飞行员英语面试范文（精选多篇）

推荐第1篇：飞行员英语面试

It is my pleasure to take part in this pilot[\'pailət] recruiting[ ri\'kru:t ]proce [ prə\'ses ].To become a pilot, that is the dream in many young minds, and I am one of them.

I hope I can make a good performance today.I\'m confident [ \'kɔnfidənt ] that I can succeed .Now I will introduce myselfbriefly [ \'bri:fli ]简短地

I am 23 years old, born in xunke County , Heilongjiang Province.And I come from Harbin Normal University.My major [ \'meidʒə ]主修 is the subject of life science [ \'saiəns ].And I will graduate in 2013 and got a bachelor\'s[ \'bætʃələ ]学士 degree [ di\'gri: ]学位.In the past three years, I spent most of my time on study.I paed CET4 and the country computer two stage have an exam [ ig\'zæm ].And I have acquired [ ə\'kwaiə ] 获得basic[ \'beisik ] knowledge of my major.I have good learning ability，I can quickly accept the new knowledge and adapt to the new environment.

In my spare time, I like running, basketball, especially basketball , because playing basketball can let me feel happy, also can let me have a better coordination

[kəʊˌɔ:dnˈeɪʃən]协调, reaction [riˈækʃən] 反应more agile [ˈædʒəl] 灵巧的, while playing basketball can also deepen [ˈdi:pən] 加深the friendship between friends, improve our team work.

Flying in the blue sky, one feels free and pleasant.However, to be a true pilot, one has to have high quality [ˈkwɔliti]and great personality [ˌpə:səˈnæliti] 人品.I have been working hard with great effort in the past, and I will continue to do so in future.

And I will try my best.

That’s all.Thank you for giving me the chance.

我很高兴参加这个飞行员招聘过程。为了成为一名飞行员，这是许多人从小的愿望，我是其中之一。 我希望我今天能有好的表现。我相信我能成功。现在我将简单介绍一下我自己：

我23岁了，在黑龙江省逊克县出世。我来自哈尔滨师范大学。我的专业是生命科学。我要2013年毕业并获得学士学位。在过去的三年里，我度过了我的大部分时间研究。我通过了大学英语四级和国家计算机二级考试。我已经掌握了我的专业的基础知识。我有良好的学习能力，能很快的接受新的知识和适应新的环境。

在我的课余时间，我喜欢跑步，打篮球，特别是打篮球，因为打篮球能让我感到快乐，也可以让我有一个更好的协调，反应更敏捷，而打篮球也能加深了朋友之间的友谊，提高我们的团队工作。

在蔚蓝的天空中飞翔，自由、惬意。然而，做一个真正的飞行员，一个具有高质量和伟大的人格。我一直很努力很努力在过去，我将继续这样做，在未来。

我会尽我最大的努力。My father is a farmer.

这是所有。谢谢你给我机会。My mother has paed away a few years

推荐第2篇：飞行员英语面试

It is mypleasure to take part in this pilot recruiting proce.To become a pilot, that is the dream in many young minds, and I am one of them.

推荐第3篇：飞行员面试自我介绍

一、飞行员面试小技巧

穿着最好是正装(职业)， 一定要干净整洁。

自我介绍，就是、姓名、年龄、身高、体重、业余爱好、外加对自己的城市做个简单的介绍。

你多培养自己的亲和力、笑容、站姿、走姿。

二、飞行员面试自我介绍范文

各位评委你们好，我叫XX，来自XX，我的特长是声乐、钢琴。02年参加过在北京举行的首届中国民航航空院校学员推介展示会，并且获得了航空知识问答银奖、服务技能银奖，在才艺展示中以一首钢琴谈唱《友谊地久天长》获得在长评委和观众的好评，因为父亲是一名部队飞行员，所以在部队里张大的我，从小就有一种军人的素质和工作作风。我相信，我会以我教好的服务意识，继续为东航保持良好的服务形象，谢谢。

Good morning everyone,my name is XX,and my english name is XX.Iam 21 years old and iam from (qingdao/XX) .

I have very happy family, they were my mother,my father and i.my father is soldier and my mother is doctor .i love them verymuch,we leave very luckly everyday!

