What airport situations would ground a lot of aircraft
What airport situations would ground a lot of aircraft
Pictures 5
Picture 5
Picture Description Process (suggestion)
2) Describe the details in the picture, start with the most important details and then the less important ones. This is a good opportunity to use lots of vocabulary and show the examiner what you know.
3) Make deductions about what you can’t see in the picture. Often this relates to part 2, when you describe details you can make deductions at the same time. Use the language of speculation ( this could/ might be etc. )
Deductions often relate to; passengers (where they are & how they feel), the cause of the incident/ situation, what you think is going to happen next, the weather and how it influenced the situation. How the situation you describe will affect the area around it (the airport usually).
A little vocabulary to help?
What kind of damage?
How bad is it?
very dented? quite dented? rather dented? slightly dented? hardly dented? severely dented? a little dented.
Runway excursion 1
Runway Excursion 2 **
a) What threats should be taken intro consideration when a pilot has a nose gear collapse?
b) What is the relation between nose gear collapse and runway excursion?
c) To what extent do you agree or disagree with this statement: ¨hard landings can cause landing gear collapse and can lead to a runway excursion¨.
Tailstrike 1
Tailstrike 2 *
You can grab some vocabulary by reading about this tail strike in the Aviation Herald
Tailstrike 3 **
If you own «Check your aviation English», take a look at unit 19.
For more go to the Take off page
Describe a take-off incident you know of.
What do pilots consider when planning a take-off?
What things do ATCs consider when managing departing traffic?
What problems are associated with incorrect weight and balance?
What other problems can occur at take-off?
A) Under what circumstances could this have happened?
B) Can you imagine improvements that could prevent a tail-strike in the future?
C) To what extent do you agree or disagree with the following statement ¨it is difficult to identify a cause for tail-strikes once there are a lot of factors involved.
Ground movements
Describe a ground movement accident you’ve had or know of.
What do you think are the major causes of ground movement accidents?
What can be done to reduce taxiway accidents?
What technology exists to help reduce the number of accidents on the ground?
Do you think the incidence of ground movement accidents will increase or decrease in the future? Why?
Airfields: for or against?
Birdstrike **
For more go to the birdstrike page
Describe a birdstrike incident you know of.
Why do birds inhabit airfield environments?
What measures can airports use to control birds?
What sort of damage can birdstrikes do to aircraft?
Do you think birdstrike incidents will increase or decrease? Why?
a) What would be your major concern if you faced the same situation?
b) What strategies could be developed to prevent bird strikes?
c) To what extent do you agree or disagree with this statement: ¨the problem of bird-strikes is associated with governmental issues that go beyond aviation ¨.
De-icing/Anti-icing *
Deicing 2**
More on deicing here.
If you want to know more about Cold Weather Operation, take a look at this ebook by Airbus: Getting to the grips with Cold Weather Operation
How about some new techniques to reduce cost and impact on environment, such as infrared de-icing?
Is icing an issue where you work or fly? Why? Why not?
What meteorological conditions lead to icing?
Why is ice accretion a problem?
What equipment do aircraft have to manage icing?
What do pilots typically do if they experience severe icing in flight?
A) What actions would you take before landing if you faced a similar scenario?
B) How can de-icing procedures affect airport operation and crews’ tasks?
C) To what extent do you agree or disagree with this statement: ¨New technologies in the deicing liquids should be developed to reduce the environmental impact¨.
Engines **
Fir more on engines go there and for more on the future of engines and airplane go there.
a) What could have caused this situation?
b) Do you foresee improvements in the technology in the future that will be to prevent engine fire?
c) To what extend do you agree or disagree with this statement: ¨if the crew members hadn’t had the adequate training they could have unnecessarily shut the wrong engine down¨.
Maintenance
On the road 1 **
Read about this event here.
Here is a link to the top ten causes of the fatal GA accidents
On Road Landing take a look at this page
a) Can you imagine improvements in the future that can avoid a similar situation?
b) Do you think it would be possible for the pilot to take off from this road if he found out the aircraft didn’t have any damage?
c) To what extent do you agree or disagree with this statement: “Fuel starvation is the most common cause for emergency landings.”
