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陆空通话用语陆空通话是指在飞行中驾驶员与地面空中交通管制员之间的通信。
通话内容涉及到飞机的离地、起飞、爬升、巡航、下降、降落等各个阶段以及其他特殊情况下的通信。
以下是陆空通话用语的相关参考内容：1. 通话建立：- 飞行员：XXX塔台，这里是XX航空公司ABC123航班请求起飞。
- 空管员：ABC123，XXX塔台收到，请确认飞行计划。
2. 地面指令：- 空管员：ABC123，塔台可以许可你起飞，请前往进近航线并等待起飞许可。
- 飞行员：复制，进近航线等待起飞。
3. 起飞准备：- 飞行员：XXX塔台，ABC123起飞准备完毕，请许可起飞。
- 空管员：ABC123，你已获许可起飞，请确认跑道情况。
4. 起飞：- 飞行员：XXX塔台，ABC123开始起飞。
- 空管员：ABC123，已确认你的起飞，请保持航向。
5. 爬升：- 空管员：ABC123，你可以继续爬升至XXX高度。
- 飞行员：复制，继续爬升至XXX高度。
6. 巡航：- 飞行员：XXX塔台，ABC123到达巡航高度，请告知下一阶段指令。
- 空管员：ABC123，已确认，你可以在巡航高度飞行。
7. 下降：- 空管员：ABC123，你可以开始下降至XXX高度。
- 飞行员：复制，开始下降至XXX高度。
8. 进近：- 飞行员：XXX塔台，ABC123进入进近航线。
- 空管员：ABC123，已确认，注意保持你的降落航路。
9. 复飞：- 飞行员：XXX塔台，ABC123计划复飞，请提供指令。
- 空管员：ABC123，明白，你可以执行复飞程序。
10. 降落：- 空管员：ABC123，你已获准降落，请注意跑道情况。
- 飞行员：复制，注意跑道情况。
11. 地面滑行：- 飞行员：XXX塔台，ABC123请求滑行至指定停机位。
- 空管员：ABC123，你已获准滑行至指定停机位。
12. 关闭引擎：- 飞行员：XXX塔台，ABC123已关机。
- 空管员：感谢合作，ABC123。
标准陆空通话标准陆空通话是指在航空领域中，飞行员与地面空中交通管制员之间进行的语音通信。
良好的陆空通话是保障飞行安全的重要环节，它需要遵循一套严格的标准和规定。
本文将介绍标准陆空通话的基本原则和注意事项。
首先，标准陆空通话需要遵循一定的语音格式。
飞行员和空中交通管制员在通话时需要使用清晰、准确的语音，语速适中，音量适当。
避免使用方言、口音或者地方俚语，以免造成误解。
同时，通话中需要使用规范的专业术语和标准短语，以确保沟通的准确性和高效性。
其次，在标准陆空通话中，飞行员和空中交通管制员需要遵循一定的沟通流程。
在进行通话前，需要先进行呼叫对方的身份和自己的身份，例如“北京地面，这里是国际航班123，请求进近许可。
”在通话中，需要保持简洁明了，避免冗长的描述和废话。
当接收到指令或者信息时，需要进行确认并且反馈给对方，确保信息传递的准确性。
另外，标准陆空通话中需要注意的是语音的语调和语气。
飞行员和空中交通管制员需要保持一种专业、礼貌的态度，避免情绪化的表达和冲突性的语言。
在面对紧急情况或者突发事件时，需要保持冷静，清晰地传达信息，并且及时采取相应的措施，确保飞行安全。
最后，在标准陆空通话中，需要遵循一定的安全原则。
飞行员和空中交通管制员需要严格遵守通信程序和规定，严禁私自更改飞行计划或者违反指令。
在通话中需要密切关注飞行情况和气象变化，及时传达信息并且调整飞行计划，确保飞行安全。
总之，标准陆空通话是航空领域中不可或缺的一环，它直接关系到飞行安全和航空运输的顺畅进行。
飞行员和空中交通管制员需要严格遵守通话规范和流程，保持良好的沟通状态，确保飞行任务的顺利完成。
希望各位飞行员和空中交通管制员能够在实际工作中严格遵守标准陆空通话的相关规定，共同维护航空安全。
浅谈飞行安全中的陆空通话摘要：陆空通话是空中管制工作的重要环节，直接影响到空中安全事故问题。
本文首先简要叙述了陆空通话的标准问题和经常出现的陆空通话缺陷，进而针对问题提出建议。
希望能够为我国航空事业做出贡献。
关键词：陆空通话；标准化；飞行安全无线电通话作为空中飞行主要的陆空对话方式，不但是空中交通管制的重要工具，而且是地面工作人员协助和指引飞机的全过程，使空中交通工具与地面管理人员保持联系的关键环节。
陆空通话是空管员最常用的交流方式，它可以清楚地向飞机下达明确的指令。
所以，可以说陆空对话的本质就是空管员和飞行员利用无线电语音通话设备进行指令交流的过程。
现阶段，我国陆空通话系统还在发展的初级阶段，再加上这种通话语言属于半人造语言，导致汉语的陆空对话发展不完善，发音不够精确、语法有待改进、语态不够清晰等问题。
另外，随着我国航空业的发展，国内外的航空线路和航线流量越来越多，与外国民航的合作和交流也逐渐增多，这样我们空管员所需要的陆空对话机会也就随着增多。
在这种情况下，不同的国家背景、空管员的交流和发音习惯、不同国家使用不同的陆空通话标准等因素都会给正常的空中管制造成影响。
而且，随着我国科技和经济的迅速发展，空管系统使用的硬件设备设施和相关软件都可以非常正常顺畅的满足空中管制的需求，空管技术也通过不断地向国外学习而不断提升，而由于人为因素引发的航空事故的发生比率却在逐年增大。
因此，研究飞行安全中的陆空通话出现的常见问题，分析这些问题的原因和本质，然后找到解决的办法，从而减少飞行隐患，具有非常重要的理论和现实意义。
一、陆空通话的标准问题飞行安全相关的陆空通话广义来说也属于一种人与人之间的交流，除了一般交流的共性之外，陆空通话还存在一定的特殊性。
这种特殊性是由航空业的行业特性所决定，任何陆空通话中空管员与飞行员的交流内容必须按照国际民航组织所设定的标准进行。
使用统一的通话标准不但可以让来自不同地区的飞行员都能接收到同样的指令，而且可以让飞行员在第一时间了解到空管员指令的目的，从容按照指令和引导进行下一步行动。
民航无线电陆空通话的语言特性分析一、前言民航无线电陆空通话英语（简称陆空通话）是民航空中交通管制员和飞行员之间进行交流的标准专业术语。
它联系着空中和地面，传递着管制员和机组之间的指令信息，直接关系飞行安全。
数据表明，70%的飞行事故中，存在错用或未使用标准陆空通话的原因。
陆空通话语言必须具备准确、简明、无歧义的特性，才能满足通话的整体要求。
当今数据链投入使用，减少管制员与飞行员之间的通话量，但管制员的指挥意图要完全表达出来，数据链则无法完全替代。
本文尝试从语言分析的角度分析陆空通话用语的特点，期望对空管专业的人员在使用这门语言提供一定帮助。
二、陆空通话语言特点与日常交流英语不同，作为行业用语，语言的独特性是它最显著特点。
由于通话技巧、电磁干扰等条件限制，陆空通话应有独特发音、专业词汇和语句简洁等特点。
（一）发音当前，陆空通话主要依靠甚高频收发语音信息，有快速、便捷的优点，同时也有时间短、距离近的缺点，信号容易受天气、设备等干扰。
导致失真，造成误解。
所以，陆空通话中发音须清晰，对发音易含混的数字或字母，规定了特殊的发音标准，特别是包含航向、高度等指令，仅不影响理解的缩略词，如ILS、RVR等仍用原发音。
（二）与日常英语的异同陆空通话需准确、避免歧义。
故选词有以下特点：a.专业性：如vector （引导）、approach （进近）等；b.多数用语出自法语或拉丁语中：如终止terminate代替stop，确认affirm 代替yes，错误用negative 代替no。
c.缩略词：如：A TIS （机场通波），QNH （修正海压）等。
d.语义清晰：如offset （偏置飞行），divert （改航）等。
