ICAO四级资料 4
ICAO英语四级资料：ICAO部分真题整理
▪ Control, ACA ×× intercept emergency call from LDH ××. He has a fuel emergency, and the position of LDH ××.
▪ Who declares a fuel emergency?
▪ Control : there has traffic in your 11 clock ,from left to right.
▪ Pilots: due to anti-ice inoperative, request descend .
▪ ATC: Flight level××-×× has moderate turbulence ,caution please.
▪ Why did the crew request descend. ▪ Due to moderate turbulence ▪ Due to anti-ice malfunction
▪ 这部分有画外音，而且有时需要复诵的内容 很短，需要仔细听。
▪ 第四部分OPI
▪ 开始是一些简单问题，如谈谈你的家庭，以及你的工作，你 服务机型等等
▪ 图片是关于尾流（wake turbulence ）图中有两部分上面一 部分是一架飞机飞行示意图标有高度距离和rotation point,下 面是截取的一架飞机翼尖漩涡（vortex）。
第四部分opi开始是一些简单问题如谈谈你的家庭以及你的工作你服务机型等等图片是关于尾流waketurbulence图中有两部分上面一部分是一架飞机飞行示意图标有高度距离和rotationpoint下面是截取的一架飞机翼尖漩涡vortex
6月9日ICAO部分真题整理
▪ 第一部分听力选择题
ICAO4空管词汇
ICAO4空管词汇空中交通管制英语词汇表(ICAO English) A.1航空器及其系统（aircraft and its system）A.1.1航空器框架（aircraft structure）airframe机身flight deck驾驶舱wheel well轮舱front (fore) part前部rear (aft) part后部port左舷（舵）starboard右舷（舵）inboard engine or inboards内侧发动机outboard engine or outboards外侧发动机nose机头belly机腹skin蒙皮outer shell外壳rib翼肋spar翼梁stringer桁条windscreen or windshield风挡wing机翼trailing edge机翼后缘leading edge机翼前缘wing tip翼尖control surface操纵面aileron副翼flaps (inboard flap, outboard flap, leading edge flaps)襟翼（内侧襟翼，外侧襟翼，前缘襟翼）spoilers (inboard\outboard spoiler) (spoiler down\up)阻力板，扰流板（内、外侧扰流板）（扰流板放下、翻开）airbrakes减速板（阻流板）slats缝翼elevators (elevator control tab)起落舵（起落舵操作片）rudder (rudder control tab)偏向舵（偏向舵操作片）flap angle襟翼角flap setting襟翼设定full flap position全襟翼位置flapless landing无襟翼着陆landing gear起落架stabilizer安宁面nose wheel起落架前轮gear locked起落架锁定1wheel well起落架舱wheel door起落架舱门tyre轮胎burst爆破deflated tyre瘪胎flat tyre漏胎puncture轮胎被扎破extend the flaps (retract the flaps)放下襟翼（收上襟翼）extend the gear (retract the gear)放下起落架（收上起落架）gear extension (gear retraction)放轮（收轮）the gear is jammed起落架被卡阻the flaps are jammed襟翼被卡阻emergency extension system应急放下体系crank the gear down摇动放下起落架brakes刹车disc brakes盘式制动器an anti-skid device防滞装置an arresting gear拦阻装置thrust reverser反推装配tail parachute尾伞the brakes are unreliable刹车不可靠braking action is poor刹车状态欠好brake wear刹车磨损overheat超温（过热）slow down减慢（速率）bring the plane to a stop使飞机停下passenger cabin客舱floor地板ceiling顶棚（板）galley机上厨房toilet茅厕lounge休息室partition隔墙interior fittings机上用具oxygen mask氧气面罩cargo-hold货舱A.1.2动力体系（power plant system）nacelle (cowl）引擎短舱spinner螺旋桨整流罩pod发动机吊舱air inlet or intake进气道bird, water ingestion发动机吸进了鸟、水foreign object damage外来物损伤2fan电扇windmill风车rotor转子fan blades风扇叶片propeller螺旋桨propeller blade桨叶propulsor推进器reduction gearbox减速器LP and HP compressors低压和高压压缩机annular combustor环行燃烧室multiple-can combustor管型熄灭室can-annular combustor管环熄灭室reverse-flow annular combustor回流式环行燃烧室turbocharger涡轮增压器turbine wheel涡轮导向器supercharger增压器compressor blades紧缩机叶片nozzles尾喷管（嘴），排气管cylinder气缸crankshaft曲轴exhaust section排气局部engine setting发起机设置RPM (revolution per minute)转速（转每分）set the engine to idle慢车位give full throttle (or power) to the engine全油门（功率）throttle up the engine加油门throttle down (or back) the engine收油门engineering trouble机械故障engine failure发动机失效the engine runs rough发动机工作不稳定the engine runs smoothly发动机工作稳定vibration抖动the engine is low on power马力小low rumble发起机收回低落的响声loud bangs发动机放炮engine surge发起机喘振engine shutdown停车engine flame out发动机熄火exhaust duct and tail cone排气道和尾锥engine feathered顺桨A.1.3航空器体系（aircraft system）A.1.3.1燃油体系（fuel system）fuel system燃油体系3fuel tanks燃油箱vent通气孔fuel hydrant加油栓fuel lines燃油管路fuel pump燃油泵fuel filter油滤joints讨论dump valves放油阀fuel shut-off levers燃油油路切断操纵杆fuel flow indicators燃油流量表low fuel pressure warning lights燃油油压太低告诫灯A.1.3.2滑油体系（oil system）lubricant润滑剂lubrication润滑oil lines滑油管路oil pressure indicators滑油压力表oil temperature indicator滑油温度表oil cooler滑油散热器A.1.3.3液压体系（hydraulic system）hydraulic lines液压管路hydraulic actuator液压作动筒hydraulic pump液压泵pressure control valves压力控制阀pressure sensors压力传感器relief valves释压阀flow control valves流量掌握阀(actuating) jacks千斤顶seals密封圈A.1.3.4电器系统（electrical system）DC generator直流发电机an AC generator交流发电机APU(auxiliary power unit)辅助动力装置inverter变换器solid state transformer固态变压器rectifier整流器fuse保险丝wire电线circuit电路lead连线/引线circuit breaker跳开关4A.1.3.5空调系统（air-conditioning system）pressure control压力控制environmental control system环境控制系统cooling冷却electronic cooling system冷凝系统heating加热humidifier增湿器heat exchanger热交换器fans风扇pressurization增压air ducts空气导管pneumatic system汽源系统A.1.4驾驶舱（cockpit）A.1.4.1操纵系统（control system）flight control system飞翔操作体系flight management computer system飞行管理计算机系统boosted controls助力操作体系manual controls人工操纵系统levers/stick/column杆control column操纵杆control panel控制板captain’s panel机长仪表板glare shield panel防眩板center console中央操纵台handles操纵手柄knobs按钮或旋钮switchers开关thrust levers油门cranks曲柄（摇把）control stand操纵台rudder bar方向舵连杆elevator controls起落舵操作体系flap controls襟翼操作体系autopilot controls主动驾驶操作体系autothrottle system主动油门体系instrument landing system仪表着陆系统microwave landing system微波着陆体系hand－operated control人工驾驶brake control unit制动控制单元steering wheel偏向盘（前轮）A.1.4.2航空器仪表（aircraft instrument）5gauge外表primary display system主表现体系electronic instrument system电子外表体系systems monitoring instruments系统监控仪表indicator指示器（仪表）flight director飞行指引仪engine indicator发起机外表accelerometer加快率计aneroid barometer膜盒气压计metre (dial)表盘（刻度盘）instrument panel外表板audio control panel音频掌握面板overhead panel顶部仪表板flight engineer’s panel随机工程师外表板radio management panel无线电管理面板flight navigation control panel导航控制面板flight data interface unit飞行数据接口digital flight data recording system数字式飞翔数据记实体系engine vibration monitoring unit发动机振动监控系统weight and balance system装载与配平系统altimeter高度表radio altimeter无线电高度表airspeed indicator空速表automatic direction finder自动定向仪turn and bank indicator转弯侧滑仪attitude director indicator姿态指示仪horizontal situation indicator水平位置指示器set the altimeter高度表拨正vertical speed indicator升降速度表(gyro) horizon陀螺地平仪directional gyro陀螺偏向仪A.1.5航空器动作（aircraft maneouvre）pitch俯仰roll横滚yaw偏转bank the aircraft压坡度lift off抬（提）起pitch up the aircraft (to nose up)抬机头pitch down the aircraft (to nose down)推机头down向下dive俯冲climb steeply大角度爬升corrective action批改举措6level off改平stall失速recover from stall从失速中改出cut back decrease收油门spin螺旋sharp turn急转弯wide turn小坡度转弯slipping turn内侧滑转弯skidding turn外侧滑转弯A.2景象（meteorology）A.2.1云（cloud）ceiling云底高cloud layer云层cumulonimbus积雨云towering cumulonimbus塔状积雨云altocumulus高积云nimbostratus雨层云altostratus高层云cirrocumulus卷积云cirrostratus卷层云cirrus卷云funnel cloud漏斗云stratocumulus层积云stratus层云vertebratus脊状云capillatus鬃状云solid clouds粘稠的云scattered clouds疏云ragged clouds破碎的云（残云）mackerel sky鳞状云breaks in overcast阴间多云few少云scattered疏云broken裂开云，多云overcast (continuous)满天云on top在云上below cloud在云下between layers在云层间in cloud在云中in and out of cloud断续云中cloud is building up云在增长cloud is clearing up云在消散7A.2.2能见度（visibility）sky clear晴空sky obscured天空不明sand storm沙暴mist轻雾haze霾brume雾,霭smoke烟smog烟雾light fog轻雾dense fog浓雾freezing fog冻雾drifting fog吹雾，平流雾fog dispersal in progress雾在消逝fog is coming down正在起雾fog is clearing up雾在消散fog is getting worse雾越来越浓A.2.3风（wind）wind风surface wind地面风wind aloft高空风tailwind顺风headwind顶风crosswind侧风wind-gauge风向风速仪the wind-sock风向袋wind calm无风（静风）light wind轻风moderate wind中速风strong wind强风variable wind风向不不乱steady wind稳定风gust阵风wind shift风向改动wind shear风切变gusts up to 8 m/s阵风达8 m/slull风停gale一阵大风storm风暴eddy, a whirl wind旋风vortex(vortices)涡流wind W veering NW风由西向西北转8wind W backing SW风由西转向西南the wind is shifting风在转向the wind is rising刮风the wind is abating风在减小the wind is getting stronger风愈来愈大A.2.4波动（turbulence）clear air turbulence晴空波动moderate turbulence中度波动severe turbulence严重颠簸smooth平稳的bumpy , turbulent颠簸的be tossed , buffeted受气流（或涡流）影响而使扭捏updraught上升气流downdraught下降气流jet stream高空急流A.2.5降水（precipitation）light rain细雨heavy rain大雨intermittent rain间歇性雨continuous rain继续性降水bright periods雨停天晴期间occasional showers偶尔下阵雨passing showers正在经由过程的阵雨scattered showers零零星散的阵雨torrential rain, downpour暴雨waterspout水龙卷drizzle毛毛雨freezing rain冻雨sleet雨夹雪squall飑（线）hurricane飓风tornado龙卷风thunderstorm雷暴flash of lightning闪电光lightning闪电hail冰雹hailstorm雹暴soft hail软雹snow雪snowstorm雪暴snowflake鹅毛大雪snow shower阵雪9snow gust突然一阵大雪icing结冰ice冰sheet of ice一层冰rime白霜，雾淞A.2.6温度（temperature）surface temperature地面温度outside air temperature外界温度，大气温度dewpoint露点温度the temperature rise温度上升the temperature drop温度下降the temperature is rising温度在上升the temperature is falling温度在下降the temperature is steady温度不乱freezing level冻冰点温度，结冰层，（指结冰层的下限）A.2.7跑道道面状况（runway surface condition）loose snow软雪firm snow实雪compacted snow压实的雪melting snow在化的雪slush雪水（或半化的雪）snow drift雪堆snow plough扫雪车snow clearance雪肃清the north taxiway is snowbound北滑行道被雪封住了the runway is wet跑道湿the runway is icy跑道上有结冰the runway is slippery跑道滑pools of water跑道积水ice patches冰块（指跑道上结成的一块块的冰）glazed frost(clear ice)明冰hoar frost白霜braking action is poor刹车效应差braking action is medium刹车效应中braking action is good刹车效应好A.3机场车辆与设备（airport vehicle and equipment）servicing truck地面特种车辆airport passenger bus/ferry摆渡车tug/towing tractor拖车tow bar拖把ground power unit空中电源车10catering truck食品车（配餐车）ground air preconditioning unit地面空调车water service truck供水车galley service truck餐车dolly平台车tractor牵引车fork lift truck叉车fire truck救火车ambulance救护车crash tender事故处理车wheelbarrow独轮手推车air steps机载客梯snow plough犁雪车ramp vehicle机坪车辆security van保安运货车ice-melter除冰车coach大客车refueller加油车hydrant dispenser管线加油车runway snow blower吹雪车sweeper清扫车A.4空中相干效劳（relevant ground service）rubber removal清除橡胶scrub洗涤，擦洗conveyor输送带passenger gate登机口terminal候机楼ground handling地勤cargo door sill货舱门基座pallet平板架，托板chute行李滑运道jetway廊桥（美）air bridge/loading bridge廊桥（英）pier候机楼登机走廊stairway扶梯apron/ramp客/停机坪hangar机库customs海关blast fences防吹墙loadsheet舱单customs clearance海关验放air waybill航空运货单safety services安全服务11windshield wiper风挡刮水器（美）windscreen wiper风挡刮水器（英）deplane下飞机，从飞机上卸下（美）disembark/unload下飞机，从飞机上卸下（英）enplane登机（美）embark/board登机（英）ground radar空中雷达2. Abbreviations12AAmber琥珀色（南北向主航路）A/AAALAir-to-air空对空Above Aerodrome Level高出机场平面正切机场灯标ABMAbeam ABNAerodrome beacon ABTAbout关于ABVACACACACCACCIDACFTACKCANADADAADFADIZADRADSADVSADZAEISAERAERADIOAESAFBAFCSAFISAFLAFMAFSAFTNA/GAbove…以上Altocumulus高积云Airborne collision avoidance system机载防撞系统Area control center区域管制中心Notification of an aircraft accident航空器出事告诉Aircraft航空器Acknowledge承认，收悉Aircraft classification number航空器等级序号Aerodrome机场Advisory area咨询区Automatic direction-finding equipment主动定向装备Air defense identification zone防空识别区Advisory route咨询航路Address收电地址Advisory service征询效劳Advise告诉Aeronautical en-route information service航空的航线谍报效劳Approach end runway跑道的进近端Air radio航空无线电Aerodrome emergency services机场紧要效劳Air force base空军基地Automatic flight control system飞行自动控制系统Aerodrome flight information service机场飞翔谍报效劳Above field level高于场面Affirmative是的，对的Aeronautical fixed service航空固定服务Aeronautical fixed telecommunication network航空固定电网Air to ground空对地13AGAAerodromes, air routes and ground aids机场、航线和空中助航办法AGLAbove ground levelAGNAgainAIREP高出地面再，再次空中报告着陆区，降落区Air reportALAAlighting areaALRAlerting告警进近灯光体系ALSApproach lighting systemALTAltitudeALTNAlternateAMAmplitude modulationAMAArea minimum altitudeAMDTAmendmentAMSAeronautical mobile serviceAMSLAbove mean sea levelAOCAirport obstacle chartAORArea of responsibility APCHApproachAPPApproach control APRXApproximateAPUAuxiliary power unit APVApproveAROAir traffic services reporting office ARPAirport reference point ARQAutomatic error correction ARRArrivalARSAAirport radar service area ARSRAir route surveillance radar ASAltostratusASCAscend toASDAAccelerate-stop distance available ASPHAsphaltASRAirport surveillance radar ATAActual time of arrivalATCAir