On the road 2
Hudson «miracle» 1 **
For more on this «miracle» you can get there
A) In your opinion what can make a pilot ditch an aircraft?
B) Is ditching more hazardous on the ocean, a lake or a river? Why?
C) To what extent do you agree or disagree with this statement: ”Even though the pilot of this aircraft has performed a successful ditching he was not prepared to perform this maneuver because it is impossible to rehearse it completely.”
Hudson «miracle» 2
Describe a ditching you’ve had or know of.
What do you think are the major causes of ditchings?
What can be done to minimize the risk after ditching?
What technology exists to help pilots of aircraft who have ditched?
Do you think the incidence of ditchings will increase or decrease in the future? Why?
Back to top
Shaken cabin 1 *
Depressurization**
A) Why is communication between flight attendants and pilots very important during depressurization?
B) Can you imagine any technological innovation, which can minimize the effects in a situation like this?
C) To what extent do you agree or disagree with this statement: ¨lack of training of the pilots and flight attendants is the major cause, which can lead to this situation¨.
Shaken cabin 2
At the boneyard*
Looks like this 727 isn’t going anywhere soon. This photo is for the 3rd year Aeronautical Engineering Class at Wits! We all got to go flying at HLA, and spent the rest of the afternoon walking around the boneyard. A little bird tells me there may be 1 oxygen mask missing from this aircraft.
Damaged radome 1**
For bad weather go there.
a) From you point of view, what should a pilot do to avoid severe weather conditions?
b) How can a hailstorm jeopardize safety of the flight?
c) To what extent do you agree or disagree with this statement ¨hail poses a big threat to the aircraft¨.
Damaged radome 2
If you want to know more about Cold Weather Operation, take a look at this ebook by Airbus: Getting to the grips with Cold Weather Operation
A) Can you tell me about the training for this weather condition?
B) What is the importance of de-ice?
C) To what extent do you agree or disagree with this statement ¨It is very difficult to figure out if a runway is slippery for takeoff or landing ¨.
Disruptive passenger
For more go to the Passengers page
Volcanic ash
For more go to the Volcano page
What are the effects of flying through a volcanic eruption?
What signs may indicate that an aircraft is flying through volcanic ash?
What should pilots do if they encounter volcanic ash?
What effect can a volcanic eruption have on the local environment and community?
What other seismic activity can affect aviation?
MORE TIPS TO DESCRIBE PICTURES
You should try to answer the following questions:
The picture/photo shows …
This is a picture of …
In this picture I can see …
This is an incident that happened …
Where was the picture taken? on the apron, on the runway, on the taxiway, in the air….
If on ground, the kind of airport (big, small,…) – To support your opinion, describe the surroundings (woods, beach,…), the signs and markings (CAT II….), the runway(s), the tower, the vehicles, the people…
If in the air, the phase of the flight (climbing, descending, en route…) – To support your opinion, describe the pitch, the flaps, the gear…
When was the picture taken? after an accident, while the problem was happening…
How is the weather?
What kind of aircraft is it? If you can’t name it/them, describe it/them (engines, body, wings, winglets, tail…., cargo, passenger………)
What part of the aircraft is shown on the picture?
What kind of damage (if any) do you see? (hole, dent, crack…) (severe, light…)
What is happening now? (the aircraft is trying to land…, a ground vehicle is about to cross the runway. )
What has (probably) happened? (They may have gone through a storm. The engine must have ingested a big bird, a vulture for instance.….)
Why, in your opinion, is it happening or did it happen? (due to a rapid decompression, because of a disruptive passenger, in order to recycle the gear…..)
How does it compare to other accidents, incidents… you remember? (It reminds me of the Air France accident…)
What can or should be done about it? (There shouldn’t be any landfill near the airports…)
What is likely to happen in the future?
Express your opinion (In my opinion. I believe. I think.
Get more ideas here or by clicking on the picture below
In this article we will focus on how to describe the physical structure of a fixed wing aircraft, and also cover some grammatical structures you can use to relate the information. Of course many pilots will already be familiar with these words but it is worth ensuring that you can use the words with correct grammar, eg prepositions.
Most aircraft have the following major components.