e.同义词分工明确：如：approved 和cleared 在均有许可之意，在陆空通话中，approved不带附加条件，cleared有相应的限制条件。
同时，在一些关键的指令中，如起飞落地许可（Clear for take off，Clear to land），只能固定使用clear，不能用其他词汇代替。
无线电陆空通话用语小解1.无线电陆空通话（RTF Communication）是指飞行人员与地面人员之间的一种通话方式，其所传输信息和指令对飞行器的安全高效运行起着至关重要的作用。
未使用标准程序进行操作以及未使用标准无线电用语进行交流是导致一些突发事件和事故发生的主要因素。
（--Doc 9432）2.无线电通话标准用语无线电标准用语是为了确保无线电陆空通话一致，方便地空交流的标准用语。
国际民航组织（ICAO）规定的无线电通话标准用语旨在提供高效、清晰、一致、非模糊性的地空交流用语。
熟练运用ICAO无线电通话标准用语和常用语是进行无线电陆空安全通话的必然要求。
无线电通话标准用语保证了陆空交流的快速高效，尤其是在不同语种之间交流的情境下，根据ICAO规定的英语无线电标准用语通话更是大大减少了交流中的误解。
标准无线电通话用语降低了信息误解的风险，有助于在复诵、聆听过程中及时发现错误并进行纠正。
含糊的或者不标准的无线电通话用语往往成为飞行事故或意外事件的隐患。
2.1 常用术语【解析】无线电通话常用术语是指无线电陆空通话中具有特殊性、专业性含义的词语。
如heading一词，一般解释有标题、头球、信头等含义，但在无线电陆空通话用语中，其含义为航向。
类似术语还有altitude（修正海压高度），deviation （偏航），bay（停机位），Tower（塔台）等等。
这些词语也即我们所说的民航专业词汇。
2.2 标准用语【解析】无线电通话标准用语具有语言简洁、严谨的特点，为了便于交流，往往经过严格的缩减程序，以祈使句的句式表达出来。
同时，对主谓结构要求有一定的特殊性，在用语中常常省略掉诸如：We want to, we need等带有感情色彩的词句，直接用request, require等直接表达意愿的词语进行交流。
【释义&范例】Acknowledge: 意为请告知已经收到并理解该电报。
【例】CCA102, hold position, I say again hold position, acknowledge.Affirm: 表示肯定回答，相当于”yes”。
陆空通话特情案例——无线电通讯失效和燃油问题一、无线电通讯失效处置程序:1.当飞行员在航路上怀疑无线电通讯失效时，首先应检查下列几点：a) 确保麦克风和/或耳机插上插头，接通电源b) 音频面板上的无线电选择正确c) 无线电音量调节适当位c) 选择正确频率d) 检查跳开关位置，证实未跳开e) 电台未超出联络范围f) 电台服务正在运行飞行员同时应在先前指定的频率上尝试和地面管制建立联络。
2. 当不能在指定频率上和地面管制建立联络时，飞行员应：尝试用此航路上合适的备用频率和地面管制建立联络，如果失败，应：a) 尝试和其它飞机或其它地面电台建立联络。
b) 守听VHF频率，看是否有其它飞机帮助呼叫。
如果上述所有尝试都失败，飞行员应在某指定频率上发送两遍电文，发送的电文前应加上“TRANSMITTING BLIND”。
3. 当飞行员判断仅由于接收机失效而不能和地面管制建立联络时，飞行员必须：a) 按规定的时间或位置在原频率上发送电文。
b) 每次发送的电文前应加上“TRANSMITTING BLIND DUE TO RECEIVER FAILURE”。
c) 如上述格式，发送完整的电文两遍。
d）并通报下次发送电文的时间。
4. 如果飞行员证实接收机工作正常，而只是因为发送机故障不能和地面管制建立联络时，应将应答机编码设定为7600。
如果管制员怀疑航空器能接收电文而不能发送电文时，可能会使用二次雷达来证实飞行员能否接收到指令。
5. 当判断为地面电台失效，不能在某指定频率上和航空器建立联络时，管制员a) 请求其它地面电台帮助呼叫航空器b) 请求相邻的航空器帮助，尝试再次建立联络相关词汇：A TC =air traffic controller:(n.)空中管制员captain: (n.)机长copilot (first officer): (n.) 副驾驶crew: (n.)机组estimate: (v.) 预计flight attendant: (n.) 乘务员message:(n.) 电文observe :(v.) 观察，看到pass instructions: 发送电文purser: (n.) 乘务长receiver: (n.) 接收机relay: (v.) 转报，转达SSR=secondary surveillance radar: (n.)二次监控雷达transmission: (n.) 发送transmitter: (n.)发送机transmitting blind: 盲发transponder: (n.)应答机VHF=very high frequency: (n.)甚高频空中通话例句:当通讯状况不稳定时，管制员会：C: If radio contact lost, …. (instructions)如果无线电联络中断,…..（具体指令）C: If no transmissions received for 10 minutes/seconds,…. (instructions)如果10分钟/秒内未收到指令,….（具体指令）。
“女士们，先生们，各位乘客，我是你们的机长DAFEI，欢迎您登机，和我们一起飞往北京，您乘坐的是空中客车-320 型飞机，今天的空中旅程预计为3 小时25 分钟，我们飞行机组将在几分钟后起动发动机，请您按客舱乘务员的要求做好起飞前的准备，谢谢。
”“Ladies and Gentlemen, Your captain speaking. Welcome aboard fly to Beijing. Flight time today is 3 hours and 25 minutes with our Airbus-320 Flight Crew will start engine in a short time. Please be ready for take off. Thank you ”。
关闭舱门后飞机出现故障：“女士们，先生们，各位乘客，我是你们的机长DAFEI，为使今天的空中旅程更加安全，地面勤务人员将对飞机做进一步检查，他们会排除可能出现的机械故障，以确保飞机能够安全起飞。
检查过程将持续20 分钟左右。
我们飞行机组非常感谢您的耐心等待。
” Ladies and Gentlemen, Your captain speaking. Due to minor mechanical problem with the aircraft, our departure will be delayed. As you safety is our primary concern, our staff is working on this problem and we expect to be on our way soon. Thank you for your patience. 冬季，关闭舱门后飞机需要除冰：“女士们，先生们，各位乘客，我是你们的机长DAFEI，为使今天的空中旅程更加安全，地面勤务人员将对飞机的外表的冰雪进行清除工作，以确保飞机能够安全起飞。
标准陆空通话
标准陆空通话是指在航空领域中，飞行员与空中交通管制员之间的通讯标准。