traffic controlATDActual time of departure 海拔高度备降，备分调幅区域最低高度修订航空挪动效劳高出平均海平面机场停滞物图责任区进近进近管制大约辅助动力装置批准空中交通服务报告室机场基准点自动误差纠正抵达机场雷达效劳区空中航线监督雷达高层云上升可用加快截止间隔沥青机场监督雷达实际到达时间空中交通管制实际离场时间14ATFAerodrome traffic frequency机场交通频率ATFMAir traffic flow management空中交通流量管理ATISAutomatic terminal information service自动终端情报服务ATMAir traffic management空中交通管理ATNAeronautical telecommunication network航空电网ATSAir traffic service空中交通效劳ATZAerodrome traffic zone机场交通地带AUTHAuthorized授权AUWAll up weight腾飞全重AUXAuxiliary辅助的AVBLAvailable有用的，可用性AVGAverage平均AWYAirway航线AZMAzimuth方位（角）BBlue兰色（南北向辅航线）BABraking action刹车效应BASECloud base云底BCBack course后航道BCNBeacon灯标BCSTBroadcast播送BDRYBoundary边界BFRBefore在…之前BGNBegin入手下手BKNBroken裂云BLDGBuilding建筑物BLWBelow…以下BRGBearing方位（角）BTLBetween layers云层之间，云层飞行BTNBetween 在…之间BYDBeyond超过CDegrees Celsius (Centigrade)摄氏度CAACCivil aviation administration of China中国民用航空总局CABCivil Aeronautics Board（美国）民用航空委员会CATClear air turbulence晴空颠簸CATCategory分类，类别15CBCEILCGLCHCHGCIVCKCLCLBRCLGCLRCLSDCMCMBCNLCNSCOMCONCCONDCONTCOORDCOPCORCORRCPUCRPCRTCRZCTACTLCTNCTRCWYDADCKG Cumulonimbus积雨云Ceiling云高Circling guidance light(s)盘旋引导灯Channel波道Change改变、换Civil民用Check搜检，校核Center line中心线Calibration校订Calling呼唤Clear, clearance放行，放行许可Closed封闭Centimeter厘米Climb to爬升至Cancel or cancelled取消Communication, navigation and surveillance通、导航和监视Communications通Concrete混凝土Condition条件，状况Continue(s)连续，连续的Coordinates坐标Change-over point转换点Correct or correction精确，改正Corridor走廊Central processing unit计较机中央处置惩罚体系Compulsory reporting point强迫性位置敷陈点Cathode ray tube阴极射线管Cruise巡航Control area管束区Control管束，掌握Caution注意Control zone管束地带Clearway净空道Decision altitude定夺高度Docking停靠16DCTDirectDEGDEP直线进近，直飞度腾飞或离场DegreeDepart/departure DEPTDepartment DESDescend to DESTDEV Destination Deviation局部下降目标地偏航，偏离DFTIDHDISTDIVDLADMEDPDPT DR DRG DS DSB DUR DVOR EAT EET EFC ELEV EM EMERG ENG ERR EST ETA ETD ETE ETOEXCDistance from touchdown indicator Decision heightDistanceDivert, divertingDelayDistance measuring equipment Dew point temperatureDepthDead reckoningDuringDust stormDouble sidebandDurationDoppler VORExpected approach time Expected elapsed timeExpected further clearance ElevationEmissionEmergencyEngineErrorEstimateEstimated time of arrival Estimated time of departure Estimated time enroute Estimated time over Except离接地距离指示器定夺高间隔改航，转向耽搁测距仪露点深度推测在…期间尘暴双边带持续期，持续时间多普勒全向标预计进近时间估计航程（颠末）工夫预计进一步放行许可标高发射，发讯紧急，应急发起机错误估计，估量预计到达时间预计离场时间估计航线飞翔工夫预计飞越时间除…..之外17EXPExpect预期，但愿EXTDExtend耽误、耽误FDegrees Fahrenheit华氏（度）FAAFederal Aviation Administration联邦航空局（美）FACFacilities办法，装备FAFFinal approach fix最落后近定位点FAPFinal approach point最落后近点FASFinal approach segment最后进近航段FAXFacsimile transmission传真FCFunnel cloud漏斗云FCSTForecast预报FCTFriction coefficient摩擦系数FGFog雾FICFlight information center飞行情报中心FIRFlight information region飞翔谍报区FISFlight information service飞行情报服务FISAAutomated Flight information service主动飞翔谍报效劳FLFlight level飞翔高度FLDField机场，场地FLGFlashing闪光，照明弹FLTFlight飞行，飞行航班FMFrom自，从FMFrequency modulation调频FMSFlight management system飞行控制系统FMUFlight management unit流量管理单位FNAFinal approach最后进近FPLFiled flight plan申报的飞行计划FPMFeet per minute 英尺/分FPRFlight plan route飞翔打算门路FRFuel remaining残剩油量FREQFrequency频率FSLFull stop landing全停着陆FSSFlight service station飞行服务站FSTFirst第一FTFeet英尺18GGreen绿色（东西向主航路）GAGCAGEOGMTGPGeneral aviation通用航空地面管制进近（雷达）Ground controlled approach (radar)Geographic or true天文的或真的空中管束Greenwich mean timeGlide path下滑道GPSGlobal positioning system全球定位系统GRADU GSGSGWTH24HBNHCHDFHDGHELHFHGTHJHLDGHNHPAHSHISHSTHXHzIACIAFIALIAPIARIASIATAGradually逐渐地Glide slope下滑坡度Ground speed地速Gross weight全重24 hour service24小时服务Hazard beacon危险标Critical height临界高High frequency direction finding station高频定向台Heading航向Helicopter直升机High frequency (3-30 MHz)高频Height高Sunrise to sunset日出至日没，昼间服务Holding期待Sunset to sunrise日没日出至，夜间服务Hectopascal百帕During hours of scheduled operations按航班开放Horizontal situation indicator水平状态指示仪High speed taxiway turn-off高速转出滑行道Irregular service非按时效劳Hertz (cycles per second)赫兹（每分钟周数）Instrument approach chart仪表进近图Initial approach fix肇端进近定位点Instrument approach and landing chart外表进近和着陆图Instrument approach procedure外表进近步伐Intersection of air routes航线交织点Indicated airspeed指示空速International air transport association国际航空运输协会19IBNIdentification beacon识别灯标ICAOInternational Civil Aviation Organization国际民航组织IDENTIFIdentification识别，认别标志中间进近定位点Intermediate approach fix IFRInstrument flight rules IGSInstrument guiding system ILSInstrument landing system外表飞翔划定规矩仪表引导系统外表着陆体系IMInner marker IMCInstrument meteorological conditions IMGImmigrationIMPTImportantINBDInboundINFOInformationINOPInoperativeINPIf not possibleINPRIn progressINSInertial navigation system INTIntersectionINTERIntermittentINTLInternational INTRGInterrogator INTRPInterruptedIRIce on runwayISIslandISAInternational standard atmosphere JTSTJet streamKGKilogramKHzKilohertzKMKilometerKMHKilometer(s) per hour KTKnotsKWKilowattLLocator (Compass)LATLatitudeLBPound内指点标仪表气象条件出境，移民紧张出场，向台材料，谍报不工作如不可能在进行中惯性导航体系交叉点，联络道间断的国际的讯问器中断，干扰跑道积冰岛屿国际尺度大气高空急流公斤千赫千米公里/时海里/时千瓦示位台纬度磅20LCTLocal timeLDA本地工夫可用着陆距离Landing distance available LDGLanding着陆着陆方向指示器LDILanding direction indicator LENLengthLF长度低频（30-300千赫）Low frequency LGTLight, lighting灯，灯光LIHLILLIMLLZLMM。
民航英语ICAO4复习
If emergency evacuation is necessary, how will you execute it?If I have to carry out the emergency evacuation, before landing, I will inform ATC that we are going to carry out the emergency evacuation and request the emergency services on arrival. And I will tell the cabin crew to ask them to be ready for emergency evacuation after landing. And I will make a passenger announcement, just like “ladies and gentlemen, this is captain speaking. Don’t worry! We are experienced crew, and we can control this situation. We can ensure your safety. After landing follow the flight attendants’instruction to evacuate the aircraft as soon as possible ,thank you for your cooperation”!After landing, I will try my best to stop the aircraft on the runway. Then I will tell the purser to evacuate from left or right. After the procedure is completedI think abnormalto perfect.between leveleasy for the thecrew. CRM is very important for flight safety, Good CRM can reduce the workload and prevent human errors.Manage a big aircraft with many advanced equipments is now more difficult without proper task sharing .And many mistakes can be identified and prevented by effective communication using CRM. Keeping good CRM can help pilots in reducing mistake and it is very efficient in ensuring flight safety as welll still remember the accident happened in 1993. A BAe146 flew from Yinchuang to Beijin. After startup, the pilot forgot to set the takeoff flaps. Before takeoff, they didn’t carry out the preflight checklist according to the SOP. During takeoff roll, the takeoff configuration warning didn’t sound because it was failed. Then the ac rushed out of the runway. That’s a disaster. We can see several small errors can cause a disaster. If they kept good CRM, they would avoid this disaster.Do you think preflight preparation is important?I think preflight preparation is very important to insure the flight safety. During the preflight preparation, I should get all kinds of information. Such as, weather information, navigation information and aircraft conditions. All of them are very useful to help us to make a safe flight. For example, the weather information. Before flight , I must check the weather on route, and the weather at the destination. If I find there is bad weather on route, I will add more fuel and request to go round the bad weather. Otherwise we will encounter severe turbulence, lightning strike and heavy rain. They are very dangerous for flight. If the weather at the destination below the minimum,, I will delay my flight.What’to get sensecan deal is very errors.I think messagesinuse the example like :”the you forI think firstly the pilots should follow the ATC clearance or instructions strictly. Because you know, many incidents or unsafe events result from misunderstanding of ATC’s instructions. secondly, if you encounter some emergency situation, such as medical emergency, or system failure, you need to report to ATC controller immediately and try to get as much assistance as possible. So good communication between ATC and pilot can play an important role in maintaining flight safety.Do you think RVSM can solve all problems of traffic congestion?No , I don’t think so.First, I think it only releases the en-route congestion.Second, we have a lot of delays that are caused by the flow control and militaryactivities/operations. The RVSM cannot solve them.Third, some problems of traffic congestion are caused by the weather. For example, If we encounter the heavy thunderstorm or dense fog, we have to wait.What we can do is to co-operate/co-ordinate with the ATC.What is the purpose of RVSM ?The purpose is to increase the air flow. It can reduce the traffic congestion.To increase the capacity (ability) of the same routes to cope with increasing traffic .c) How to improve CRM?First the captain must improve the communication between other crew members. Effective communication is very important for the pilot to ensure the flight safty.. if7．Thenthe is underrequest8. When How can9And then we should request ATC for landing at nearest suitable airport as soon as possible.and request the ambulance after landing.10. What do you do if your Captain/First officer has a heart attack?I will let other crew members to take his place,and notice the passengers to try my best to find out a doctor on board.Then inform ATC our situation and request for priority landing at the nearest suitableairport and request medical assistance after landing 5.Can you tell me about your hometown? 你能讲讲你的家乡吗？My hometown is Shanghai, it's beautiful. About 20 million people call it their home. It's famouse as Oriental pearl all over the world. There are many tall buildings. Commercialdistricts such as Nanjing Road ,Huaihai Road and Sichuan Road are always bustling. It’sthe commerce, economy, finance and culture centre of china.我的家乡是上海，她很漂亮。
ICAO英语四级资料：答案
