試圖接近駕駛艙。他約30歲。戴一頂帽子并雙肩背包。
10.The purser reports there are over ten hijackers onboard.They are threatening to kill passengers if we don’t fly to another destination.乘務長報告機上有超過10名搶劫犯。正威脅我們如果不飛往另一個目的地，他們要殺死旅客。
11.Some explosives were discovered behind a panel near the back of the cabin 客艙后部的一個面板后面發現一些爆炸物。12.What do the bomb-disposal experts suggest we do? 拆彈專家們建議我們做什么？
13.We are unsure of our position due to navigationg failure.If any stationg can hear me ,please respond.由于導航失效，我們不確認位置。如有任何電臺能聽見我們，請回話。
14.We only have standby magnetic compass due instrument failure.Now heading 245.Request navigationg assistance.我們因儀表失效只有備用磁羅盤。現在航向245.請求導航援助。15.We are unsure of our position due FMS failure.Last known position five miles north of FUPAD ,now heading 165 for weather avoidance.我們由于飛行管理計算機失效不能確定位置。最后已知位置FUPAD以北5海里，現在航向165以避開天氣。
16.We have injuries resulting from our TCAS maneuver.Request ambulance on arrival.TCAS機動導致部分旅客受傷。請求救護車到場。
17.Some of the cabin crew are injured.They were serving meals during the TCAS maneuver.部分客艙機組受傷了。TCAS機動時他們正在供餐。18.Some passengers have been scalded by hot drinks.一些旅客被熱飲料燙傷了。
19.We will reach our minimum fuel if we are delayed any further.如果我們進一步延誤，我們將達到最低燃油量。
20.We are declaring minimum fuel.We will have less than 30minutes endurance by the time we ger to our destination.我們宣布最低燃油量。我們到達目的地之后會有少于30分鐘續航時間。
21.Request runway change for departure due high crosswind.由于較大側風，請求換起飛跑道。
22.Request to delay the approach due tail wind beyond limits 由于順風超限，請求延遲進近。
23.Request holding instructions due weather near the runway threshold.由于跑道入口處附近的天氣，請求等待指令。24.Unable, an immediate right turn right not give us enough terrain clearance.Our turn radius is 4 miles at this speed.不行，立即右轉的話我們越過地形的裕度可能不夠。當前速度的轉彎半徑為4海里