良好的陆空通话可以确保飞行安全，提高航空交通效率。
本文将介绍标准陆空通话的基本原则和注意事项。
首先，标准陆空通话需要遵守一定的语音标准。
飞行员和空中交通管制员在通话过程中应保持清晰、准确的语音，语速适中，音量适当。
避免使用方言或口音，尽量使用标准的语音表达信息，以确保通话质量。
其次，通话内容应简洁明了。
飞行员和空中交通管制员在通话过程中，应尽量简洁明了地表达信息，避免冗长的话语和复杂的句子结构。
在紧急情况下，更应简洁明了地传达关键信息，以确保及时有效的应对。
另外，标准陆空通话需要遵守一定的规范和流程。
飞行员和空中交通管制员在通话过程中，应按照规定的流程进行通话，包括呼号、身份确认、信息传递等环节。
严格遵守通话规范和流程，可以有效减少误解和错误，确保通话的准确性和可靠性。
此外，标准陆空通话还需要遵守一定的礼仪。
飞行员和空中交
通管制员在通话过程中，应保持礼貌和尊重，避免使用粗鲁或不当
的语言，尊重对方的权威和专业。
良好的礼仪可以促进良好的沟通
氛围，提高通话效率。
总之，标准陆空通话是航空领域中非常重要的一环，对飞行安
全和航空交通效率有着重要的影响。
飞行员和空中交通管制员需要
严格遵守通话的语音标准、内容简洁、规范流程和良好礼仪，以确
保通话质量和航空安全。
希望广大从业人员能够重视标准陆空通话，不断提高通话技能，为航空事业的发展贡献自己的力量。
陆空通话与空管安全陆空通话作为维系地面与空中、管制员与飞行员之间的一条关键纽带，管制员的管制意图和管制指令依托陆空通话为载体，协助和指引飞行员安全飞行。
近几十年我国民航迅速崛起，国际航空在我国的飞行量不断增长，但是因为不同的文化背景和发音习惯，以及陆空通话使用的标准和规范性都有差异，导致多起外籍机组误解管制通话用语而偏离指令的不正常事件。
本文通过案例分析无线电陆空通话中出现的理解歧义问题，并对这些问题进行了解析，从管制工作实际出发提出改进建议和方法。
一、典型案例（一）案例1：某日，一架外航航班在某机场建立盲降，考虑到前序落地航班无法执行标准复飞程序，管制员想了解该航班如果复飞的意图，询问机组：“In case of missed approach,report your intention”，但机组没有理解，双方进一步沟通的过程中，该航班自行中止进近。
后经询问该机复飞原因是“Misscommunication”。
（二）案例2：2015年某日某机场，越南航空（HVN）某航班向塔台管制员报告“WE HOLD SHORT OF xx，RUNWAY xx”，塔台管制员指挥越南航空航班“HOLD SHORT OF RUNWAY xx”，机组进行了复诵。
随后管制员向跑道头一架山东航航班发布起飞许可。
约30秒后，塔台管制员发现越南航班越过等待线，便立即向山航航班发出中断起飞指令。
事件调查中发现此越南航班机组口音较重，对“HOLD SHORT OF”的复诵不清晰，从后续航空器的动作判断机组复诵的内容应为“CROSS RUNWAY”。
二、原因分析（一）人的因素1.机组在飞行过程中对于后续的管制指令有强烈预期，容易产生“先入为主”的想法。
当听到通话中的关键词或相关联关键词比如“missed approach”或“cross runway ”等时，机组主观误听忽略管制员的管制意图并执行其自身预期的操作。
2.管制员对于机组复诵监听不到位。
中国民航飞行员英语考试900句（PEPEC）中国民航局飞行标准司二〇一四年八月PEPEC英语考试900句目录第一章基本通话术语第二章机场通话术语第三章雷达通话术语第四章进近通话术语第五章区域通话术语第六章紧急情况通话术语第七章气象及其他机场信息通话术语第八章其它情况通话术语第一章基本通话术语1.Maintaining FL310.2.Descending to FL290.3.Reaching FL190.4.Maintaining FL90over WXJ.5.Continue descent to3000feet，QNH1012.6.Passing FL180for 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 FL150by WXI.13.Unable to reach FL150by ZHO due performance.14.Climbing to FL290,to be level by55.15.Descend at2000feet per minute.16.Climbing at1000feet per minute or greater.17.When ready,descend to FL210,level at PLT.18.Right heading330,descending to3000feet,cleared for ILS approachRunway36R.19.Descend to3000feet,information P is current.20.Expedite descent to FL180.21.Expedite climb to FL190.22.Climb to FL280expedite until passing FL180.23.Unable to expedite climb due weight.24.Descending immediately to FL200due 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.Reaching8000feet,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 decimal76.34.Maintain Mach point84or greater.35.Maintain Mach point80or less.36.Maintain present speed.37.Maintain250knots or greater.38.Reduce to minimum clean speed.39.Reduce to minimum approach speed.40.Maintain160knots until4miles final.41.Maintain160knots until outer marker.42.Descend to FL120,on speed conversion,250knots.43.Cancel speed restriction,continue descent to7000feet.44.LMN-02Departure,passing2500feet climbing to9000feet.45.Maintaining FL350,cleared to destination,flight planned route.46.Request radar vectors for visual approach Runway22.47.Request join downwind Runway31.48.Request taxi to holding point Runway13.49.Request taxi to south maintenance ramp.50.Request frequency change.51.15NM to HRB,FL290,tracking to JMU,squawking6543.52.Contact Control on118.9.53.Position OBLIK