Transcript第一部分Sec 1-11PILOT：Nelson Clearance Delivery Transtar 10 to Curran FL280 Bay C10 , POB350, ready to pushback in 5 minutes, request airways clearance.ATC：T ranstar 10 Nelson Delivery, FL280 is not available Can you accept FL300 , alternatively FL260 with a 10 minutes delay?PILOT：Transtar 10, we can accept FL300.2、PILOT：Nelson Tower good afternoon, Oceanic 171 ready.ATC：O ceanic 171, Nelson Tower, are you ready for immediate take off?PILOT：Negative we will require 30 seconds in the line up position, Oceanic 171. ATC：O ceanic 171, roger Tupolev 154 on final, behind that aircraft, line up behind. PILOT：Behind that Tupolev 154 on final line up behind, Oceanic 171.3、PILOT：Nelson ground, good afternoon, Bantex 191 requesting start and pushback, Bay 9.ATC：B antex 191, Nelson ground, good afternoon, Saab maneuvering on to Bay 10A and a Tupolev 154 inbound to Bay 6. When clear off both aircraft start and pushback approved, facing east.ATC：Clear of Saab on to Bay 10a and T 154 inbound to Bay 6. Start and pushback approved, Bantex 191.4、PILOT：Ground, Qantas 120 vacating on D4 for Bay 6ATC：Quantas120, Ground, taxi via A. C .F hold short of C, pass behind the outbound A380 from you left.PILOT：Roger, via A C F and pass behind the outbound A380 from the left. Qantas 120.Pilot：Ground from Qantas 120 the A380 appears to be vacating the apron via D3 and A. May we proceed in front?PILOT：Qantas 120. Affirm. Clear to taxi. Take taxiway C and F to your bay.ATC：Q antas 120 clear to taxi thanks.5、PILOT：Departures Bantex 594, we’ve left 8000, is direct to SILOM still available? ATC：B antex 594, standby, and I’ll check again with center.PILOT：Bantex 594.ATC：B antex 594, recleared direct to SILOM climb to FL190 and contact center on 130.2.PILOT：Thank you. Recleared direct to SILOM climb to FL190, 130.2, Bantax594 6、ATC：E aster499, clear to Curran via VJR 7B, flight planned route, FL310, departure frequency 123.0 squawk code 1623, take off will be 10 minutes behind Bantex 43, who is pushing back now. Time now 35. clearance valid till time 50.PILOT：Clear to Curran via VJR 7B, FL310, 123.0 squawk code 1623, copy the delay, Eastern499.7、PILOT：Nelson ground Qantas 130 ,bay 16 receive B request taxi clearance. ATC：130 ground, Qantas standby 1 there is a Dash 8 just vacating the RMY due congestion of the holding point. Hold your present position. I’ll call you back. PILOT：Roger understood. Hold position Qantas 130ATC：Q antas 130, behind the inbound company Dash 8 to Bay 14A, taxi to RWY13R via D3 A D1, hold short of RWY 25. Time 04 and a half.PILOT：Roger behind the inbound company Dash 8, taxi to RWY13R via D3 A D1, hold short RWY 25, Qantas 130.8、ATC：N elson Terminal Information India, 1755 zulu automated weather, wind 290 degrees 15 gusting 19, visibility 6km in light snow, cloud broken 2600, overcast 3500, temperature -5, dew point -11, QNH 1021 RWY 31L ILS approach in use, landing RWY 31L departing RWY 31L, RWY 25 closed. Read back all RWY assignments and hold short instructions, caution birds in the vicinity of active RWY , on first contact with Nelson ground or approach, notify received India.9、ATC：P acific 49, you are No 1, I have a learjet 6 miles behind and another aircraft depart after your landing, request expedite clearance of the RWY, wind 110 degrees 8 knots RWY 07, clear to land.PILOT：RWY 07, clear to land and copy the expedite clearance of the RWY, Pacific 49.10、PILOT：Departures Omega 796 left 1200 on climb to 7000ATC：O mega 796, departures identified, cancel SID turn left heading 340, climb to and maintain 8000, report approaching, expect only short delay that level due crossing traffic.PILOT：Cancel SID, turn left heading 340 and maintain 8000, Omega 796 PILOT：Omega 796, approaching 8000ATC：O mega 796, the traffic is well clear now continue climb to and maintain FL190 PILOT：Climb to and maintain FL190, Omega 196.Sec 1-21Nelson clearance and delivery, Ibisair 587,received information S, for MASIONDON, request airways clearanceIbisair 587, clear to MASIONDON via TAMBER planned route, maintain 3000, runway 31R, TAMBER 1 departure, squawk 1508, departure frequency 123.5.2Nelson ground, pacific 183, squawk 1630, request intersection departure A, runway 25 received S, request taxi.Pacific 183, Nelson ground, taxi via D3 to holding point A, runway 25, there will be avehicle on B giving way to you.3Nelson ground, Qantas 321, request taxi clearance, received information S.Qantas 321, follow skyway 777 taxing southbound on the apron on your right, caution: work in progress adjacent to the taxiway, north of the intersection of taxiways A, and D3, taxi to holding point G1, runway25.4Skyways 509, request taxi clearance, received TSkyways 509, what’s your bay number?Bay 19, skyways 509Skyways 509, you can move forward until abeam bay 16, there’s a company 737 inbound for bay 21, call me back for taxi clearance once he’s clear.5All stations, information U is now current at 0900, changes the wind is now 310 degrees, 18 gusting 25 knots, QNH 1002, cumulonimbus in the area, lightning observed to far-east.6Qantas 314 from your present position turn left onto taxiway B for change of runway, runway 25,taix to hold point G1, we’ve just received a report of the lighting on runway 31R is unserviceable.Taxiway B to hold point G1 Runway 25, Qantas 3147Qantas314, behind the OMEGA 767 on short final, line up, runway 25 behind.Behind the 767, line up runway 25, Qantas 314Qantas314, aircraft turning final runway 25, cleared for immediate takeoff.Cleared for take off , Qantas 3148Nelson tower, pacific 183, readyPacific 183, nelson tower, assigned heading R 300, runway 25, cleared to takeoff.9Ibisair587, amended route direct TALIT is available, advise.Request direct to TALIT, ibisair587Ibisair587, roger, recleared present position direct to TALIT.Direct TALIT, Ibisair58710Nelson departure, Qantas 321 passing 1700, climbing 5000.Qantas321, Nelson departure identified, climb to FL 250, report passing FL180.Climb FL250, wilco, Qantas321.Sec 1-31ATC: Skyair 412, start clearance Bosel 5 arrival, runway 07, when ready descent to FL270.Pilot: Bosel 5 arrival, runway 07, when ready descent to FL270 leaving FL390, skyair 412.ATC: Skyair 412.ATC: Skyair 412, center. Reporting sighting and passing opposite direction F28 and climb to 1000ft below. The aircraft will be slightly off to your left.Pilot: Copy the tr affic. We’ve just left FL280 for FL270. skyair 412.Pilot: Skyair 412, we have a B727 in sight, overtaking at our 2 o’clock high. Say again the conflict aircraft type?ATC: Skyair 412, it was an F28, now your 11 o’clock low, 2 miles.Pilot: Thanks, traffic sight and now passed, skyair 412.2ATC: Ibis air 551, maybe I ‘ll give you a Delta 4 or Charlie intersection departure, remaining length from Charlie 1950 meters, and for Delta 4 it’s 2275 meters. Advice. Pilot: Delta 4 would be acceptable, thanks Ibis air 551.ATC: Ibis air 551, roger. How long until you ready?Pilot: It might be a few minutes yet and I don’t believe the cabin is ready yet either. Ibis air 551.ATC: Ibis air 551, Roger. In that case I’m afraid you have to continue for the full length, we have an A340 about to taxi for runway 13L.Pilot: Roger, we’ll continue now for the full length runway 13L. Ibis air 551.3ATC: Qantas 44, for sequence turn left heading 090; reduce speed not above 270 knotsindicated.Pilot: Left heading 090, and reducing speed to not above 270 knots. We also approaching FL260, request further descent. Qantas 44.ATC: Qantas 44, descent to FL210.Pilot: FL210, Qantas 44.4Pilot: Center, good morning. Ibis air 52, maintaining FL320, request high levels when available.ATC: Ibis air 52, good morning. I have your request passed on from previous sector, clear to block FL320 to FL340.Pilot: Cleared in the block FL320 to FL340. Thanks. Ibis air 52.5ATC: Omega 68, hold short of Alpha and follow the outbound Ilyushin 86 from the right. Then cross RW 31R and 31L, you’ll be number 4 for departure. However you can expect possible further 5 minutes delay due congestion in the terminal area. Contact tower 119.4 when ready.Pilot: Hold short of Alpha, and follow the outbound llyushin 86 on our right, then cross RW 31R and 31L, contact tower 119.4 when ready. Omega 68.6Nelson terminal information Hotel 1615 Z.Wind calm. Visibility 10 kilometers, CAVOK. Temperature 14. Dew point 11 . QNH 1012. Visual approach is in use. Landing RW 31L and right. Runway 31L landing localizer not operational. Clearance delivery combined with ground on frequency 129.9. On first contact with Nelson ground or approach notify receipt of Hotel.7Pilot: Nelson ground, Skyways 31, received O, request D2 intersection departure. ATC: Skyways 31, Nelson ground, clear to taxi via C, hold short of F, follow the inbound B717 from your right. Then taxi via F, G, B and A, hold short RW 25,D2 intersection not available due preceding heavy traffic. Expect the full length runway 31R.Pilot: Following the inbound B717, then via F, G, B and A, hold short RW 25. Copy D2 intersection not available. Skyways 31.8Pilot: Tower, from Bantex 882, there appears to be a couple of large paper bags blown across RW 31R near Bravo.ATC: Bantex 882, Roger. Thanks. I’ll have ground arrange a car to retrieve them. Pilot: Bantex 882. The bags now blown across the runway behind MD80 just landed. They seem to be caught on possibly runway lights on the southern edge of RW31L, probably about 100 meters Northwest of Bravo.ATC: Bantex 882 Thanks. There’s a car on its way now.9ATC: Pacific 52, descent to FL150, when clear of the weather, track directly to LIVID and contact approach 118.5, at 35 DME.Pilot: Continue descent to FL150, when clear of the weather, track direct to LIVID and contact approach on 118.5, at 35 DME.10Pilot: Nelson Ground, Bantex 191 stand 5, information L received, request pushback. ATC: Bantex 191, standby, expect delay due congestion on the apron.Pilot: Bantex 191, Roger. Can you advise how long the extend of the delay?ATC: Bantex 191, there’s an unserviceable aircraft shut down on the taxiway A, requiring tow back to the terminal. I expect approximately a 5 to 10 minutes delay. Pilot: Bantex 191. Roger.Sec 1-41．Omega 604, Nelson center, STAR clearance, BOSEL 2 ARRIVAL, RWY27, descent to FL260, be advised that there have been reports of thunderstorms in your inbound track.BOSEL 2 ARRIVAL, RWY27, descent to FL260, and there are build-ups ahead, request divert up to 10 miles right of track, Omega 604.Omega 604, diversion up to 10 miles to the right of track approved, advice when you are cleared of weather and able to presume track to HITRA.2.Nelson Ground, Eastern 414, request taxi clearance to precede information B, squawk 4572.Eastern414, Nelson ground, taxi via F, C and A to holding point D5, RWY13.F, C, A, holding point D5, RWY13, Eastern 414.Eastern 414, follow the Qantas 737 taxing west-bound on the apron on your left. Follow the 737, Eastern 414.3.Bantax 177, cleared ILS approach, RWY 13R contact tower 130.5.Cleared ILS approach, 120.5 Bantax 177.Curran tower, Bantax 177.Bantax 177. Curran Tower, expect late landing clearance. I have one aircraft ahead to depart shortly. I’ll advise.Bantax 177.4.Nelson tower, Liberty 05, we have 11 miles to run to RWY07 threshold, confirm you are aware of our hydraulic problem?Liberty 05, Nelson Tower, affirm. I understand you have no flap for steering and you will not be able to vacate the runway on landing.That is correct. In addition, we have manually lower the gear, and have the gear unsafe indication, we have requested the company engineer to inspect the undercarriage. I request low pass along RWY36 for a visual inspection of the gear, Liberty 05.Liberty 05, cleared low pass. RWY36, not below 100 feet. Go around climb to 1500 feet for left circuit RWY07. Your company engineer is in place to observe to our undercarriage.5.Nelson Terminal Information Hotel at time 0340, RWY in use 07, surface wind 190 degrees 04 knots CAVOK temperature +5 dew point+3, QNH1018, caution displaced threshold RWY07 due to a crane operating 400 meters west of RWY07, report airport type and information Hotel received.6.Transtar 88, RWY13R, clear to land.Clear to land, RWY13R, Transtar 88.Transtar 88, be advised of a temporary obstacle due to a shipping that crossing the extended centerline now, and the mast height is 158 feet.Tower, Transtar 88, copy that, confirm 158 feet.Affirm 158 feet.Roger, thank you we have the vessel in sight, Transtar 88.7.Eastern 24, are you experiencing any turbulence?Eastern 24, only occasional light chop, the storm is behind us now.Eastern 24, an aircraft crossing 10 miles ahead of you with FL250 reports no significant chop, you should be clear of turbulence soon.Eastern 24, thank you.8.Coastal 408, aborting takeoff. We have a hydraulic warning light, request taxi instruction.Coastal 408, I want to turn right into taxiway C, and right on to taxiway A, contact ground on 119.8 vacating the runway.Roger, right into C, right into A, 119.8 clear of the RWY, Coastal 408.Coastal 408, do you need any assistance with your problem?Coastal 408, we’d like to remain our position for 15 minutes, our engineer has just arrived.Coastal 408, roger, call again at time 12.Wilco, Coastal 408.9.Pacific 193, report sighting traffic in your 2 o’clock below.Looking, Pacific 193. Oh...we have negative contact, pacific 193.Pacific 193, it is a 767 on your 1 o’clock below, it is on the long final for R WY13L, report sighting.We still have negative contact, can you advised?Pacific 193, standby.10．