ATC Operations
Large airports can be confusing places. Even for commercial airline pilots, moving a big airplane with limited visibility around an unfamiliar airport can be tricky. There’s help, however. You can use an Airport/Facility Directory (A/FD), which includes airport diagrams for large airports. A/FDs can be purchased from most pilot supply stores.
You can ask for progressive taxi instructions at towered airports (see Getting to the Runway below), and a line will be drawn to guide you to the runway or to parking. Take a look at the following diagram. This is a top-down view of an airport. The layout of the runways, taxiways, and buildings is similar to what you’ll find at airports in Prepar3D. Study the way the runways, taxiways, and parking are laid out. This will give you some idea of what to expect at airports in Prepar3D.
 A. Terminal B. Tower C. Aircraft Ramp D. Taxiway Designation E. Runway Designation |
Getting Airport Information (ATIS/ASOS/AWOS)
Note: In Prepar3D, ATIS, ASOS, and AWOS information is updated when you make changes to the weather in the simulator. Although there are separate frequencies for ASOS and AWOS, the two services are the same in Prepar3D and are reported as AWOS.
ATIS broadcasts include the following:
Feel free to listen numerous times to ATIS and AWOS broadcasts until the format becomes familiar to you.
Note: Although you don’t transmit to ATIS, the heading in the ATC menu always reads, «Choose a message to transmit to. «.ATIS frequencies vary from airport to airport. Use the map view to get the ATIS frequency, or select Tune ATIS from the ATC menu to have autotune tune the frequency for you.
To listen to a typical automated weather broadcast in Prepar3D
Getting to the Runway
It isn’t just the air above the airport that is busy with traffic. If you’ve been to an airport recently, you know that ground-traffic congestion is another big safety consideration. Moving a lot of machinery full of people from parking to the runway is an often-complicated job, and it falls to the ground controller to accomplish it efficiently and safely. At towered airports, you must make a request to taxi before moving from the parking area or gate.
You can begin your flight at a parking spot or gate, depending on the airport and the type of aircraft you choose to fly (you can also start at the runway). If you’re using autotune, the ground frequency is tuned for you (see Using the Autotune feature in Using ATC in Prepar3D in the Learning Center).
Parking Spots
Parking spots at many airports look similar to a public parking lot: a big expanse of pavement with airplanes parked wing-to-wing. From a parking spot, tune to the ground control frequency and request to taxi to the active runway. Ground control will give you instructions on how they want you to proceed, and at larger airports, ground control will also indicate the specific taxiway or taxiways they want you to use en route to the runway. Taxi instructions will be given as a series of taxiway identifiers and sometimes runways. An example is, «Taxi to Runway 16 via taxiway A G2 F and H,» which would be spoken as, «Taxi to Runway 16 via taxiway Alpha, Golf Two, Foxtrot, and Hotel.»
Parking gates
You probably know from flying on commercial airliners that the big boys don’t usually park in parking spots at huge commercial airports. They park at what is termed a «gate.» A gate is attached to a terminal building, and in the real world, the gate is often permanently assigned to a particular airline. Gates are not assigned to a particular airline.
From a gate, you’ll need a «push back» (see next paragraph) from the gate before requesting to taxi to the active runway. Ground control will give you instructions on how they want you to proceed, and at larger airports, ground control indicates the specific taxiway or taxiways they want you to use en route to the runway.
Pushback
Most of the time, the aircraft parked at a gate in Prepar3D will be the larger planes. These planes must be pushed back from the gate before they can taxi to the runway. In the real world, this task is accomplished by a «tug,» a small tractor designed for the job. When you’re parked at a gate, you’ll need to have your aircraft pushed back before you can request a taxi clearance.
To get a pushback
After the pushback, the ATC menu includes a Request Taxi option.
Taxiway Markings
Painted lines on the taxiway mark the path between parking and the runway. Yellow-lettered taxiway signs indicate the name or designation of the taxiways.
Progressive Taxi
In the real world, pilots often fly into or out of unfamiliar airports. It can be confusing to determine how to get from parking to the runway or vice versa. In this situation, the pilot can request progressive taxi instructions from the ground controller. You can do this at most towered airports as well. When you tune (or autotune) ground control, one of the ATC menu items is «Request Progressive Taxi.» Select this item, and a line is drawn on the taxiway from your present location to the runway or parking space. The line is drawn directly from your position to the runway or parking space, so you may have to look around the aircraft to see where it starts. Top down view is helpful for seeing the progressive taxi line.