at0646,maintaining FL310,estimating ZF0658,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 at56.62.Expect hold at HUR VOR for10minutes due traffic.63.Expected approach time44.64.Revised expected approach time54.65.No delay expected.66.Delay not determined,numerous aircraft holding for weatherimprovement.67.Cleared to exit the hold,fly direct to ML.Contact Approach on128.35.68.Approach clearance canceled,turn left direct to DA,climb to4000feet,hold as published,expect further clearance at time50.69.Ready for approach.70.Request leave the holding pattern.71.After passing SY VOR,leave the hold on heading250,cleared forVOR approach Runway06.72.Leave JFK VOR heading210.73.Cleared to LHR,hold at LHR as published.Maintain8000feet.Expect further clearance at18.74.Hold south of AMS VOR at9000feet,inbound track270degrees,left hand pattern,outbound time1minute.Expect further clearance at46.75.Cleared to the180radial of PER VOR at15DME.Hold south,lefthand pattern,outbound time2minutes,expect approach clearance at37.rmation P received,stand03,ready to copy ATC clearance.77.Gate26,request clearance to London with information F.78.Cleared to destination,flight planned route,cruising level330,departure Runway04,initial altitude7000feet.HZ01Departure,squawk2563,departure frequency124.35.79.Cleared to destination via ZAM,flight planned route,D03Departure,cruising level230,squawk3763.80.Cleared to destination via flight planned route,Runway36R,LKO-01Departure,initially climb to4500feet,cruising level310,whenairborne contact119.7,squawk2515.81.Cleared via ZF-01Departure,initial altitude5000feet.Departurefrequency125.9.Cruising level290,departure Runway04.Squawk 6563.82.Cleared to destination via flight plan route.Departure Runway36L.HZ-01D Departure.Initial altitude5000feet.Cruising level330.Departure frequency119.45,squawk5667.83.Recleared to destination via ZF01Departure,Runway36R,rest ofclearance unchanged.84.Recleared to destination via B213,WHA,R343,rest of routeunchanged.85.Cleared to destination via flight planned route,initial climb to2700feet,request level change en-route,departure frequency120.3, squawk0722.第二章机场通话术语86.Gate15,information C,ready to copy ATC clearance.87.Cleared to destination,BK02RNAV Departure,initially3000feet,departure frequency125.4,squawk3311.88.Say again all after3000feet.89.Say again all before departure frequency.90.Say again the initial altitude.91.Unable to cross LX FL150due weight,maintaining FL130.92.Destination Beijing,request departure information.93.Bay24,request start-up.94.Start up approved,QNH29.91.95.Start up approved,altimeter setting29.91.96.Start up at35,QNH997.97.Expect start up at35,QNH1030.98.Expect departure at49,start up at own discretion,QNH1004.99.Radio check on118.3.100.I read you5.101.You are unreadable.102.Can you speak slower?103.How do you read?104.QNH997,I say again,QNH997.105.Stand27,request pushback.106.Pushback approved,Runway31.107.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 Runway24.119.Taxi to holding point Runway24,traffic in sight. 120.Request taxi back for maintenance purpose.121.Negative.We need10minutes to cool the brakes. 122.Approaching holding point,request crossing Runway24. 