Nelson center, Pacific193.Pacific193, Nelson center, go ahead.We have a traffic advisory indicating opposite direction traffic that appears to be climbin g towards us. Can you confirm that traffic’s intended level and that it is not in conflict with us, Pacific 193.Pacific 193, Nelson center roger. That traffic is climbing to FL300, the aircraft is converging from your left and should pass below you from y our 1 o’clock position.Sec 1-51.Nelson center, Bantex 47, maintaining FL260 where experiencing moderate turbulence, request ride report at FL220.Bantex 47, ride report is not available, we have nil traffic at FL220. FL240 is available, traffic 10 miles ahead of you reports no turbulence at that level.Bantex 47, roger.,Request descent to FL240.Bantax 47, when ready descent to FL240.Descent to FL240, leaving FL260, Bantex 47,.2.Nelson Tower, Skyways 609.Skyways 609, Nelson Tower. Skyways 609, RWY25, clear to land, wind calm.RWY25 clear to land, Skyways 609.Skyways 609, no need to acknowledge, Minimum delay after lading, thanks.3.Ilbsair 908, cleared ILS approach, RWY 25, contact tower 120.5.Cleared ILS approach, RWY 25, 120.5, Ilbsair 908.Nelson Tower, Ilbsair 908.Ilbsair 908, Nelson Tower. Be advised there is maintenance work underway just short the threshold of the runway 25. Expect reduced visibility just by touch down, due to fog and dust. Expect no delay for landing.Understood, Ilbsair 908.4.Liberty 805, turn left heading 300 for pilot intercept the RWY25 localizer. Descent to FL250 then report establish .Turn left heading 300, intercept RWY25 localizer, descent to 2500, wilco, Liberty 805.Liberty 805, be advised of a helicopter call sign Polar air one are parading 2 NMs north of the extended centerline of RWY25 below 2000 feet. Do not pass through the localizer.Wilco, Liberty 805Liberty 805, established.Liberty 805, so cleared to RWY25, ILS approach, contact tower on 120.5.5.Nelson Terminal Information Romeo, RWY 25, Surface condition vk wind 240 degrees to 5 knots, gusting 40 knots, cloud, broken 1500, visibility reducing to 4000 meters, in passing towers, temperature 1, dew point 0, QNH 997 operational information, taxiway G2 G3 and B close due to flooding. Aircraft are request to stand minimum time and runway and vacate via D4 and C, on first contact with Nelson ground or approach, notify receive of Romeo.6.Bantex 88, cleared BILLO 3 arrival, RWY13L, when ready descent to FL250.BILLO 3 arrival, RWY13L, when ready descent to FL250, Bantex 88.Bantex 88, leaving FL410.,Bantex 88.Bantex 88, there is now an unserviceable aircraft on RWY13L, change of STAR available when ready.Bantex 88, go ahead.Bantex 88, cleared BILLO 3 arrival, change of RWY13R, continue descent FL130.7.Nelson ground, Eastern 10, stand 22, request pushback and start.Eastern 10, push back and start approved.Push back and start approved, Eastern 10.Eastern 10, how long for your ready to taxi?Our engineer is having some problems unhooking the tug, standby.Eastern 10, understood, there is another aircraft ready to push to your disconnect point, when able please advise the extend of the delay.Wilco, Eastern 10.8.Nelson clearance delivery, Bantex 23, for Curran FL310, request airways clearance. Bantex 23, there has been a recent volcanic activity en route Curran. Your flight planned airways G464 is not available due to volcanic ash. A revised airways clearance via W888 is available when readyBantex 23, which Flight levels are available on W888?Bantex 23, all flight levels above FL270 are currently available.Bantex 23, understood, request airways clearance FL310.9.Pacific 902, make pilot intercept of RWY25 localizer from your present heading, descent to 2000 feet.Pilot intercept of the localizer of this heading,descent to 2000 feet, Pacific 902. Pacific 902, be advised that there is an unidentified helicopter traffic in that control area space, at 1 NM south of the extended centerline at 1800 feet unverified, If able, report sighting the traffic.Pacific 902, looking.Pacific 902, if you are unable to sight that traffic by 2000 feet on descent, carry out the standard missed approach.Wilco, Pacific 902.10.Nelson center, Swift air 11, we have significant weather ahead on our present track, request diversion 15 miles left of track to avoid build up.Swift air 11, Nelson center, left track is not available due to restricted area. There is no restrictions on diversions right of track, advise.Roger, request diversions up to 40 miles right of track, swift air 11.Swift air 11, diversions up to 40 miles right of track approved, cleared of the weather track direct to CLIFY.第二部分Sec 2-1：radio lostPILOT：Curran approach, good afternoon. Pacific 119 on descent to 8000, in cloud, received Papa.ATC：P acific 119, approach, good afternoon. Previous aircraft have required diversions right track due to weather, please advise if you require the same. PILOT：Oh we got some more cells now showing to the west, but nothing on or north of our current track, so we should be fine at this stage, Pacific 119.PILOT：Pacific 119, amend my last, request diversion 5 miles right of track due to accumulative activity developing just ahead.ATC：P acific 119, Diversion up to 5 miles right of track approved. Expedite through 10,000.PILOT：Diversion up to 5 miles right of track approved. Then we expediting through 10,000. Just leaving for FL110. Pacific 119.ATC：P acific 119.ATC：P acific 119. Turn further right heading 280, descent to and maintain 6,000. ATC：P acific 119, approach. Do you copy?ATC：P acific 119, approach.ATC：P acific 119, if reading this transmission, squawk ident .ATC：P acific 119, ident observed. Confirm turn right heading 280, descent to andmaintain 6,000. squawk code 7600.PILOT：Approach this is Pacific 119. Check call.ATC：P acific 119, approach. Readability 5 by 5. Confirming when able turn further right heading 320 and descent to 4000.PILOT：Copy. Thanks, right heading 320 and descent to 4000, leaving 6000, my apologies for the radio unserviceability. We had a lightening strike and have had some troubles with our radios. Operations are now normal, Pacific 119.ATC：P acific 119, roger. Squawk your previously assigned code now please.PILOT：Check you back to code 4151. Pacific 119PILOT：Pacific 119, approaching 4000.ATC：P acific 119, descent to 3000, make a pilot intercept of the runway 15 VOR DME approach from your present heading. Clear to final contact tower for Pacific 119.4 at 10 DME.PILOT: Descent to 3000. and intercept runway 15 VOR DME approach from our present heading. Clear to final contact tower Pacific 119.4 at 10 miles, Pacific 119. PILOT：Curran tower, Pacific 119.TOWER：Curran tower, Pacific 119. Continue approach and request cloud base check.PILOT：Continue approach Pacific 119 and we broke out at about 3400 although there are some lower patches to the west, probably at around 2500.TOWER：Pacific 119. Thanks.PILOT：Pacific 119. Runway 15. Clear to land.PILOT：Clear to land, Pacific 119. Just for information, we experienced moderate turbulence down to 1000 feet. And I noticing quite a bit of lightening now out to our rightTOWER：Pacific 119, Thanks.Sec2-2 cabin pressurePilot Curran departures, Pacific 183 passing 1500 climbing 5000.ATC Pacific 183. Curran departures Identified. Cancel SID. Recleared from Point Ruli direct to TAMAR, planned route.Pilot Point Ruli direct to TAMAR, planned route, Pacific 183.ATC Pacific 183, contact center on 118.9.Pilot 118.9, Pacific 183. Thanks.Pilot Curran center. Pacific 183 passing 2500, climbing 5000.ATC Pacific 183, Good day. Climb to amended FL320 due crossing traffic at TAMAR. Expect your planned level after that position. Report approaching 320.Pilot FL320, Wilco, Pacific 183.Pilot Curran center. Pacific 183,we are currently maintaining 7000ft. We have a indication that cabin altitude is fluctuating. We are carrying out appropriate¬¬¬ drills at this time we will advise intention shortly.ATC Pacific 183, Roger. No known traffic in your area.Pilot Center, Pacific 183, it does seem to be a problem with our pressurization, which we can’t resolve. We require 45 minutes fuel jettisoning and return for l anding.ATC Pacific 183, climb and maintain 10000, track directly to BLIGH. Make 2 minutes right-hand holding patterns for fuel dumping. Report when ready to depart the hold for approach.Pilot Track BLIGH, 10000, 2 minutes right-hand holding patterns, wilco, Pacific 183. ATC Pacific 183,Can you just confirm the nature of your problem?Pilot Pacific 183, We will be returning due to uncontrollable pressurization differential.ATC Pacific 183. Request POB, endurance and dangerous cargo. Do you require emergency services on arrival?PILOT W e have 283 POB our endurance is 320 minutes, we have chemical for industrial use in the hold; we require emergency services in attendance. Pacific 183. ATC Pacific 183 copy that.Pilot Pacific 183, fuel jettisoning is now complete. We are ready for the approach. Request onwards clearance.ATC Pacific 183, track direct to RIELOT. Expect ILS approach RW33, descend to 3000 on QNH 1011.Pilot Track to RIELOT, descend to 3000 and QNH 1011. Pacific 183.Sec 2-3 extreme turbulencePilot Center, good morning. Pacific 332 left FL150 on climb to FL240.ATC Pacific 332, center, good morning. Report approaching FL240, possible short delay due opposite direction traffic.Pilot Pacific 332.Pilot Pacific 332 Approaching FL240, negative traffic.ATC Pacific 332, climb to and maintain FL290, the traffic passed to your left and it’s now well cleared.Pilot Climb to and maintain FL290.ATC Pacific 332, to facilitate further climb, turn left 20 degrees, report new heading. Pilot Turning left 20 degrees and report heading over 035, Pacific 332.ATC Pacific 332. Expect further climb in 8 miles.Pilot Pacific 332.ATC Pacific 332 ,climb to and maintain FL350. Advise if you experience any turbulence above FL310. Traffic this morning reported continuous moderateturbulence around that level. But we’ve had no report in the last hour and a half due no traffic above that level. Confirm you have the sigmet that it has been extended until 0400.Pilot Climb