To see your aircraft in top-down view
The Active Runway
ATC recognizes multiple active runways at airports with more than one runway. Active runways are determined by weather conditions, and they are always the runways most closely aligned with the wind. When you communicate your intention to take off or land, your message automatically includes a request for the default active runway, but you can request a different runway from the ATC menu. Once you’ve been given clearance to land, you cannot change runways. You’ll need to exercise caution, as other aircraft will be arriving and departing on other runways.
Hold short instructions
It’s important to listen carefully to all instructions issued by ATC. Hold short instructions are issued by ground controllers when there is a potential for conflicting traffic. The ground controller will often ask you to hold short of the active runway and may tell you to hold short of any runways you have to cross on the way to the runway. If you receive a hold short instruction, heed the warning and acknowledge the controller’s instruction. Taxiway hold lines consist of two continuous lines and two dashed lines perpendicular to the taxiway centerline (see the graphic in the Taxiway markings section).
Traffic Patterns at Airports
Imagine an intersection with a dozen or more highways feeding into it. If everyone just went in any direction they wanted, a chaotic and unsafe situation would be created. Similarly, traffic arriving and departing an airport needs to be orderly and logical. Pilots need to know what to expect from other pilots operating in the area. For this reason, there are standard patterns established for arriving and departing the airspace around airports.
There are multiple active runways at some airports Prepar3D. They are always the runways most closely aligned with the wind.
 Standard airport traffic pattern: A. Downwind leg B. Base leg C. Final leg D. Upwind leg E. Crosswind leg. |
The standard pattern at most airports is a rectangle with left turns, but some airports have the pattern on the opposite side with right turns. At airports with multiple parallel runways, the runway on the right will have a right-hand pattern and the runway on the left will have a left-hand pattern. Right-hand patterns are used to avoid terrain or traffic patterns of parallel runways, to avoid interference with nearby airports, or to provide noise abatement. There are five sides, or «legs,» to the traffic pattern:
Downwind: The aircraft is moving in the same direction as the wind, and the runway is located to the pilot’s left or right, lying parallel to her course.
Base: The wind and runway are to the pilot’s left or right, perpendicular to her course.
Final: The aircraft is headed into the wind, and the runway is dead ahead.
Upwind: The aircraft is flying into the wind, and the runway is behind the aircraft.
Crosswind: Opposite of the base leg.
When flying into any airport, it’s good practice and a safe habit to contact the airport 10 to 15 miles out and communicate your intention to land. State where you are, where you’re landing, and, if the airport is uncontrolled, how you’re going to enter the pattern. You’ll hear these position reports in Prepar3D when you select a landing airport and landing type (full stop, touch and go, and so on) from the ATC menu.
What constitutes an «emergency» in flight procedures?
In reading through the more informal literature (Wikipedia, FAA PDFs, Av.SE), I often come across a caveat to standard flight rules and procedures: «unless an emergency exists». The intention is obvious; ATC is going to prioritize helping an aircraft that encounters a situation that simply cannot be ignored. However, most such resources don’t go into specifics about what kind of situations constitute an «emergency». There are obvious emergency scenarios, like a «dead stick», and there are obvious non-emergencies like «I have to be on the ground by 5:00 to beat traffic home». Then there are grey areas like «I fought a headwind the whole way here, I’m low on gas and now my home field is IFR and won’t grant me SVFR. I might make it to my alternate even further upwind that’s clear, but I really think it’s best to set down here even if I can’t see the far end of the runway».
So, the questions:
What kinds of things constitute a genuine emergency, and what will get a pilot laughed at by ATC (or worse)? Where’s the line?
Is ATC allowed to judge what is or is not an actual emergency, or must they prioritize any aircraft declaring one?
Does fault or blame matter at the time the emergency is declared? Will ATC de-prioritize a situation that is obviously the pilot’s fault, like flying into the only cloud for 50 miles in any direction?