I have some interests, four example: play piano singsong ang swimming.I have lend so much from them.

when i was young, i haved a dream, i was dreaming flying in the sky, so ,i long to work in the plain.then, iam here,i weash you would take me, because iam looking four would, to working four(china easten airlines),nice meeting you again.

thank you !

当你说完这段自我介绍，用时差不多1分钟多点，但是如果你说的够熟练够自然，眼神不停的在跟评委们交流，评委绝对不会因为你说的多了而中间打断你，而且会开始仔细听你说的内容开始观察你，说完中文当你说英文的时候，如果你下工夫去练了背了找老师把发音纠正了，那么评委会对你的印象很不错，学乘务员专业的同学英语水平实在不敢恭维，学这专业的都是玩过来的，没办法，但是就是这自我介绍，可以说是非常重要!因为绝大多数人在说自我介绍的时候都是：我叫XX，就读于XX学校，身高XX，体重XX，爱好XX，回答完毕，看了我上面的内容你们应该自己偷着乐了。下面我说下关于第2关英语考试的问题，各个公司考试内容不一样，国航比较注重口语，东航口语笔试都要考，口语比较简单，一般问八九个问题，如果你高中好好上听懂问题应该不大，笔试应该是考的新概念第二册75课以后的，我只记得阅读理解有个关于小提琴的，具体内容忘了。反正新概念第二册能看懂考试就没问题!深圳航空考试的内容比较全面，数学，英语，时事政治等等，我看也就是初中的水平，比较简单，厦门航空考试也比较全面，而且还有心理测试。

最后一关就轻松多了，考官的表情明显轻松了，就跟你以朋友式的交流问一些你自己的情况，包括在学校的表现，家里父母都是做什么的等等。评委可能要求女孩子卸妆，看下你的皮肤、牙齿怎么样，男生也是一样。还有个才艺展示环节，就是让你唱歌跳舞，会什么就表演什么，最好提前准备好，自己没事在学校女生就多参加学校的演出，跳舞唱歌什么的，都可以锻炼一下。男生就学点武的，抬拳道、田径、篮球足球都可以。现在航空公司普遍喜欢阳刚帅气的，不喜欢有女性美的男生(这种男生以前很吃香，但现在男生飞行都干兼职安全员，要求就是阳刚型的)。

推荐第4篇：飞行员面试自我介绍123

关于中国

民航大学面试问题的总结1．Introducemyself

Good morning, it is really a great honor to have this opportunity for a interview, I would like to answer whatever you may raise, and I hope I can make a good performance today.now I will introduce myself briefly[\'briflɪ] (简短地),I am 24 years old,born in shaanxi province ,middle of china,and I am curruently a senior student at shaanxi XUST.My major isTourism manageent,and I will receive my bachelor [\'bætʃəlɚ] （学

士） degree in june.In the past four years, I spent most of my time on study.I paed CET4 and Certificate[sɚ\'tɪfəkɪt] of accounting [ə\'kauntɪŋ] profeional with a ease [iz]（容易;不费力）and acquired[ə\'kwaɪrd]basic theoretical [,θiə\'rɛtɪk!]and practical knowledge of Language.And I’ve acquired basic knowledge of my major.Courses completed Public course andmajor courses ,such as management、Western Economics、Higher mathematics、accounting、Tourism Economics.In my Spare time, I like running、travel and instruments , especially bamboo flute、mouth organ, because instruments can let me feel happy, running can let me have a better healthy body，traveling can let me enjoy different beautifulscenery and culture.

从简历到签约——校招求职全攻略求职准备简历网申笔试面试

My family members have three people, they love me, I love them very much.My family members trust each another.They are very supportive of my choice.They are very proud of me_and_they are happy that I can do this.Flying in the blue sky, one feels free and pleasant.However, to be a true pilot, one has to have high quality and great personality.I have been working hard with great effort in the past, and I will continue to do so in future.I also enjoy very much the culture and custom of foreign conutries.I am so attracted to the difference of different countries.My dream can come true if I am a pilot for international flight And I will try my best.

That’s all.Thank you for giving me the chance 2.Why do you want to be a pilot?

The pilot is a very the profeion of envy making a person .I have been dreaming to become a pilot since I was a little child.I gue every kid has such a dream, that is, to fly in the sky as a bird.I also enjoy very much the culture and custom of different place.Being a pilot can make this dream come true.3.Do you think a pilot all need those qualities?