and maintain FL350, and we’ll let you know about the RIDE. Affirm we have the Sigmet with extension. Thanks, Pacific 332.Pilot Center. Pacific 332 just passing FL350 and starting to get in some chops here. We’ll let you know if we climb out of it.ATC Pacific 332, thanks.Pilot PanPan--PanPan—PanPan Pacific 332 is experiencing extreme severe turbulence passing FL345, and unable to maintain altitude. We’re currentlydescending and reducing to turbulence penetration speed.ATC Pacific 332, Roger pan. Traffic is a Cessna citation crossing right to left, currently on climb beneath you. You should cross in about 35 miles. Advise the level you wish to descend to.Pilot FL280 would be acceptable for now, Pacific 332.ATC Pacific 332, descend and maintain FL280. Disregard the traffic, the citation is currently maintaining FL250Pilot Pacific 332. We require an immediate return to Curran for landing. We are unable to deploy our speed brake at this time and we suspect possible structural damage.ATC Pacific 332, Roger. turn left or right as required. Track direct to TAMAR. I would advise further track shortening and the runway shortly.Pilot Maintain FL280, direct to TAMAR, and we’ll make a left, correction, right turn, Pacific 332.Pilot Pacific 332 request further descent.ATC Pacific 332, descend to FL260. You are just passing the citation now. Do you require any medical assistance?Pilot Descend to FL260. And I believe we have 3 injured crewmembers and nil passenger’s injured. Request priority approach and we’ll be requesting ambulance s on arrival at the gate. We’re also just passing that second request to the company. Pacific 332.ATC Pacific 332, copy the injury and request. You are for RW26L, turn left heading 190, and when able, you’ll re-clear direct to a 5 mile Final, expect visual approach. Pilot Thanks. Left heading 190, then direct to a 5 mile Final, RW26L, Pacific 332.ATC Pacific 332,descend to 9000, QNH 1031, cancel speed restriction below 10000. Pilot Descend to 9000 on QNH 1031, cancel speed restriction below 10000, Pacific 332.ATC Pacific 332, contact approach on 125.8.Pilot Contact approach on 125.8, Pacific 332 thank you for your assistance.Sec 2-4: Unidentified aircraftCurran Departures Oceanic 242 passing 900, maintaining runway heading climbing 5000.Oceanic 242 Curran Departures, identified. cancel SID, turn right heading 070 degrees, climb to 9000 feet.Cancel SID, turn right heading 070, climb to 9000, Oceanic 242.Oceanic 242, traffic an unidentified unverified aircraft in your 1 o’clock position at 5 miles, 7000 tracking northeast. The aircraft is fast moving and possibly a military aircraft, and we are unable to communicate with the aircraft.Roger, we do not have that aircraft on TCAS, Oceanic 242. Could you confirm that unidentified aircraft will not be in conflict with us and if they are parallel to our track. Oceanic 242, the aircraft is currently parallel to your track, and being about 1 mile. You are closing on that aircraft if possible could you sight and identify the aircraft? Wilco, we are no w maintaining 6000, and in and out cloud. I’m not sure we will be able to sight the aircraft, Oceanic 242.Curran Departure we still can not see the aircraft due to the scattered cloud, and can you give us it’s present position? Oceanic 242.Oceanic 242, roger. The aircraft is now in your 3 o’clock position and 2 miles, it appears to be descending and is turning to the left. For separation with that aircraft turn left heading 330 degrees.Left heading 330 degrees, Oceanic 242.Our chart indicates that lowest safe altitude on our current heading is 6400 feet, request climb, Oceanic 242.Oceanic 242, the unidentified aircraft is now level at 6500. It is currently heading 330 degrees and appears to be paralleling your track to the right at about 1 mile. Have you got the aircraft in sight?Affirm. It appears to be some type of old-military jet it looks like it could be no longer in service and perhaps privately owned.Oceanic 242, confirm you are able to maintain visual with that aircraft?Affirm, the cloud has dissipated and is now only one octa. Oceanic 242.Oceanic 242, climb to 8000 feet, visual, maintain own separation with the unidentified aircraft.On to 8000 visual, maintain own separation, leaving 3000 feet, Oceanic 242.Oceanic 242, can you describe the unidentified aircraft?The aircraft is an single engine military jet it is painted in camouflage color ,it seems to be grey color, Oceanic 242.Oceanic 242, roger. That aircraft is now climbing and appears to be closing on your aircraft.Affirm, the aircraft is now abeam up to our right and about 500 meters away, Oceanic 242.Oceanic 242, can you give us details about the seating configuration?The seating is tandem, and the aircraft have a mid wing and tail plane, Oceanic 242. Oceanic 242.Oceanic 242, the unidentified aircraft’s transponder has been turned off. And I can no longer see the aircraft on radar, confirm you still have the aircraft in sight.Affirm, the aircraft is now maneuver to our left side and have abeam us by about 200 meters he is maintaining our speed and heading. We are maintaining 8000 feet, Oceanic 242.Oceanic 242, roger, thanks.。
ICAO四级资料 4
模拟题7Part one: Listen to the main idea1. P: ground, your instruction regarding to A5 goes against the latest NOTAMC: Oh…yes A5 is under maintenance use taxiway A6 instead.Q: what does the pilot mean? AA. Taxi instruction is not rightB. The pilot wants taxiway A5C. The pilot asked the latest NOTAMSD. Taxi instruction is right with NOTAMS2. C: CES5213 Wuhan tower, caution wake turbulence from arriving B747P: Roger,CES5213Q:what does the controller warn the pilot about? CA. TurbulenceB. TrafficC. V ortexD. Wind-shear3. P: Control, CSN 3342, just pass HBU,2000 climbing, request expedite to 5400meters.C: CSN 3342,negative, climb 4800meters, I can give you a higher altitude after LKO.Q: What the altitude did the controller clear the pilot to? CA. 2000mB. 3600mC. 4800mD. 5400m4. C: AFR188,continue approach ,traffic departing in one ahead to land, report on 4 miles final.P: Wilco,AFR188.Q:what does the controller's message mean? CA. The aircraft is number one to landB. The aircraft can not continue to approachC. The aircraft continues the approachD. The aircraft should report the traffic ahead5. This is Beijing at the time 2000, information H, wind 280 8 knots, CA VOK, temperature 22, QNH 1008, runway in use 18R, expect 3F departure, caution flock of birds on airfield, initial contact you have information H.Q: What’s name of the SID? DA. 3VB. 7FC. 4CD. 3F6—8C: CSN5321, continue to descend to 3300 meters, QNH 1002.P: continue down to 3300 meters on QNH 1002, CES 5321,C: CES 5321 hold over ZF due to traffic.P: hold over ZF, CES5321, request holding instructions.C: CES 5321, hold 10 km, on 120 radial JKI VOR, inbound track 090, maintain 3300 meters, left hand pattern, outbound time 1 minute.Q6 : What is the holding fix? BA. 10km radial JKL VORB. 10km 120 radial JKI VORC. 10km 120 radial IJK VORD. 10km 210 radial KIJVORQ7 : What is the first maneuver of CES5321? AA. DescentB. Report positionC. HoldD. Inbound to fixQ 8: What is the inbound track? BA. Left hand patternB. 090C. 120D. 3009—11P: Wuhan approach, CCA4106, 2100 meters maintaining.C: CCA4106, maintain 2100 meters due to opposite traffic.P: Roger maintaining 2100 meters, CCA4106.P:Wuhan approach, AFR 188 cabin fire, request priority landing at Wuhan international airport.C: AFR188, continue present heading, break, break, CCA4106, turn right heading 360 to avoid emergency traffic,P: Continue present heading, AFR188,P: Right heading 360,roger CCA 4106,C: AFR 188, can you maintain altitude,P: Affirmative, AFR 188.C: AFR188 maintain 2400 meters, break, how much souls on board and how much fuel on board?P: Oh we have 124 passengers, and 7 crew members, AFR 188.C:AFR 188 after AD, clear direct to intercept localizer. ILS 36L. descend at your own discretions, you are number one.Q9 : Why are CCA 4106 requested to maintain 2100 meters? DA. Due separationB. Due distress trafficC. For ILS approachD. Due conflicting trafficQ10 : What is the reason for AFR 188 priority landing? AA. Fire in the cabinB. Fire in the cockpitC. Something breaksD. Passenger heart attackQ11 : How many people are there on board? CA. 188B. 124C. 131D. 10612--15P: Wuhan approach DAL 303, request down to 900 meters.C: DAL 303 descend and maintain 900 meters, turn left 250, report over HG.P: descend and maintain 900 meters, turn left 250, report over HG, DAL 303.P: CCA 101, 4500 maintaining, estimated HG 05, information F,C: CCA 101 descent to 2700 meters, expect ILS approach, runway 36R.P: WUHAN, verify altitude in your message, CCA101.C: CCA 101 descent to 2700 meters.P: Roger, descent to 2700 A 101, thank you.P: DAL 303 over HG.C: DAL 303, clear to ILS approach, runway 36L.P: 36L DAL 303.P: Mayday, mayday, mayday, DAL303, landing gear can not be extended. We would try manual extensions, request instructions.C: DAL 303, roger mayday, turn right heading 340, maintain present altitude to FD, standard pattern. right heading 340, maintain present altitude to FD, standard pattern.P: roger DAL303.C: CCA 101 maintain present heading, and hold over HG, standard pattern, call you back.P: Hold at HG, roger CCA 101.Q12 : What is the landing runway for DAL 303? AA. 36LB. 36RC. 03LD. 03RQ13 : What happen to DAL 303? BA. Landing gear cannot be retractedB. Landing gear cannot be extendedC. Manual extension is not functioningD. Expecting hold instructionsQ14 : What does the controller tell the crew of CCA 101 to do? BA. To try the manual extension procedures.B. To hold at HG.C. To hold at FD.D. To wait for the further instructions.Q15 : What does CCA 101 have to do? AA. Have to hold before approachB. Continue the approachC. Manual extension problemD. Landing gear problemPart 2 RetellOne day, electricity generator broke down at the airport; electric lines went out all over the airport. Machines stop working, computers failed. There was no video; no TV the situation was very serious. The loss of power caused the airport company tens of thousands of dollars. The technicians work nonstop for hours try to get the generator to start again, nothing happened. The generator had fault that no one understood. In despair, the manager of the electric company of the airport sent for a world famous expert on generators. A few hours later, the expert flew to the town by a private helicopter, he went to the airport and walked around the generator, inspected it carefully, then he took a hammer out of his pocket, and hit part of the generator with it, immediately, it started work again. The generator expert gave the bill to the manager of electric company of the airport, it read, for restarting one generator 5000 dollors. The manager was very angry and jump from the chair, 5000 dollors, he explained, for hitting the generator with the hammer. It is too much money for it. I refuse to pay it. The expert took the bill back and changed it slightly, now it read, for hitting one generator 5dollors, for knowing where to ht it 4995dollors.Part 4 Oral Interactive simulation test。
管制员icao4评分标准
管制员icao4评分标准
评分标准可能会根据不同的评估指标和要求而有所变化，但以下
是一般情况下用于评估管制员（ICAO Level 4）能力的一些常见标准：