Is there anything you still can’t do as PIC in an emergency situation? Apparently in an emergency you can do a lot of things that would get your license pulled in any other scenario, like violating separation minimums, entering airspace that’s normally off-limits like R-zones and Class A space, running on instruments without a rating, etc. While these things are still dangerous, it is apparently the pilot’s prerogative to resolve the emergency however he can. Is there anything a plane declaring an emergency still must do other than fly the plane, or conversely something he still cannot do like get too close to Air Force One?
After declaring an emergency in flight, what should be done after the plane’s back on the ground (hopefully safely)?
3 Answers 3
There is a really good explanation of emergency situation over at the SkyBrary:
An emergency situation is one in which the safety of the aircraft or of persons on board or on the ground is endangered for any reason.
An abnormal situation is one in which it is no longer possiible to continue the flight using normal procedures but the safety of the aircraft or persons on board or on the ground is not in danger.
Emergency or abnormal situations may develop as a result of one or more factors within or outside an aircraft, for example:
So in short, anything that puts the flight in danger can be considered an emergency.
Is ATC allowed to judge what is or is not an actual emergency, or must they prioritize any aircraft declaring one?
If the pilot declares emergency, ATC will provide assistance and support to the flight without judging whether it is an actual emergency or not. ATC cannot know in most cases, nor are they really required to analyse the situation to come to that conclusion. Their whole responsibility is to ensure the flight receives all required information and support to either end the abnormal/emergency situation or land at a suitable airport.
Does fault or blame matter at the time the emergency is declared? Will ATC de-prioritize a situation that is obviously the pilot’s fault, like flying into the only cloud for 50 miles in any direction?
No, they will not de-prioritize based on the type of emergency. Even if a pilot flew VFR into IMC conditions, he is still in a life-threatening situation from which he needs to recover, so assigning blame or guilt is not helpful here, nor would that be the ATC’s job. This is the Civil Aviation Authorities’ responsibility, once the flight is back in safe conditions. ATC may file a report, though, but not during the emergency, but as an aftermath.
Is there anything you still can’t do as PIC in an emergency situation? Apparently in an emergency you can do a lot of things that would get your license pulled in any other scenario, like violating separation minimums, entering airspace that’s normally off-limits like R-zones and Class A space, running on instruments without a rating, etc. While these things are still dangerous, it is apparently the pilot’s prerogative to resolve the emergency however he can. Is there anything a plane declaring an emergency still must do other than fly the plane, or conversely something he still cannot do like get too close to Air Force One?
Technically, once you have declared an emergency, you can do whatever is required to keep the flight safe and prepare for an emergency landing. If you need to enter otherwise controlled or restricted airspace, this will be made possible by ATC via coordination with adjacent units. Without knowing FAA regulations on this specifically, I would daresay that distress traffic could have priority over the Air Force One.
After declaring an emergency in flight, what should be done after the plane’s back on the ground (hopefully safely)?
Unless your CAA or their respective investigative service is not already waiting for you, you should remain with your aircraft (unless being treated for medical issues and taken to a hospital) and wait for them to arrive. If in doubt, you can call the police and they will notify the relevant authorities.
Why airplane takeoffs and landings are so dangerous
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Following is a transcript of the video.
Narrator: You are much more likely to die eating a nice meal than you are in a plane crash. That being said, it happens. At a rate of about one fatal accident per 2.5 million flights. And half of those accidents occur during one very short phase of the trip. Wanna know when you should be the most nervous on your next flight? Keep your seat belts fastened and get ready for a bumpy ride.
Takeoff and landing are widely considered the most dangerous parts of a flight. But that’s only partially true. Let’s take a look at this chart. Boeing keeps track of fatal commercial jet accidents every year and categorizes those accidents by when they occurred during the flight. Boeing breaks down the average one-and-a-half-hour flight into eight phases. But we’ll just be looking at these five. Starting at the beginning, the takeoff and initial climb. This phase takes up only 2% of the entire flight, but it accounts for 14% of fatal accidents. Which might not seem like a lot, until we look at the cruising phase. A plane cruises for more than half of the one-and-a-half-hour trip, but only 11% of fatal accidents happen during this chunk. So that leaves the final descent and landing. They take up about 4% of the average flight, lasting twice as long as takeoff and initial climb. But a whopping 49% of fatal accidents occur in this short window, making the final descent and landing the deadliest part of an average flight. So what’s going on here?