25.We had to overshoot because of wake turbulence.我們不得不復飛的原因是尾流。
26.Not ready for immediate takeoff due possible wake turbulence from departing heavy aircraft.沒有準備好立即起飛，剛起飛的重型機可能有尾流。27.Unable CAT II approach due crew qualification.不能II類進近的原因是機組資質。28.Transmission blocked ,say again.被干擾了，再說一遍。29.Standby, high pilot workload.稍等，飛行員工作負荷較大。
第四篇：中國民航飛行員體檢標準
中國民航飛行員體檢標準
(不適用于其他國家,不適用于港澳臺地區)新標準對視力的要求為，任何一眼裸眼視力達到0.7或以上，雙眼遠視力達到1.0或以上。如果任何一眼裸眼視力低于0.7，則必須同時滿足下列條件：裸眼遠視力不低于0.3；矯正視力不低于1.0；屈光度不超過正負3.00D（球鏡當量）。新標準還明確規定，做了角膜屈光手術的一律當作視力不合格。
男生身高不足170厘米或超過187厘米；
體重不足50公斤；
骨與關節疾病或畸形； 明顯的“O”型或“X”型腿；
久治不愈的皮膚病，如頭癬、濕疹、牛皮癬、慢性蕁麻疹等； 6 慢性腸胃道疾病； 肝炎或肝脾腫大，HbsAg陽性； 8 腎炎或血尿，蛋白尿； 精神病家族史，癲癇病史； 10 顏面五官明顯不對稱； 11 暈車、暈船； 12 口吃； 耳朵流過濃，聽力差，經常耳鳴； 14 視力低于0.7（C字表）； 肺結核； 較重的砂眼或倒睫； 直系親屬（三代內）有被關、管、殺或參加邪教組織者
中國民航飛行員身體條件(不適用于其他國家,不適用于港澳臺地區)1．基本條件：
報考者身高須在165-185厘米之間；體重在50公斤以上；平靜血壓不超過18.4/11.7千帕（138/88毫米汞柱）；按空軍“C”字型視力表，申請者雙裸眼視力分別要在1.0以上,無色盲和色弱；身體上沒有文身和刺字。
2．凡有下列病史或體征者不宜上站報名體檢：
四肢殘缺或身體有明顯畸形；有開顱、開胸手術以及頭部外傷昏迷史者；經常腰腿痛或一年內有骨折史者；有慢性腸胃病或7歲后患過傳染性肝炎者；食物、藥物過敏史；嚴重偏食及豬、牛、羊肉均不吃者；患過腦膜炎、腦炎、腎炎、結核病或有哮喘及經常咳嗽者；經常頭痛、頭昏、失眠者；家庭及本人有精神病、癲癇或本人有暈劂史者；口吃結巴者；有夢游癥或13歲后仍有尿床現象者；耳聾、經常耳鳴或耳內流膿者；乘車船惡心、嘔吐者；牙齒脫落3個以上或明顯咬合不良者；明顯斜視者；平時戴眼鏡學習者及夜盲者。
第五篇：中國民航飛行員航班飛行流程
中國民航飛行員航班飛行流程--------轉自carnoc
讓我們用波音757來模擬一個北京到上海浦東的航班，來揭開飛行那神秘的面紗。
飛行前地面準備
飛行前一日準備
在接到飛行任務后，機長和副駕駛在飛行前一天的下午來到飛行情報室進行飛行前的準備。主要是熟悉所飛航線的導航數據、降落及備降機場的使用細則、飛行程序，并且在準備結束后與機組其他成員一起就明日的飛行做出詳細分工安排。
取得放行許可
清晨，機長按照航班時刻，提前1小時來到飛機上，副駕駛已將飛機里加入所需的航油。民航班機在出港前需由空管部門給予放行許可ATC Clearance，其中應包括：目的地、使用跑道、航路飛行規則、標準離場程序SID、航路巡航高度、應答機編碼，如有必要還應該包括：起始高度、離場頻率、特殊要求等。
地面活動和起飛（塔臺）
推出開車