123.Hold short of Runway24.124.Holding,traffic in sight.125.Cross Runway24,report runway vacated.126.Unable to vacate via A2,request full length of runway.127.Crossing Runway24,wilco.128.Runway vacated.129.Giving way to B747passing from left to right.130.Follow the greens to holding point Runway05R.131.Cross red stop-bar at A1,we understand stop-bar unserviceable. 132.After landing Airbus320,cross Runway24,report vacated. 133.Taxi to holding point C3,Runway36.134.Behind Boeing747passing left to right,taxi to holding point A1 Runway24.135.Ready for departure.136.After departure,climb straight ahead until3000feet.137.Cancel SID,maintain runway heading.138.Lining up Runway01C.139.Ready for immediate departure.140.Cleared for immediate takeoff.141.Runway06,cleared for takeoff.Report airborne.142.Cleared for takeoff,Runway06,wilco.143.Airborne,passing500feet for4000feet.144.The airbus on final in sight.145.Behind Airbus on short final,line up behind.146.After departure,turn left heading190,Runway24R,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 Runway18.163.Airbus330heavy,8000feet,Information X.164.Join right-hand downwind,Runway34.165.Number Two,follow airbus330on base.166.Number Two,traffic in sight.167.Straight-in visual approach,Runway34.168.Extend downwind,Number Two,airbus320in sight.169.Orbit right.Number Two.170.Number Two,follow airbus320ahead.171.Make a short approach.172.Long final,airfield in sight.173.Continue approach Runway25.174.Runway27,cleared to land.175.Short final,request wind check.176.Request low pass due unsafe landing gear indication.177.Low pass approved Runway27,not below500feet.nding 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 to3000 feet.186.Take first right.When vacated,contact Ground118.35.187.After vacated contact Ground121.6.188.Taxi to Stand27via Taxiway A.189.Taxi to the end of Runway.190.Confirm construction work adjacent to Gate37.191.Confirm centerline taxiway lighting unserviceable.192.Confirm PAPI light unserviceable.193.The Runway light is too bright.Request dim it.194.Flock of birds3miles 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 than400meters.200.Confirm visibility more than1000meters.201.Is mid-point RVR available?202.Confirm RVR Runway27.203.RVR Runway27is600meters.204.Confirm touchdown RVR greater than350meters.205.Confirm stop-end RVR150meters.206.Confirm midpoint RVR more than550meters.207.Confirm threshold Runway27displaced.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, Runway18.222.Contact Arrival118.050.223.Request remote apron for maintenance purpose.第三章雷达通话术语224.Continue present heading.225.Resume own navigation to BK.226.Confirm identification lost.227.Identified,position50miles east of BK.228.30miles from touchdown,contact Approach118.1. 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.Squawk7563.236.Reset squawk5101.237.Squawk ident.238.Squawk standby.239.Squawk Charlie and code5120.240.Stopping squawk Charlie.241.Affirm squawk7500.242.Altimeter10038000ft.243.Negative squawk ident due transponder failure.244.Turn right heading340.245.Turn right20degrees.246.Leave BK heading190.247.Fly heading285.248.Stop turn heading070.249.Request heading180due weather.250.Confirm danger area113active.251.Your radar vector appears to be taking