Anthony Brickhouse: Typically on takeoff and typically on landing, the aircraft is what we would call low and slow. And when problems happen, you don’t have a lot of time to actually react.
Narrator: When they’re cruising at 36,000 feet, a pilot has the luxury of time and space to course correct. Even if both engines go out, the plane won’t just fall out of the sky. It becomes a glider. In this state, a typical airliner loses about a mile in altitude for every 10 it moves forward, giving the pilot a little over eight minutes to find a place to land. But if something goes wrong on the ground, that window shrinks considerably. For a typical commercial jet, takeoff lasts only 30 to 35 seconds. If an engine fails or the landing gear jams, the pilot has almost no time at all to decide whether to take off anyway or to try and wrestle a 175,000-pound metal beast to the ground. Rejected takeoffs are rare.
Brickhouse: Because when you’re blasting down that runway at over 100 mph, things are happening really quickly. The decision to reject a takeoff is a very intense decision because you have to do it below a certain speed, otherwise, via physics, you’re not going to get stopped.
Narrator: If the plane hasn’t taken off or stopped by this point, it’s going off the end of the runway. Which, depending on the airport, could mean sliding into an open field or off a literal cliff, like at Colorado’s Telluride Regional Airport. Its runway is terrifyingly sandwiched between two 1,000-foot drops. For dangerous runways like Telluride’s, airports will install an engineered materials arrestor system. An EMAS is a bed of materials at the end of a runway designed to collapse under the weight of an airplane, gripping its tires and ideally bringing it to a stop before it plummets 1,000 feet off a ledge. It works similarly for a landing gone wrong. So, what is it about touching down that makes it so much more dangerous than taking off? Oversimplified, it’s easier to make a plane fly than it is to make it stop.
Brickhouse: We’re slowing down, and we’re getting the aircraft down to the ground. And since you’re already slow, any wind effect or anything like that could have more dramatic impact than it would on takeoff.
Narrator: During a normal landing, the pilot is communicating with air traffic control, lining up with the proper runway, and informing the crew. Similar to takeoff, but all while flying toward the ground instead of away.
Brickhouse: Sometimes it’s a normal landing where everything is going well and something happens at the last second, and it leads to an accident. In other situations, there’s already an emergency on board the aircraft, which has already complicated the landing. And then they land, and something unfortunately goes wrong.
Narrator: Statistics can be scary, but they still say flying is the safest way to travel. And even if an accident were to happen on your next flight, you’d have a 95.7% chance of surviving it.
EDITOR’S NOTE: This video was originally published in December 2019.
ОЗНАКОМИТЕЛЬНАЯ ВЕРСИЯ: UNIT 1 — NON-STANDARD SITUATIONS ON GROUND
Task 1 Listen to the story for the gist.
Task 2 Choose the correct answer.
The story is about
a) a collision of two aircraft
b) damage of the aircraft by a foreign object
c) a collision of the aircraft with the terminal
d) an aircraft system failure
Task 3 Listen to the story once again for details.
Task 4 Choose the correct answer.
1. The destination of the flight was
a) London
b) Singapore
c) not mentioned
a) a daylight flight
b) a night flight
3. It happened when the crew were
a) on final
b) parking to the stand
c) vacating the runway
4. The aircraft struck
a) a leader van
b) a marshaller
c) a baggage cart
5. The pilot turned onto the stand because he had been confused
a) by the APIS lateral guidance illuminating
b) by the ground technician’s signal
c) by the aircraft type, B747, on the APIS display
6. If the aircraft parking information system is active, on the APIS display, the pilot can see
a) the aircraft type
b) readout of distance to go to stopping point
c) lateral guidance illuminating
d) all the above
7. Misleading parking guidance resulted in
a) a dent on the left outboard engine cowling
b) the left main gear collapse
c) substantial damage to the terminal building
Task 5 Please explain what happened as if you were a pilot or a ground technician.
Task 6 Listen and repeat.