I think that as a pilot has to have a healthy body, good psychological quality of profeionalism and teamwork 4.Why do you choose our airlines?

Your company was founded in 2008 at shaanxi xian.And I am from shanxi I want to find a job in

Xi\'an

.Your company has been established only four years time,but attaches great importance to talent, Joy Air has made great development,I very agree with his enterprise [\'ɛntɚ,praɪz]culture。 5.How do youwantto improve your English if you areimployed by our airlines?

Although my English is not very good, I will use my spare time to make up for my lack of English aspect.IthinkIwill make a great progre on EnglishifItry my best to learn English .

推荐第5篇：飞行员面试自我介绍123

关于中国

民航大学面试问题的总结 1．Introduce myself Good morning, it is really a great honor to have this opportunity for a interview, I would like to answer whatever you may raise, and I hope I can make a good performance today.now I will introduce myself briefly [\'briflɪ] (简短地),I am 24 years old,born in shaanxi province ,middle of china,and I am curruently a senior student at shaanxi XUST.My major isTourism manageent,and I will receive my bachelor [\'bætʃəlɚ] （学士） degree in june.In the past four years, I spent most of my time on study.I paed CET4 and Certificate[sɚ\'tɪfəkɪt] of accounting [ə\'kauntɪŋ] profeional with a ease [iz]（容易;不费力）and acquired [ə\'kwaɪrd] basic theoretical [,θiə\'rɛtɪk!] and practical knowledge of Language.And I’ve acquired basic knowledge of my major.Courses completed Public course and major courses ,such as management、Western Economics、Higher mathematics、accounting、Tourism Economics.In my Spare time, I like running、travel and instruments , especially bamboo flute、mouth organ, because instruments can let me feel happy, running can let me have a better healthy body，traveling can let me enjoy different beautiful scenery and culture.

从简历到签约——校招求职全攻略求职准备简历网申笔试面试

My family members have three people, they love me, I love them very much.My family members trust each another.They are very supportive of my choice.They are very proud of me_and_they are happy that I can do this.Flying in the blue sky, one feels free and pleasant.However, to be a true pilot, one has to have high quality and great personality.I have been working hard with great effort in the past, and I will continue to do so in future.I also enjoy very much the culture and custom of foreign conutries.I am so attracted to the difference of different countries.My dream can come true if I am a pilot for international flight And I will try my best.That’s all.Thank you for giving me the chance 2.Why do you want to be a pilot? The pilot is a very the profeion of envy making a person .I have been dreaming to become a pilot since I was a little child.I gue every kid has such a dream, that is, to fly in the sky as a bird.I also enjoy very much the culture and custom of different place.Being a pilot can make this dream come true.3.Do you think a pilot all need those qualities? I think that as a pilot has to have a healthy body, good psychological quality of profeionalism and teamwork 4.Why do you choose our airlines?

Your company was founded in 2008 at shaanxi xian.And I am from shanxi I want to find a job in Xi\'an .Your company has been established only four years time,but attaches great importance to talent, Joy Air has made great development,I very agree with his enterprise [\'ɛntɚ,praɪz] culture。 5.How do you want to improve your English if you are imployed by our airlines? Although my English is not very good, I will use my spare time to make up for my lack of English aspect.I think I will make a great progre on English if I try my best to learn English .

推荐第6篇：一篇比较经典的飞行员面试英语自我介绍

一篇比较经典的飞行员面试英语自我介绍

It is my pleasure to take part in this pilot[\'pailət] recruiting[ ri\'kru:t ]proce [ prə\'ses ].To become a pilot, that is the dream in many young minds, and I am one of them.I hope I can make a good performance today.I\'m confident [ \'kɔnfidənt ] that I can succeed .Now I will introduce myself briefly [ \'bri:fli ]简短地