us to the prohibited area, confirm.252.50miles right of track approved,when able,proceed direct TB. 253.Indicated speed270knots.254.Maintain300knots or less.255.Maintain180knots until8miles from touchdown.256.Maintain Mach decimal82,transition speed310knots.257.Maintain speed280knots or greater for separation.258.Cross CK at35or later.259.Cross DG at24or earlier.260.Do not exceed280knots.261.Reduce speed to240knots.262.Increase speed to300knots or greater.263.Increase speed by10knots.264.Resume normal speed.265.No speed restrictions.266.Request speed200knots due configuration.267.Request speed250knots due turbulence.268.Omit position reports until LN.269.Next report at IP.270.Report required only at boundary.271.We have traffic at our12o’clock,5miles,500feet below, climbing.272.Traffic indication at our1o’clock,4miles,same altitude, converging.273.Request vectors.274.Unable to receive transmission on that frequency.275.Request15miles final.276.Maintain3000feet until glide path interception.277.NOTAM says glide slope for Runway15is unserviceable, confirm.278.Confirm ILS frequency for Runway17L.279.In case of going around,turn left heading210.280.Advise transponder capability.281.Transponder Charlie.282.Transponder unserviceable.283.ADS-B transmitter1090(ten-ninety)data link.284.ADS-B receiver1090(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 heading120,my own terrain clearance.292.Heading120,correction,140.293.We are too low to the surrounding terrain.Confirm we are still being radar vectored.294.Confirm we are still above your minimum vectoring altitude.第四章进近通话术语295.Right heading040until passing FL70then direct to BK.296.Direct to JO,descend to FL50.297.Passing FL70.298.Descending to4000feet QNH1005,expect ILS approach Runway24.299.Request straight-in ILS approach Runway24.300.Cleared straight-in ILS approach Runway24,descend to3000 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 Runway24.305.Cleared VOR-DME approach Runway24,descending to3000 feet QNH1007.306.Runway in sight.307.Number One,contact Tower118.7.308.Passing outer marker.309.Report MQR outbound.310.Procedure turn completed,localizer established.311.Request visual approach.312.Cleared visual approach Runway24.313.Request holding instructions.314.Hold over BKM VOR at FL100,inbound track280degrees,left hand pattern,outbound time1minute.315.Request holding procedure.316.Hold on the265radial of BKM VOR between25and30miles DME,FL100,inbound track085,right hand pattern,expected approach time1022.317.Hold at20DME of ST VOR,FL100,inbound track260degrees, left turns,limiting outbound distance24DME.318.Overhead YV,maintaining3000feet,entering hold.319.Leaving BKM VOR heading110.320.Leaving FL60,descending to2500feet,QNH1008.321.Position10miles north east of LN.322.Turn right heading180for base leg.323.Reduce to minimum approach speed,turn right heading230, cleared for ILS approach Runway27.324.No ATC speed restrictions.Contact Tower118.9.325.Three sixty turn left for delay.326.Continue present heading,expect through the localizer for spacing.327.Surveillance radar approach Runway27,maintaining2200feet.328.QNH1003,threshold elevation196feet.329.Precision radar approach Runway27heading260,descending to 2500feet,QNH1014.330.Cleared