1. 沟通能力：包括清晰、准确、流利地使用本国语言和英语进
行语音和书面沟通，以及有效地进行无线电通信。
2. 情况感知和决策能力：能够快速、准确地识别和分析空中交通情况，并根据情况作出适当的决策。
3. 问题解决能力：能够在紧急情况下保持冷静，快速并有效地解决问题，并采取适当的措施来降低和管理风险。
4. 空中交通服务：能够按照标准程序提供安全、高效的空中交通服务，包括着陆和起飞指挥、高度和航向指导等。
5. 管制设备操作：能够熟练、准确地操作各种管制设备和系统，如雷达、通信系统等。
6. 安全意识：具备良好的安全意识，能够识别潜在风险，采取适当的
措施来保持和提高空中交通安全。
7. 团队合作和协调能力：能够与其他管制员和相关人员紧密合作，协
调各项工作，并及时共享信息。
8. 专业知识和技术能力：具备扎实的专业知识和技术能力，包括空中
交通规则、空中导航、飞行程序等方面的知识。
需要注意的是，上述评分标准只是一种常见的参考，具体的评分
标准可能会因评估项目的要求和实际情况而有所不同。
ICAO英语四级资料：OPIupdated4-26
主题：A TIS、PREFLIGHT PREPARATION、CHECKLIST1.Could you tell me something about ATIS?ATIS stands for automatic terminal information service. It is updated at least once an hour, and in alphabetic sequence, such as A\B\C. If the weather changes in airport, it is updated more often.2.What information is included?It includes very useful information, such as visibility, wind, dew point, temperature, runway in use, and so on.3.When and where do you need to copy\listen to ATIS?We usually listen to ATIS before takeoff and approach.4.Do you think ATIS is useful？Yes, it is very useful, especially for takeoff and landing. For example, if the wind is strong, we need to make some correction(修正) to control the aircraft. And the pilot can copy information changes in time（及时地）, such as runway change\information and visibility.5.If you fly next day, will you make preparation today?Yes, I will. Good preparation is always necessary. In our company, if I fly next day, I will log in company’s FLIGHT PREPARATION NET PAGE. We call it on line preparation.During the preparation, we need to know flight schedule, crew members, NOTAM, weather conditions, alternate airport and so on.Before each flight, each crew member needs to have\complete a brief test on the net. There are 10 questions about regulations and flight rules. It usually takes me at least 30 minutes to prepare on line.6.What do you do during pre-flight preparation?The pre-flight preparation includes ground check and cockpit check. Usually we call ground check as walk around. Walk around starts from the left forward cabin door, and check the aircraft external(外部) in clockwise direction.In cockpit check, we confirm that both normal and emergency equipment are available. Updated flight documents are ready. Then we do everything for the flight, such as refueling, entering flight route data into FMC (flight management computer).7.What are your procedures for pre-flight preparation?Well, I can’t remember it very clearly. We just follow the normal checklist to do it. As far as I can remember,Walk around starts from the left forward cabin door, and check the aircraft external(外部) in clockwise direction. The preparation in the cockpit procedures are as following: instrument tests, signal light tests, warning system tests, weather radar test. In a word, we do all the procedures according to(根据) the SOP.8.Could you tell me something about normal checklist? What information is included?To my opinion, normal checklist is the standard procedures for normal operation(运行). It is used in every phases(stages) of the normal flight.Normal checklist includes pre-flight checklist, taxi checklist, before and after takeoff checklist, descent and approach checklist, before landing checklist and so on.9.How do the flight crewmembers cooperate with each other to carry out\do\execute thechecklist procedure?Generally speaking, the PNF read and do the checklist procedure while the PF confirm\monitor10.What is the purpose(目的) of QRH?QRH stands for quick reference handbook. It contains normal checklist and abnormal checklist. The normal checklist is used in normal situation and abnormal checklist is used in non-normal situation, such as engine failure or system malfunction.The main purpose of QRH is to remind（提醒）pilot relevant（相关的）procedures and thus reduce human errors, increase efficiency（效率）. It is very convenient for pilots and saves lots of time. I think it helps to reduce pilot’s workload.11.What circumstance can cause structural damage?There are many circumstance can cause structural damage, such as bird strike, FOD, lightning strike, explosion.12.What part of the aircraft is damaged?13.What preparations should the crew make before emergency evacuation?Communicate with ATC and flight attendants to prepare the evacuation.Request weather information and emergency equipment.The crew also need to consider :●Landing position, that is on the ground or ditching.●Direction for evacuation.●review relevant proceduresTraffic volume交通流量新题2 主题：RVSM和SIMULATOR TRAINING1.What type of aircraft do you like to fly?2.What routes do you usually fly?3.Do you prefer certain route? Why?4.Why do you think some routes are too busy?5.What’s your suggestion to increase traffic flow?I think RVSM is a good way to increase traffic flow. And new routes should be opened. Improve（提高、增加）the navigation level and minimize(最小化) the aircraft spacing.6.What can you tell me about RVSM?RVSM stands for reduced vertical separation minimum. It increases traffic flow by increasing the airspace. It is widely（广泛地）applied(应用) in the world to increase traffic flow.7.Have you received any special RVSM training?Yes, I have. It was 5 years ago. We had RVSM training by lectures(上课)and simulator training. The training introduced(介绍) the basic theory(基本理论) of RVSM and special operational requirements. For example, if aircraft needs to change cruising level in RVSM route, the maximum climb and descent rate should not be more than 1000 feet/per minute.8.Tell me about your last simulator training?I did my last simulator training last month. It was a LOFT (line oriented flight training) training from Beijing to Shanghai.During the flight, we reviewed procedures of one engine failure and some system problems.9.What is the most difficult situation that you have been trained for in the simulator?To my opinion, cabin depressurization is the most difficult situation for me. I have to take many actions to deal with this problem. But all this actions should be done in quite short time, namely5 seconds. There is no time at all for us to check any checklist. All of the procedures should be done by memory.10.What did you practice in your last emergency evacuation training?In my training, we practiced emergency evacuation because of right engine fire. We set brakes, shut down the engine, initiated the evacuation from the left cabin door.[During 2 days’ training, we practiced how to use extinguisher, and how to open cabin door and deploy the slide in emergency situation. During the evacuation, I was asked to look for a child left in the cabin. I remember it was very dark, but finally I found him at the corner of the aft/rear cabin.]新题3 主题：EMERGENCY EQUIPMENT、TCAS1.What emergency equipment do you have in the cockpit?Oxygen mask\escape rope\axe\flashlight \fire extinguisher\smoke goggles2.Under what circumstances would you use the oxygen mask in flight?There are some circumstances that I need to use oxygen mask in flight. Cabin depressurization is one case. And if there is smoke or fire in the cabin or cockpit, it is also necessary to put on the oxygen mask.3.In case of in flight emergency, when would you call Mayday? When would you call Pan?What are the differences?Mayday is distress call. That means something happened that endanger the safety of the passengers and aircraft. It is used in engine fire, or other serious situations.Pan is an urgency call. That means some urgent thing happened but it has not endangered the safety of the passengers and aircraft. It is used in engine failure, system malfunctions, medical emergency and so on.In a word, Mayday is more serious than Pan Pan.4.Have you ever encountered abnormal situation during your flight?5.During a flight, when is it necessary for you to make an emergency descent?There is only one situation for emergency descent: that is rapid depressurization.6.Do you know anything about TCAS?Sure, I do. TCAS provides the speed, trend and direction, position of the conflicting traffic to the crew. In case of RA, it also provides the guidance for aircraft movement.7.What TCAS refer to?TCAS refers to Traffic collision？alert system.8.What is the use of TCAS?TCAS is a very useful tool to prevent/avoid traffic collision in the air. As I said, TCAS indicates the speed, trend and direction, position of the conflicting traffic on PFD. In case of RA, it also guides the aircraft to avoid any conflict.9.Is your aircraft equipped with TCAS? If yes, tell me how TCAS works?Yes, every modern aircraft is equipped with TCAS. It is actually a transmitter and receiver. In case of conflicting traffic, it gives alert to the crew. There is a switch in the cockpit. On the ground, the switch is in STANDBY position. In the air, it is in TA/RA position.TCAS is divided(classified) into TA and RA. TA is traffic alert. It indicates the conflicting traffic’s speed, position, direction and movement trend on PFD. It is displayed as white diamond and amber circle.RA is resolution alert. It not only displays all those information, but also provides guidance to help aircraft avoid conflicting traffic. So pilot follows the red guidance on PFD to make TCAS climb or descent.10.Have you ever encountered any TCAS alert?Yes, I have. I remembered it was in last October when I flew from Beijing to Guangzhou. During cruise, TA was displayed on my PFD. It showed another aircraft was approaching our aircraft. We reported this to A TC and kept monitoring the conflicting traffic. After 1 minute, that aircraft disappeared (cleared) from our PFD.。
ICAO英语四级资料：INTERVIEW 答案整理版