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-01.mp3
| visual docking guidance system | система визуальной стыковки с телетрапом |
| (to) activate | включать, приводить в действие |
| (to) indicate | показывать, означать |
| indication | показание, индикация |
| (to) illuminate | загораться (о табло, лампочке) |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-02.mp3
| ground technician | техник |
| ground personnel | наземный персонал |
| ground crew | наземный персонал |
| ground staff | наземный персонал |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-03.mp3
| (to) assign | назначать, устанавливать |
| the assigned stand | назначенная стоянка |
| the assigned flight level | назначенный эшелон |
| assignment of levels | назначение эшелонов |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-04.mp3
| baggage/ luggage | багаж |
| carry-on/hand baggage | ручная кладь |
| baggage cart | багажная тележка |
| baggage container | контейнер с багажом |
| baggage van | машина, перевозящая багаж |
| baggage vehicle | машина, перевозящая багаж |
| one piece of extra baggage | лишнее место багажа |
| baggage identification | опознавание багажа |
| baggage mismatch | несовпадение багажа |
| lost or mishandled baggage | утерянный или засланный багаж |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-05.mp3
| stand/parking position | стоянка |
| gate | 1) Выход (для пассажиров); 2) Телетрап (для парковки ВС) |
| stop bar | линия остановки |
| stopping point | место остановки |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-06.mp3
| (to) park | парковаться |
| (to) taxi | рулить |
| (to) taxi in | зарулить |
| (to) taxi out | вырулить |
| (to) taxi up | подрулить |
| (to) pull in/ pull over (to the left or right) | принять (влево или вправо) |
| (to) pull out | вытаскивать, вытягивать |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-07.mp3
| (to) strike struck struck | ударить, удариться |
| (to) collide | столкнуться |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-08.mp3
| damage | повреждение |
| (to) sustain damage | получить повреждение |
| minor damage | незначительное повреждение |
| substantial damage | значительное повреждение |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-09.mp3
| apron/ramp/tarmac | перрон |
| cargo apron/ cargo ramp | грузовой перрон |
| general aviation apron | перрон авиации общего назначения |
| taxiway (TWY) | рулежная дорожка (РД) |
| terminal | аэровокзал |
| domestic terminal | терминал внутренних рейсов |
| international terminal | терминал международных рейсов |
| hangar | ангар |
| maintenance base | зона технического обслуживания |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-10.mp3
| runway (RWY) | взлетно-посадочная полоса (ВПП) |
| runway incursion/runway infringement | несанкционированное занятие ВПП |
| runway excursion | выкатывание с ВПП |
| runway confusion | занятие неразрешенной ВПП вследствие путаницы |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-12.mp3
| debris | строительный мусор, обломки |
| carton box | картонная коробка |
| pieces of burst tire | части лопнувшей покрышки |
| plastic sheet | кусок пластика |
https://aeroenglish.ru/wp-content/uploads/2020/05/01-06-13.mp3
| spillage | разлив (пятно) |
| fuel spillage | разлив топлива |
| oil spillage | разлив масла |
| de-icing fluid spillage | разлив противообледенительной жидкости |
| cleanup | уборка, чистка |
| foam, to foam | пена, запенивать |
Task 7 Divide the following words in two groups and fill in the table: Airport services and Ramp vehicles and equipment.
immigration service, shuttle bus, customs, cargo loader, cargo handling, sweeper, catering truck, veterinary service, fuel truck, catering, leader van, passenger handling, ground power unit, cabin cleaning, air starter unit, crew bussing, toilet/water service, lavatory truck, de-icing, refueling, fire vehicle, hydraulic platform, aircraft balancing, ambulift, flight planning service, tow truck, wheelchairs, meet and assist unaccompanied minors.