to JEMMY via BK1A Arrival.331.Descend to reach5000feet by BK.332.When ready,descend to FL200.Report leaving FL300.333.Descend immediately FL250.334.Descend to altitude12000feet QNH1000.335.Descend to height2000feet QFE997hectopascals.336.Descend to8000feet at1000feet 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 to6000feet,follow KODAP01Departure.341.Passing altitude2300feet,climbing to FL80.342.Climb to FL210,level restrictions of KODAP01Departure canceled.343.Climb to FL210,cross AU at FL100or below.344.Climb to FL290,level at time55.345.Unable FL390by boundary,request FL330.346.Descend to FL100,cross YU FL150or above.347.After passing North Cross,descend to FL150.348.We are far above profile.Request holding.349.Stop descent at5000feet.350.Expedite descent until passing FL80.351.Expect descent after AK.352.Continue approach Runway36R,maintain visual separation with preceding traffic.353.Contact Control80miles after BK.354.Request change to London Control.355.Monitor Tower118.1.356.Remain this frequency.357.We can see the approach lights at200feet.358.Cleared VOR approach Runway36,followed by circling to Runway18.359.Expect commencing approach at time50.360.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 Runway24.364.Unable RNAV due equipment,request conventional arrival. 365.Unable RNAV,loss of RAIM,request NDB approach366.GPS primary lost,going around.367.RAIM alert,going around.368.Negative RNAV.369.Proceed to AK,hold as published,expect approach clearance at30.370.Request hold for weather improvement,visibility below company minima.371.Hold at BKM VOR FL250,right hand pattern,expect further clearance at23,landing delay at destination airport30minutes. 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 Runway24.376.Join right hand downwind,visual approach Runway24.377.Continue approach,prepare for possible go around.378.Disregard.We made the wrong transmission.379.Roger,request continue approach.380.Stand by.We are carrying out procedures.381.Wilco,words twice.第五章区域通话术语382.Maintaining FL350,expect descent after BKM VOR.383.Climb to and maintain FL310.Maintain Mach number decimal81 or greater until BKM VOR.384.Descend to and maintain FL270.Do not exceed Mach number decimal79.385.Continue climb to FL290,cross BKM VOR not above FL230. 386.Negative,unable cross BKM VOR at or above FL230due performance.387.Maintaining FL310until advised.388.Descend to FL170,cross BKM VOR at or above FL210.389.Affirm,cross BKM VOR at or above FL190390.Negative,unable to cross BKM VOR below FL170.391.Affirm,cross BKM VOR at or before55392.Negative,unable to cross BKM VOR at43or 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 for30minutes due icing condition.397.Proceed offset10miles right of track until abeam BKM VOR.398.Cleared offset25miles left of track for30minutes.399.Offset canceled,turn right to rejoin the A1before 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 NDB1123.403.Passing POU at43,maintaining FL310,estimating MLT at55, next NLD.404.BKM47,FL170descending to FL120,abeam NLD VOR at55. 