图片一–WAKE TURBULENCEThese questions are check if pilot familiar with the wake turbulence avoidance1.What does the top picture show?答案1：From zhe picture,I kan see a two engine aircraft is takeing off now.After rotation piont,it produces zhe wake turbulence.zhe distance between is less than 760m.答案2：(This picture shows two parallel runways. The distance between the centerline of the two runways is less than 760m. A four engine aircraft has just taken off from one of the runway. It has produced strong wake turbulence during takeoff. There is a rotation point on this runway.)2.When does the wake turbulence pose the most danger to small aircraft?答案1：When the small aircrafts takeoff or land behind zhe big aircrafts, it poses most danger to small aircraft.（When the aircraft has just rotated during takeoff, it poses most danger to small aircraft.）3.Do large aircraft produce more wake turbulence than small aircraft? Why?答案1：Yes, because if zhe aircraft has more takeoff weight,it will produce more wake turbulence.答案2：（Yes, because large aircraft has larger wing span, higher takeoff weight, and higher takeoff speed, it can produce more wake turbulence than small aircraft.）4.In what circumstance(情况) do you need to avoid wake turbulence? What doyou do?答案1：When I takeoff or land behind zhe heavy aircraft,I need to avoid zhe wake turbulence.Normally, I will keep zhe safey separation with the heavy aircraft .but if zhe separation is belw zhe minimum.I will hold.答案2：（I need to avoid wake turbulence in many circumstances, especially when there is a heavy aircraft taking off before me. During cruise and landing, I also need to avoid wake turbulence if there are heavy aircraft nearby.Normally, I will keep 2 minutes time separation with the previous aircraft during takeoff operation, but if ATC ask me to takeoff immediately, I will rotate before the rotation point of the previous aircraft, and during initial climb, my climb profile should be above the profile of previous aircraft. During cruise and landing I must keep enough distance from other aircraft.）5.What are the criteria for the “heavy”call sign designation, except for theB757?If the take off weight is higher than 130 tons, the aircraft is heavy aircraft. These following questions are to see if the pilots can explain how to avoid waketurbulence1.You are in an A320, on an ILS approach 15 miles out, wind calm, establishedglide path and localizer, following a B757. What is the safe/minimum distance between you and the B757? Why?The safe distance between B757 and me is 5 miles, because this distance will allow me to avoid the wake turbulence produced by B757.2.If the tower tells you that the distance between you and the B757 is 4 miles, whataction would you take? Assume you are already at the minimum approach speed?Please explainNormally I will reduce my speed. If I am already at the minimum approach speed, I will make a maneuver to increase the distance between us.3.You are in a B737 taking the active runway after the tower has cleared a B747 fora takeoff on the same runway in front of you. The wind is from you left at 6 knots.What would you do? Why?答案1：I will wait 1.5 minutes then I can takeoff.because If zhe cross wind is more than 6 knots.zhe minimum separation time is 1.5minuts.答案2：（Normally I will keep 2 minutes time separation with the B747. If the runway is a busy runway and I must take off immediately, I will rotate before the rotation point of B747 and stay on the left of its track to avoid the wake turbulence.）4.Assuming(假设) you were at a busy airport, while you are entering that runway,the tower clears you for an IMMIDIATE takeoff on that runway, a Saab 340. Youhave notice the B747 in front of you lift off at about 8000 feet down the runway.Now the tower clears you for a takeoff and you know your aircraft requires a 2500 feet take off distance. What should you do? Why?I will take off immediately. Because my rotation point is well before the rotation point of the B747, I won't encounter the wake turbulence.5.You are in a B757 taking off behind a B747, both have a heavy call signdesignation. What precaution would you take, if any, following the B747 ahead of you? Please explain why?As a precaution, I will take off 2 minutes after the B747 has taken off, because I need to wait for the wake turbulence caused by the B747 to dissipate.图片二4 PICTURES.Have you ever encountered severe weather during a flight?Yes, I have encountered huge areas of CBs in one of my flight. If I want to go round it, I have to fly a very long distance. So I decided to cross it through a narrow slot between the CBs. I experienced severe turbulence and icing conditions when I fly through these CBs, but luckily I was not stricken by the lightning.\Fortunately, I have never encountered any severe weather in the real flight. Have you ever encountered an in-flight emergency?Yes, I have encountered engine failure in the cruise during one of my flight. I notified ATC about this situation and request descend to lower level while we were doing the checklist. After I checked the engine had no damage I tried the in flight restart. But it was not successful. At last I asked the ATC to divert to the nearest suitable airport. We make a safe landing finally.\I have never encountered any in-flight emergency. But my colleague has. One time when he flew from Wuhan to Beijing, during the taxiing, he heard the APU fire warning. He reported the situation to the ATC immediately, completed the memoryitems and made the emergency evacuation. Only one passenger was injured during the evacuation. But after the investigation, the fire warning was proved to be the false signal!Does your company have any recommendations to select a suitable airport? Do you have any procedures to follow during an emergency?Absolutely. Before each flight, out dispatchers have already calculated the best alternate airport according to the weather condition and the aircraft performance.Of course. We have the QRH and SOP on board the aircraft. During the emergency, we must strictly follow these procedures and the regulations of CAAC. Do you consider potential divert airport before each departure?Certainly, I will consider the divert airport before each flight especially when the weather in the landing airport or departure airport is marginal.Have you ever had to divert? When? Where? What were the reasons? What specifics lead to a diversion?I have diverted to the alternate many times. For example, this year when I flew from qingdao to wuhan, the ATC reported the visibility of Wuhan airport was greatly below the minimum. I diverted to Changsha airport and stayed overnight there.Who do you need to contact when you need to divert?First, I need to contact ATC and tell him which airport I want to divert to. Then, I will notify our company of the diversion and ask them to contact the diversion airport to make preparation.What are the some considerations in making a decision to divert?I will consider the fuel on board, the weather conditions, runway length and otherairport facilities in the diversion airport,Do you review emergency procedures during simulator training?Yes, that’s the most important part of the simulator training. We practice almost all the emergency situations in the simulator, especially some important emergencies such as engine failure, engine fire, emergency descent, wind shear, emergency evacuation and so on.Do procedures change according to aircraft type and local environment?Yes, of course. For example, the single engine returning to land procedure is different between the complex airport and general airport.Choose one emergency situation and describe it. Explain some of the checklist procedures.Picture 2: this picture shows that the aircraft suffered engine fire during rotation. In this situation, I will continue to takeoff . After I reach 400 feet, I will declare emergency to the ATC and carry out the engine fire memory items. Then I will complete the checklist. After that, I will make a short circuit and return back for emergency landing. If I cannot extinguish the fire, I will ask for emergency services and notify the cabin crew to prepare for emergency evacuation after landing.What are some of the communication requirements during an emergency?First, I must declare emergency to the ATC, in case emergency, I should say PAN PAN, PAN PAN,PAN PAN. In case of distress, I should say MAYDAY, MAYDAY, MAYDAY. And all the transmission should be brief and clear.Have you ever been in a real emergency? Do you know anyone that has been in an emergency?For a long haul international flight, at a maximum take-off weight, just after becoming airborne, smoke comes from the cabin. What action would you take?First I will report the situation to the ATC and request return for landing. I willask to make a holding pattern in the vicinity of the airport to complete the cabin smoke checklist and the fuel jettison procedure. After the fuel jettison is completed, if the smoke is under control, we will land as soon as possible. If the smoke is not under control, even threatens the passenger’s life, I will make a emergency landing and emergency evacuationWhat factors influence(影响) your decision?Many factors will influence my decision, such as the safety of the passengers, the aircraft performance, the nature of the emergency, dangerous cargo on board and so on.Immediately after take off, in a twin engine aircraft, one engine fails, what action would you take? What are the procedures?What about an engine fire? What should you do? Can you explain the procedure? After becoming airborne, what procedures do you follow? What would you do if the landing gear cannot be retracted?I will report to the ATC and follow the landing gear unretractable checklist. Then request return for landing.图片三SHUTLEBUS STRIKE1.Where did you have your initial training?My initial training is in Luoyang.2.Can you describe your memory of your first flight?In my memory,my first flight is very excited and happy. My flight instructor took me to zhe airspace,asked me practise climbing decending and turning.3.Can you describe your flight instructor?My flight instructor is a elder instructor.he is a flight expert.he is very agreeable and respectable. He is very friendly to us.I learned much from him.4.What impress you most in your flight training?In my flight training, zhe thing that impress me most is zhe first flight.5.What do you think is the most difficult part in your flight training? How doyou cope with it?I think zhe most difficult part in my flight training is landing.At zhe beginning,on zhe short final ,I always stared on only one thing and lost zhe others.My flight instructortold me that I should check speed,heading,altitude,position to zhe runway frequently.with more practice ,I can have a good langing.6.What do you think of CRM in a cockpit?CRM stands for crew resouce management.In zhe past 10 years,many accident or unsafety envents are caused by human factor.So we should understand zhe CRM.In my actual flight,I think zhe good CRM is that zhe caption can manage zhe crew numbers and aircraft`s equipments reasonablely.Good CRM can reduce workload and prevent human errors.7.How should pilots cooperate with ATC to ensure the flight safety?I think firstly zhe pilots should follow ATC clearance or instructions strictly.because you know, some incidents or unsafety events result from misunderstanding of controller`s instructions.secondly, if we have some emergenry situation ,we should inform ATC our situation immediately and requst as much assistance as possiable.So good communications between pilots and controllers is very important for our flight safety.8.What’s the most important thing to cope with an unusual event?特情**1.What are the most important things in dealing with an unusual event?你认为处理非正常事件最重要的是什麽啊？Firstly,pilots should keep calm, 第一，飞行员应该冷静，maintain the configuration of the aircraft保持飞机姿态。
ICAO英语四级面试内容(2021整理)
1.Tell me something about yourself.My name isXXXXX. I come from Beijing .2.Tell me something about your hometown.My hometown is Beijing . It’s a modern and big city. Have you been there？Welcome to Beijing! You can go to the Great wall, Summer palace, Tian an men square(this is biggest square of world) and Forbidden City. You can go shopping in WangFuJing Street and Qian men Road. Also there are a lot of famous universities, such as Peking university, Qing hua university and Beijing Foreign Language university and so on. There is only one international airport in BeiJing, Capital Airport . There are 3 runways in the Airport now. and there will be five runways in the future. There are some large terminal buildings. BeiJing will become the aviation center in the world.It is a big event in china.Olympic Games will be held in August this year. Chinese are very happy then I should work very hard.many people want to go to china to see the Olympic games ,they should come here by air ,so it is a big chance for the china civil aviation.3.What’s the weather like thereNo, I don’t like it.in spring there are sandstorms, in winter it is too cold and strong wind ,in summer it is very hot ,autumn is just ok .4.Which company do you work forAir China.5.How long have you been working thereI have been working there for 20 years.6.How many hours have you flownI have flown about 17,000 hours.7.What are advantages of being a pilotI think the job is well-paid. It is very challenging. I can visit many places. So I enjoy my job very much.8.If you didn’t become a pilot, what job would you be doing now WhyI want to be a doctor，because my mother is a doctor ,she wants me to be a doctor. we can service the patients and save the sick9.What kind of aircraft do you flyI fly B747-400。