得到放行許可后，飛機開始做起飛前準備，包括上客、裝貨、機務人員檢查完畢簽署文件放行飛機、地面商務值機人員與機組共同核對人員、飛機裝艙單正確等。副駕駛完成駕駛艙的初步準備工作，包括在飛行管理計算機（FMS）里輸入今日飛行的主要數據，等待機長進行檢查；乘務員們也來到飛機上，機上共有8名乘務員，她們在乘務長的安排下對客艙、旅客餐食、機上供應品進行準備；大約在起飛前25分鐘時，旅客們開始登機。機長和副駕駛各自坐在駕駛艙的左右駕駛座上。機長打開了“系好安全帶”的信號，設置了飛機停留剎車，開始對飛行管理計算機的內容進行檢查。飛行管理計算機里存儲了航空公司所飛航班的大部分信息，飛行員僅需要輸入相應代碼即可，計算機會自動生成航路。今天共有178名乘客，飛機的起飛重量為102噸，副駕駛根據艙單（客貨裝載表）在計算機里輸入了起飛速度。打開航行燈光（左紅、右綠、尾白），皮托管開關、防冰開關（如需要）等。數分鐘后，機長確認了準備工作已完成，在駕駛艙的顯示器上已表明所有艙門都已關好，乘務長報告客艙準備完畢。所有準備完成后，機組要請求推出許可，在得到許可后，方可啟動發動機，叫做推出開車。機長示意副駕駛向塔臺請示開車，同意后飛機在五分鐘后啟動好發動機。
地面滑行
飛機由停機位推出開車后，開始向塔臺地面管制申請滑行的放行許可，滑行許可中應包括：使用滑行道，將滑行所到達的跑道號及必要時的特殊規定，如：“CCA197，經過滑行道Z3，Z2，L，36L，在 L 稍等。”在得到同意后開始滑行，這時乘務員正在對旅客進行航空安全的廣播和示范，逐一檢查旅客系安全帶的情況。
進入跑道
當滑行到跑道外時，應該在跑道外標記的等待位置等待，待得到進入跑道的放行許可后，方可進入跑道，嚴格禁止沒有允許進入跑道！進入跑道許可中的指令有固定含義，如：“跑道外等待”應該將飛機停止在跑道聯絡道以外。“進跑道等待”則為允許進入跑道，但需要在跑道內等待，不得起飛；而“進跑道，地面風XX度XX米/秒，可以起飛跑道XX”則為進入跑道可以直接起飛。
允許起飛
飛機已經滑行到跑道上，當塔臺管制員發給允許進入跑道的放行許可后，飛機可以進入跑道等待起飛指令，在得到起飛許可并復誦起飛許可后（包括可以起飛，修正海壓，如指令中包括其他特殊規定，也應復誦，但可以不復誦地面風）可以起飛離地。自動剎車開關在“RTO”（中斷起飛）位置，機組將襟翼放到規定度數，并向客艙發出了起飛的信號。按照準備時的約定，這個起飛動作由副駕駛完成，機長把飛機對正跑道后將飛機交給副駕駛操縱。起飛是一個直線加速運動，是飛機功率最大和機組操作最繁忙的時候，它分兩個階段，首先以最大功率在地面滑跑，在起始階段由于速度不大，方向舵不起作用，飛行員控制著前輪方向，以保持飛機直線前進；當速度到每小時80公里時駕駛員用駕駛桿操縱飛機，但在達到決斷速度Vl以前，駕駛員的手絕對不離油門桿，以便在發生突然情況時中止起飛。超過Vl速度后駕駛員必須繼續起飛，因為這時的速度太大，再中斷起飛，飛機會沖出跑道造成事故。飛機開始在跑道上滑跑，副駕駛全神貫注地操縱著飛機，當飛機速度加速到80海里時，機長按程序發口令“80海里”，副駕駛回答“檢查”以確定飛機處于操縱之中。“V1”（決斷速度）、“抬輪”，副駕駛按口令將飛機前輪抬起，這時飛機速度大約為150-160節。幾秒種后，飛機離地開始上升。兩臺馬力強勁的噴氣式（英制羅羅）發動機使飛機以約3000英尺/分的爬升率沖向云霄。
離場（進近）
聯系離場
飛機離地后，約在1000英尺建立積極爬升姿態后，機長配合副駕駛將飛機起落架和用于增加升力的襟翼收回以減少上升阻力，副駕駛則接通了3部自動駕駛儀中的1部，讓飛機處于自動駕駛狀態。如是程序管制，應報告飛機已經離地；如為雷達管制，等待管制員發給聯系離場（進近）部門的換頻許可。聯系離場（進近）后，根據管制員發出的指令上升到規定高度，并按照管制員給予的標準離場程序SID進行離場飛行。當達到過渡高度3000米時（各機場TA、TL有所不同），將高度表撥正值從QNH調到QNE.巡航（區調）
聯系區調