405.Report25miles from BKM VOR.406.Report34miles from Top of Descent.407.Report crossing270radial BKM VOR.408.Report28miles DME210radial BKM VOR.409.Climb to FL220,report passing FL170.410.Descending immediately to FL190.411.Leaving FL220for FL190.412.Request clearance to enter controlled airspace northeast of BKM VOR at FL240at time43.413.Remain outside controlled airspace,expect joining clearance at time55.414.Request to leave controlled airspace by descent.415.Request to leave controlled airspace by climb.416.Descending to5000feet QNH1014,report passing7000feet. 417.Request VMC descent to FL60.418.Descending to FL60,maintain VMC FL90to FL70,report traffic in sight at FL80.419.Request join airway A1at DAPRO.420.Cleared to destination airport via DAPRO,flight planned route, FL240,join A1at FL240.421.Remain outside controlled airspace,expect further clearance at55. 422.If FL240not available,we accept FL220.423.Cleared to leave A1via BKM VOR,maintain FL230while 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 decimal81or 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 decimal84.429.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.Position42N（North）165E(East)at0800,FL390,estimating44N 180E at090045N170W next.435.At150W(west)contact San Francisco Radio,primary3494, secondary11342.436.At144E(east)squawk2000.437.CPDLC connected.438.Continue CPDLC make position report via CPDLC.439.SELCAL CODE EFFG,request SELCAL check.440.CPDLC unserviceable,request to revert to voice communication.第六章紧急通话情况441.The air conditioning system has malfunctioned.442.We have only one air conditioning pack operational.Request a new cruising level below FL300.443.All our air conditioning packs have malfunctioned.Request rapid descent to MEA.444.We had a malfunction of one air conditioning pack.Request descent to a lower level.445.We have lost electrical power to the cabin air compressor.Request immediate descent to10,000feet.446.We just had a smoke emergency.We need to depressurize the airplane to let in fresh air.Request rapid descent to8000feet.447.We have unusual smell from air conditioning packs.Request stop climb at7000feet.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 reached16000feet.Somepassengers have symptoms of hypoxia.455.We are now depressurized and will fly a more shallow descent profile.456.Request descent rate less than500feet per minute due to unpressurized cabin.457.We are now ventilating with ram air.It is best that our rate of descent does not exceed600feet 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 RNAVapproach.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 Runway36L 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 monitoring121.5.489.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 on121.5.493.We are picking up a broadcast signal on121.5.494.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 within20minutes of flight time.506.We are operating with only the emergency generator.Request track direct to final,Runway26.507.We are flying with batteries only.Is there any airport available within25minutes of flying?508.If there is no airport within100miles,we have to make a forced landing.509.We have less than10minutes 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,Runway15.511.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 to4000feet.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。