ICAO重点之4.特情
《企业会计准则第24号——套期会计》应用指南（2018）一、总体要求《企业会计准则第24号——套期会计》（以下简称本准则）对开展套期业务的企业选择运用套期会计时的会计处理进行了规范。
企业符合运用套期会计的条件且选择运用套期会计的，应当按照本准则的要求进行会计处理，并且应当按照《企业会计准则第37号——金融工具列报》中有关套期会计披露的要求进行信息披露。
企业在经营活动中会面临各类风险，其中涉及外汇风险、利率风险、价格风险、信用风险等。
对于此类风险敞口，企业可能会选择通过利用金融工具产生反向的风险敞口（即开展套期业务）来进行风险管理活动。
套期会计的目标是在财务报告中反映企业采用金融工具管理因特定风险引起的风险敞口的风险管理活动的影响。
企业应当按照本准则的要求，将套期分为公允价值套期、现金流量套期和境外经营净投资套期，分别进行会计处理。
企业应当按照本准则规定进行套期关系的评估。
适用套期关系再平衡的，企业应当进行套期关系再平衡，通过调整套期关系的套期比率，使其重新满足套期有效性要求，从而延续套期关系。
企业一旦正式指定套期关系并选择应用套期会计的，只能在企业不再符合本准则规定的特定条件时终止应用套期会计，不得自行终止应用套期会计。
本准则同时提供了套期会计的一种替代方法，即企业可以将符合条件的某项面临信用风险的金融工具的整体或部分指定为以公允价值计量且其变动计入当期损益的金融工具，以减少与作为套期工具的信用衍生工具之间会计计量的不匹配，使两者公允价值变动形成自然对冲，从而便于企业管理信用风险，减少损益波动。
二、关于应设置的会计科目和主要账务处理企业按照本准则规定进行会计处理，一般需要设置以下科目：（一）“套期工具”科目1.本科目核算企业开展套期业务（包括公允价值套期、现金流量套期和境外经营净投资套期）的套期工具及其公允价值变动形成的资产或负债。
2.本科目可按套期工具类别或套期关系进行明细核算。
3.主要账务处理。
ICAO英语四级资料：面试
图片描述A time bomb made of dynamitesticksOne object looks like a timebomb composed of a bundle ofdynamite sticks and a timerconnected by electric wiresIt looks like a road barrierwhich is made of a metalrack. The horizontal bar ofthe rack is painted withorange and white diagonalstripes. On top of the rack,there is a yellow flash light tothe right.Section 2 中的特殊情况1. 滑行道上有碎片或残片，例如debris[debri:]，飞行员需要与ATC联系清除滑行道上的残片。
滑跑过程中，出现滑油压力低（oil pressure low)，需要中断起飞。
需要关车并滑回停机坪检修。
飞行员需根据情况与塔台联系，要求机务检查。
并且需要下客，更换飞机。
During taxing, I found some debris on the surface of the taxiway. It looked like pieces of a tire and some wreckage of aircraft or vehicle. We reported the event to ATC. We continued taxi to the runway after the taxiway was cleared. We were cleared for take-off, suddenly a caution message “R ENG OIL PRESS”popped out during takeoff roll, we rejected the take-off immediately. We stopped on the runway, and shut down the engine afterwards. We contacted ATC for taxiing back to the ramp and got the aircraft checked by the maintenance. That is all I can remember.2. 飞机客舱门（cabin door seal problem）失密，有噪声(whistling noise)、我们联系了公司运控(operations).接着左前客舱门会飞掉 be blown out, cabin door debris was sucked into one engine and caused the engine damage,机长关停了受损发动机.然后会出现紧急失压（cabin rapid depressurization ），飞行员联系CENTER申请紧急下降(request emergency descent and landing)，require emergency service on arrival. Ambulance and fire truck。
ICAO4特请词汇
根据国际民航组织（ICAO）统计，全球各种飞行事故或事故征候的主要原因中，约70%与通话不畅通有关，特别是特殊情况下的无线电通话。
为此ICAO 颁发了《ICAO语言熟练要求执行手册》（DOC9835/AN453），并在附件1、2、6、11等有关条款中要求从事国际运行的飞行员与管制员达到相应的英语语言标准。
根据有关资料，本人整理了跟特情有关的词汇，我们争取不只是通过四级考试，更要关键时刻听得懂、用得上！这才是我们真正的目标。
一、爆炸物威胁anonymous call 匿名电话emergency evacuation 紧急撤离escape chute (emergency slides) 逃生滑梯the bomb disposal squad 拆弹人员explode 爆炸flame 火焰、燃烧explosion 爆炸物hand grenade 手榴弹threaten 威胁terrorist 恐怖分子hostage 人质compromise 妥协forced landing 迫降burst 爆胎bank the aircraft 倾斜（压坡度）stall 失速jetway 廊桥（美）air bridge/loading bridge 廊桥（英）passenger gate 登机口terminal 候机楼ground handling 地勤conveyor 输送带servicing truck 地面特种车辆airport passenger bus/ferry 摆渡车shuttle bus 摆渡车tug/towing tractor 拖车tow bar 拖把ground power unit 地面电源车air steps 机载客梯fire engine 消防车ambulance 救护车crash tender 事故处理车wheelbarrow 独轮手推车security van 保安运货车ice-melter 除冰车coach 大客车refueller 加油车hydrant dispenser 管线加油车terrorism attack 恐怖袭击二、操纵系统故障flight control system 飞行操纵系统control system inoperative 操纵系统故障system jammed 系统卡阻crank 曲柄（摇把）thrust reverser 反推，反喷装置manual controls 人工操纵系统handles 操纵手柄switch 开关stick /column 驾驶杆/驾驶盘the elevator controls 升降舵操纵系统the autopilot controls 自动驾驶操纵系统rudder 方向舵elevator 升降舵boosted control 助力系统knobs 按钮或旋钮smooth 平稳the control surface 操纵面aileron 副翼slat 缝翼flap 襟翼spoiler 扰流板a flapless landing 无襟翼落地flap setting 襟翼位置选定（放形态）the full flaps position 全襟翼位置（）retract the flaps 收襟翼（收形态）brakes are unreliable 刹车不可靠the control stand 操纵台the pedestal panel 中央操纵台the rudder bar 方向舵连杆the flap controls 仅以操纵系统steering wheel 转向方向盘（前轮）airbrakes 减速板flap angle 襟翼角度pitch trim 俯仰配平glare shield panel 防眩板autothrottle system 自动油门系统autothrust system 自动推力系统（注意两者区别哟！）bank 坡度倾斜turn 旋转转弯climb 爬升dive 下沉pressure sensor 压力传感器accelerometer 加速度计trim indicator 配平指示器shed 脱落instrument landing system 仪表着陆系统microwave landing system 微波着陆系统trousers 整流罩Port——starboard 左——右三、电力系统故障electric failure 供电失效DC generator 直流发电机AC generator 交流发电机APU 辅助电源装置wire 电线circuit breaker 跳开关tripped circuit breaker 自动跳开关loose connection 接触不良the battery is down/flat 电瓶电力不足power supply 电源reset 复位power failure shortly 瞬时断电voltmeter 电压表fuse 保险丝blown out fuse 触断保险丝lead 连线；引线、铅。
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模拟题7Part one: Listen to the main idea1. P: ground, your instruction regarding to A5 goes against the latest NOTAMC: Oh…yes A5 is under maintenance use taxiway A6 instead.Q: what does the pilot mean? AA. Taxi instruction is not rightB. The pilot wants taxiway A5C. The pilot asked the latest NOTAMSD. Taxi instruction is right with NOTAMS2. C: CES5213 Wuhan tower, caution wake turbulence from arriving B747P: Roger,CES5213Q:what does the controller warn the pilot about? CA. TurbulenceB. TrafficC. V ortexD. Wind-shear3. P: Control, CSN 3342, just pass HBU,2000 climbing, request expedite to 5400meters.C: CSN 3342,negative, climb 4800meters, I can give you a higher altitude after LKO.Q: What the altitude did the controller clear the pilot to? CA. 2000mB. 3600mC. 4800mD. 5400m4. C: AFR188,continue approach ,traffic departing in one ahead to land, report on 4 miles final.P: Wilco,AFR188.Q:what does the controller's message mean? CA. The aircraft is number one to landB. The aircraft can not continue to approachC. The aircraft continues the approachD. The aircraft should report the traffic ahead5. This is Beijing at the time 2000, information H, wind 280 8 knots, CA VOK, temperature 22, QNH 1008, runway in use 18R, expect 3F departure, caution flock of birds on airfield, initial contact you have information H.Q: What’s name of the SID? DA. 3VB. 7FC. 4CD. 3F6—8C: CSN5321, continue to descend to 3300 meters, QNH 1002.P: continue down to 3300 meters on QNH 1002, CES 5321,C: CES 5321 hold over ZF due to traffic.P: hold over ZF, CES5321, request holding instructions.C: CES 5321, hold 10 km, on 120 radial JKI VOR, inbound track 090, maintain 3300 meters, left hand pattern, outbound time 1 minute.Q6 : What is the holding fix? BA. 10km radial JKL VORB. 10km 120 radial JKI VORC. 10km 120 radial IJK VORD. 10km 210 radial KIJVORQ7 : What is the first maneuver of CES5321? AA. DescentB. Report positionC. HoldD. Inbound to fixQ 8: What is the inbound track? BA. Left hand patternB. 090C. 120D. 3009—11P: Wuhan approach, CCA4106, 2100 meters maintaining.C: CCA4106, maintain 2100 meters due to opposite traffic.P: Roger maintaining 2100 meters, CCA4106.P:Wuhan approach, AFR 188 cabin fire, request priority landing at Wuhan international airport.C: AFR188, continue present heading, break, break, CCA4106, turn right heading 360 to avoid emergency traffic,P: Continue present heading, AFR188,P: Right heading 360,roger CCA 4106,C: AFR 188, can you maintain altitude,P: Affirmative, AFR 188.C: AFR188 maintain 2400 meters, break, how much souls on board and how much fuel on board?P: Oh we have 124 passengers, and 7 crew members, AFR 188.C:AFR 188 after AD, clear direct to intercept localizer. ILS 36L. descend at your own discretions, you are number one.Q9 : Why are CCA 4106 requested to maintain 2100 meters? DA. Due separationB. Due distress trafficC. For ILS approachD. Due conflicting trafficQ10 : What is the reason for AFR 188 priority landing? AA. Fire in the cabinB. Fire in the cockpitC. Something breaksD. Passenger heart attackQ11 : How many people are there on board? CA. 188B. 124C. 131D. 10612--15P: Wuhan approach DAL 303, request down to 900 meters.C: DAL 303 descend and maintain 900 meters, turn left 250, report over HG.P: descend and maintain 900 meters, turn left 250, report over HG, DAL 303.P: CCA 101, 4500 maintaining, estimated HG 05, information F,C: CCA 101 descent to 2700 meters, expect ILS approach, runway 36R.P: WUHAN, verify altitude in your message, CCA101.C: CCA 101 descent to 2700 meters.P: Roger, descent to 2700 A 101, thank you.P: DAL 303 over HG.C: DAL 303, clear to ILS approach, runway 36L.P: 36L DAL 303.P: Mayday, mayday, mayday, DAL303, landing gear can not be extended. We would try manual extensions, request instructions.C: DAL 303, roger mayday, turn right heading 340, maintain present altitude to FD, standard pattern. right heading 340, maintain present altitude to FD, standard pattern.P: roger DAL303.C: CCA 101 maintain present heading, and hold over HG, standard pattern, call you back.P: Hold at HG, roger CCA 101.Q12 : What is the landing runway for DAL 303? AA. 36LB. 36RC. 03LD. 03RQ13 : What happen to DAL 303? BA. Landing gear cannot be retractedB. Landing gear cannot be extendedC. Manual extension is not functioningD. Expecting hold instructionsQ14 : What does the controller tell the crew of CCA 101 to do? BA. To try the manual extension procedures.B. To hold at HG.C. To hold at FD.D. To wait for the further instructions.Q15 : What does CCA 101 have to do? AA. Have to hold before approachB. Continue the approachC. Manual extension problemD. Landing gear problemPart 2 RetellOne day, electricity generator broke down at the airport; electric lines went out all over the airport. Machines stop working, computers failed. There was no video; no TV the situation was very serious. The loss of power caused the airport company tens of thousands of dollars. The technicians work nonstop for hours try to get the generator to start again, nothing happened. The generator had fault that no one understood. In despair, the manager of the electric company of the airport sent for a world famous expert on generators. A few hours later, the expert flew to the town by a private helicopter, he went to the airport and walked around the generator, inspected it carefully, then he took a hammer out of his pocket, and hit part of the generator with it, immediately, it started work again. The generator expert gave the bill to the manager of electric company of the airport, it read, for restarting one generator 5000 dollors. The manager was very angry and jump from the chair, 5000 dollors, he explained, for hitting the generator with the hammer. It is too much money for it. I refuse to pay it. The expert took the bill back and changed it slightly, now it read, for hitting one generator 5dollors, for knowing where to ht it 4995dollors.Part 4 Oral Interactive simulation test。