Ramp vehicles and equipment
Task 8 Cross out misfits.
| runway incursion | runway clearing | runway excursion |
| direction sign | “no entry” sign | road sign |
| pull up | pull over | pull in |
| baggage van | baggage mismatch | baggage cart |
| snow plough | snow bank | sweeper |
| fence | terminal | hangar |
| apron | tarmac | centerline |
| edge lights | traffic light | centerline lights |
| request stop | stop bar | stopping point |
| runway threshold | runway stop end | runway pavement |
Task 9 Divide the following words in two groups and fill in the table.
fuel spillage, plastic sheet, slush, broken tarmac, oil spillage, debris, dead bird, rubber marks, debris of burst tire, patches of water, carton box, dog
Contamination
Foreign object
Task 10 Match the nature of the incident with a kind of assistance or ramp vehicle that a pilot will request from ATC.
| 1. | If the aircraft has skidded off the taxiway | a) | shuttle buses for passengers. |
| 2. | If the crew observe an oil spillage in their vicinity | b) | a fire truck to foam or to cool them down. |
| 3. | If the landing gear collapsed during the landing roll | c) | a tow truck to pull them out. |
| 4. | If the aircraft is unable to continue taxi and the crew is going to disembark passengers in present position | d) | ground staff to clean up the spillage. |
| 5. | If the crew has brakes overheat problem | e) | a new slot and baggage identification. |
| 6. | If there is one piece of extra baggage | f) | an immigration officer and police. |
| 7. | If the crew discover a stowaway aboard the plane | g) | a tug to tow the airplane to the maintenance base. |
Task 11 Listen to radio communications between Japanair 7 heavy, American 5881 and Boston Tower controllers and fill in the table.
https://aeroenglish.ru/wp-content/uploads/2020/05/01-11.mp3
| Flight phase |
| Nature of the problem |
| Pilot’s request |
| ATC instruction |
Task 12 Sum up the main points of the situation using the table above.
Task 13 Simulate dialogues in the following situations.
Pilot 1 (P1) – Miller Air 872
Pilot 2 (P2) – C153TM
Controller 1 (C1) – Melville Tower
Controller 2 (C2) – Melville Ground
Pilot (P) – ASA 451
Controller (C) – Melville Apron
Pilot (P) – TCH 763
Controller (C) – Melville Ground
Pilot (P) – TCH 619
Controller 1 (C1) – Melville Ground
Controller 2 (C2) – Melville Apron
РД Ц.
ИНСТРУКЦИЯ
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Following a flight from Singapore to London Heathrow Airport with 237 passengers and 19 crewmembers the night of July 29, 2009, the commander visually checked to ensure that the aircraft parking information system (also called a visual docking guidance system) at the assigned stand had been activated.
He also checked that the aircraft clearance zone was clear before turning the aircraft in to the stand.
He noted that the lateral guidance was illuminated and interpreted this as the system having been activated.
However, the visual docking guidance system had not been activated; a wiring defect was causing the lateral guidance to illuminate.
The commander initially had not noticed that the alphanumeric display of the aircraft type, “B747”, which indicates that the system is active and is programmed properly for the arriving aircraft, was not illuminated.
The ground technician had arrived on stand five minutes before the 747 and had noticed that a number of baggage containers had been parked improperly.
Because of this, he did not activate the docking guidance system before he went to terminal building to seek help in moving the baggage containers and to summon a marshaller to guide the aircraft.
As he was about to enter the terminal building, the ground technician heard the aircraft taxiing in.
He moved back onto the stand and attempted to signal the pilot to stop, using his hands to form a cross above his head.
His signal was not seen by the crew and with the aircraft not stopping, he ran around the front of the stand and activated the “STOP” button.
As the commander taxied the 747, he became concerned that he did not see the aircraft type on the docking guidance system display or a readout of distance to go. So he stopped the aircraft and this was coincident with the word “STOP” illuminating.
The cowling on the left outboard engine had been dented when it struck the baggage cart before the airplane came to a stop 11 m beyond the correct stopping point.
Task 4 1a 2b 3b 4c 5a 6d 7a
| Airport services | Ramp vehicles and equipment |
| immigration service | shuttle bus |
| customs | cargo loader |
| cargo handling | sweeper |
| veterinary service | catering truck |
| catering | fuel truck |
| passenger handling | leader van |
| cabin cleaning | ground power unit |
| crew bussing | air starter unit |
| toilet-water service | lavatory truck |
| de-icing | fire vehicle |
| refueling | hydraulic platform |
| aircraft balancing | tow truck |
| flight planning service | ambulift |
| wheelchairs, meet and assist unaccompanied minors |
Task 8 Words to be crossed out: runway clearing, road sign, pull up, baggage mismatch, snow bank, fence, centerline, traffic light, request stop, runway pavement.