當飛機由進近或塔臺移交給區調，并被告知換頻許可后，應立刻主動聯系XX區調，并報告自己的高度，位置以及應答機編碼，區調進行確認后發出新的指令，然后按照區調給予的指令進行巡航飛行。15分鐘后，飛機開始在1萬米左右的高空平飛。飛行計算機顯示，此時的高空風向為西風，速度為130公里/小時，所以飛機由于順風的緣故，地速達到了980公里/小時。飛機的航向正飛向航線上的一個航路點，此時的飛機由安裝在飛機上的GPS或慣性基準系統并參考地面VOR臺來定位。飛越了一個航路點后，飛機自動轉彎并飛向下一點，副駕駛向區域管制員報告了位置、高度和時間，管制員在雷達上進行了識別。機長和副駕駛在整個平飛過程中始終嚴密監視著駕駛艙內的幾塊顯示儀，它們顯示著飛機各個系統的運轉情況。與此同時，客艙內顯得十分舒適。空調系統自動將環境溫度調節到適宜的程度，艙頂上的液晶顯示器將飛機的現在位置標在地圖上。飛機達到預定高度后，保持水平勻速飛行狀態，這時如果沒有天氣變化的影響，飛行員可以依靠自動駕駛儀按照選定的航線以一定速度和姿態穩定飛行，幾乎不需要操縱，一般只需進行必要的監控，該階段的飛行事故率最低。
聯系同一管制區的不同扇區
當在同一個管制區內分為多個扇區時，管制員會發出“聯系XX xxx.xx”，這時雖然是要求換頻聯系下一個管制單位，但是呼叫還應保持原來的呼號，如：北京2扇向5扇區移交，那么當頻率換到133.2后，仍需呼叫“北京（區調）”，而不是“鄭州（區調）”，更不是“前方（區調）”。
聯系下一個管制區
當飛機飛越一個管制區到下一個管制區之前，管制員會發出“聯系XX（區調）（頻率）xxx.xx”這時向本區管制員復誦并再見后應立刻、主動聯系到下一個區調的管制員，并進行位置、高度和時間位置報告（在雷達管制區域中可省略）、所開應答機編碼。飛行了數個小時，副駕駛已經和上海區域管制員建立了聯系，機長則從無線電里收聽浦東機場的最新情報通播ATIS，以便得到最新的天氣和跑道情況。客艙的顯示屏上已經顯示了預達時間，乘務員們開始進行著陸前的準備工作。為了安全，機上的衛生間在著陸前20分鐘起關閉使用，“系好安全帶”的信號燈伴隨著咚的一聲閃亮了。
脫離巡航高度開始下降（區調）
下降高度
當飛機即將到達浦東機場一定距離時，根據區調指揮的高度將飛機下降到規定高度，為飛機的進場做好準備，此時機組只是復誦管制員指令，并按照指令進行操作即可。飛機開始下降，自動駕駛儀將油門收至慢車位，機頭下俯，如無沖突用經濟、舒適的下降率下降。客艙增壓系統自動調整客艙氣壓以適應著陸機場氣壓。飛機沿預定航跡進入機場的空中走廊，在6000米高度時通過了VMB走廊口，此時距機場約100公里。
聯系進近
對不設進近的機場，由區調指揮下降到進場高度時移交給塔臺引導飛機進場，并按要求根據指令使用雷達或標準進場程序STAR進場即可（國內繁忙機場有時會臨時調配）；如果機場設置了進近，當飛機按照規定下降到進場高度后，飛至機場走廊口或飛臨進近管制區邊界時區調管制員會告知飛行員換頻聯系進近，由進近引導飛機進場，可使用雷達管制和程序管制。
進場（進近）
起始進近
在進場階段應該嚴格按照空管發出的指令進行操作，并復誦管制員指令，嚴守高度、速度；如為程序管制的機場，進近一般采用標準進近方式引導，會告知飛行員使用哪個STAR（國內繁忙機場有時會臨時調配），飛行員復誦后，自行按照機場的標準進場圖、儀表進近圖進行自主領航，并按照圖上標記的報告點進行信息報告。如果為雷達管制，空管一般會進行雷達引導，在雷達引導進入最后進近階段或切入航向道后，自己就可以自主調速了（國內繁忙機場有時會有速度限制），飛行員不必按照標準儀表進近圖標記的報告點進行信息的報告，只需在管制員要求的報告點報告。在穿越過渡高度層3600米時，將高度表撥正值從QNE調到浦東機場的QNH [ZSSS，ZSPD起降時，900米（不含）以上統一使用ZSPD的QNH，900米（含）以下使用起降場的QNH]，機長繼續操縱飛機實施進近程序，在距離機場25公里時開始減速。
準備降落
當管制員在最后進近階段對速度有限制時，應嚴格遵照執行，如果遇到管制員要求保持大表速進近時，應該保持至少180節以上的速度飛行，直到管制員解除速度限制；當管制員發出?把進近速度減至最小時”，飛行員應該調速至失速速度以上的最低安全速度飛行。減速主要通過減小油門、放襟翼、減速板等手段來實現的。進入最后進近階段或切入航向道后（HIS上的航向信號開始移動），一般進近開始將飛機移交給塔臺，得到進近發出的換頻聯系塔臺的指令后，飛行員應迅速、主動聯系塔臺，報告自己建立航道的跑道號。
注：3個信標臺的典型配置情況（其位置在“儀表進近圖”上一般都有標明）：
外指點標（outer marker，縮寫OM）通過OM上空時，座艙中的OM燈亮，摩爾斯電碼聲音為“長，長，長”。
OM通常是飛機切入電子下滑道GS的位置，通過OM上空時，座艙中的GS指針應在中央位置。典型情況下，此時飛機高度大約為2500-4000英尺AGL，OM距離跑道入口大約7-10海里。
中指點標（middle marker，縮寫MM）通過MM上空時，座艙中的MM燈亮，摩爾斯電碼聲音為“短，長，短，長”。MM建在離跑道入口3500英尺（1067米）處，由于GS一般都是3度的，可以計算出此時飛機與跑道接地區的相對高度差為200英尺（61米）
內指點標（inner marker，縮寫IM）通過IM上空時，座艙中的IM燈亮，摩爾斯電碼聲音為“短，短，短，短”。并不是每條跑道都建有IM的，IM離跑道入口很近，如果飛機沿正確的下滑道下降高度進近，那么飛機應該在到達IM上空時，所處高度位置“決斷高度”，即DA（精密進近為“決斷高”DH），一般為200英尺，如不能目視跑道就要復飛。
機場降落（截獲航向道后）
降落階段
當飛行員與塔臺管制員建立聯系后，按照管制員給出的指令要求開始進近飛行；當機場條件可以落地時，管制員會發出落地許可，其中應包括：航班號，可以落地，地面風，重要天氣，修正海壓，特殊情況等內容。飛行員應復誦：航班號，可以落地，修正海壓和特殊情況等內容。機長發出口令讓副駕駛放出襟翼，在塔臺指揮下，飛機進近到跑道的延長線外15公里，放下起落架。機載ILS接收到了下滑道GP信號（HIS上的下滑信號開始移動），同時機組據規定減速及放匹配的襟翼度數，以確保“下滑好”（始終在中間位置）。自動剎車開關設在適當擋位。
注：關于盲降ILS（由航向臺、下滑臺和信標臺組成）
航向臺LLZ信號范圍左右±35°，距跑道25海里開始信號可靠
下滑臺GP 信號范圍上下±1.4°，距跑道10海里開始信號可靠（下滑角一般3°）
落地
當跑道內沒有活動障礙時，如跑道上飛機脫離或航道前方沒有進近飛機時，管制員會發出繼續進近指令，收到此指令時，飛機應該繼續沿航道下滑進近，同時觀察PAPI的指示，并注意無線電高度表指示的真高/場壓高，直到得到降落許可；當飛行員由于某些原因不能繼續降落要求復飛時（如飛機到達決斷高度還沒有得到降落許可時），應該先進行復飛操作，應保持航向復飛，并在上升期間盡快聯系塔臺，并告知復飛原因后，要求提供引導。無線電高度表指示高約60英尺時斷開自動駕駛，改為手動操作；當飛機下降到離地面7－8米高時，要把機頭拉起；到1米高左右把飛機拉平，以平行地面姿態下降，一般稱為平飄（以防重著陸），先是兩個主輪平衡著地，前輪仍然離地，以一定迎角滑跑一段距離以增加阻力，然后前推駕駛桿使前輪著地，飛機平穩地降落在跑道上。
脫離跑道
飛機接地后，自動放出減速板減速，發動機也使用了反噴裝置，加上自動剎車，速度很快減小到了滑行速度。原則上應該在滑行速度低于80節以下關閉反推裝置、減速板及襟翼，在速度低于30節后關閉自動剎車，以較高的速度從脫離跑道，之后立刻向塔臺報告“XX（塔臺），（航班號）跑道xx脫離了”。然后由塔臺移交給地面管制（如果有地面管制），由地面管制通知停機位和滑行路線，復誦后機長操縱飛機按照指定路線滑行，副駕駛啟動了輔助動力裝置APU使飛機在發動機熄火后仍提供足夠的電力和空調供應。
到位停車
飛機停在指定停機位/廊橋口，再次聯系塔臺或地面告知已到位。機長關閉了發動機，示意乘務員可以安排旅客下機了。旅客離機后，地面服務人員開始登機進行衛生清潔、餐食補給； 機外，數輛特種車輛正在給飛機加油、加水、處理污物、搬運行李貨物。而駕駛艙里，機長和副駕駛一起，又開始對下一個航班進行充分的準備工作……
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