I am 23 years old, born in xunke County , Heilongjiang Province.And I come from Harbin Normal University.My major [ \'meidʒə ]主修 is the subject of life science [ \'saiəns ].And I will graduate in 2013 and got a bachelor\'s[ \'bætʃələ ]学士 degree [ di\'gri: ]学位.In the past three years, I spent most of my time on study.I paed CET4 and the country computer two stage have an exam [ ig\'zæm ].And I have acquired [ ə\'kwaiə ] 获得basic[ \'beisik ] knowledge of my major.I have good learning ability，I can quickly accept the new knowledge and adapt to the new environment.In my spare time, I like running, basketball, especially basketball , because playing basketball can let me feel happy, also can let me have a better coordination [kəʊˌɔ:dnˌeɪʃən]协调, reaction [riˌækʃən] 反应more agile [ˌædʒəl] 灵巧的, while playing basketball can also deepen [ˌdi:pən] 加深the friendship between friends, improve our team work.Flying in the blue sky, one feels free and pleasant.However, to be a true pilot, one has to have high quality [ˌkwɔliti]and great personality [ˌpə:səˌnæliti] 人品.I have been working hard with great effort in the past, and I will continue to do so in future.And I will try my best.That’s all.Thank you for giving me the chance.我很高兴参加这个飞行员招聘过程。为了成为一名飞行员，这是许多人从小的愿望，我是其中之一。 我希望我今天能有好的表现。我相信我能成功。现在我将简单介绍一下我自己： 我23岁了，在黑龙江省逊克县出世。我来自哈尔滨师范大学。我的专业是生命科学。我要2013年毕业并获得学士学位。在过去的三年里，我度过了我的大部分时间研究。我通过了大学英语四级和国家计算机二级考试。我已经掌握了我的专业的基础知识。我有良好的学习能力，能很快的接受新的知识和适应新的环境。

在我的课余时间，我喜欢跑步，打篮球，特别是打篮球，因为打篮球能让我感到快乐，也可以让我有一个更好的协调，反应更敏捷，而打篮球也能加深了朋友之间的友谊，提高我们的团队工作。

在蔚蓝的天空中飞翔，自由、惬意。然而，做一个真正的飞行员，一个具有高质量和伟大的人格。我一直很努力很努力在过去，我将继续这样做，在未来。 我会尽我最大的努力。My father is a farmer.这是所有。谢谢你给我机会。My mother has paed away a few years

推荐第7篇：飞行员

空军飞行员录取八大关卡

第一步：报名推荐 每年9至12月份，报考飞行学员的学生，就能了解到空军招飞的信息。学生首先需要通过学校报名推荐关。这一关包含两方面，一方面学生争得父母的同意自愿报考，另一方面学生所在学校对照招飞报名条件审查报名资格。符合报名条件的学生，填写《空军航空大学考生报名表》，参加招飞选拔。第二步：预选初检 这一关是以体检为主，检查时采取单项淘汰制，主要通过检测淘汰率高、易检测、占用时间短的项目，包含了外科除握力、肺活量以外，内科的血压、心肺、肝脾、肾脏，眼科的视力、色觉、外眼和耳鼻喉三腔检查。09空军招飞预选初检：复读生不得报考飞行员

第三步：体格检查 严格体检，按《空军招收飞行学员体格条件》执行，由空军招飞专业体检医务人员实施，实行单科、单项淘汰制。考生要通过眼科、耳鼻喉科、口腔科、外科、皮肤科、内科、神经精神科和特诊科，近150个小项的全面检查。飞行员的体检要求很严格，不光是身体上的硬性条件，还有反应，平衡性，耐晕性以及识别方向的能力。百里挑一。

第四步：心理品质 由飞行专家和航空心理学专业人员对受检测者进行较全面、系统的心理检测，判定其是否具备从事飞行活动的心理品质。第五步：政治审查 政治合格是飞行员的首要条件。

第六步：文化考试考生符合身体、心理品质、政治方面条件后，参加高考，成绩要达到一定标准才能被录取。

第七步：身体复查 高考一周之后，身体复查。这是空军录取前进行的医学观察，由医务人员对个别易变项目进行的重复性检查，主要了解考生身体情况有无变化，发现问题及时采取补救措施，确保身体复查验收的合格。

第八步：审批录取在其他普通高等学校录取之前，空军已经划定了录取分数线，对考生进行提前单独录取。

空军与民航招考飞行员五大不同

培养院校不同空军招收的飞行学员将被送到位于长春市的中国人民解放军空军航空大学，学习航空飞行与指挥专业。北京民航招飞即中国国际航空股份有限公司招收飞行员，录取考生送至四川省广汉市中国民用航空飞行学院，学习飞行技术专业。

报名条件不同 空军招飞以理科生为主，文科生也可报名，但是所占比例较小。从今年起，空军不再招收往届考生。民航招飞要求考生是理科应届高中毕业男生，文科生和往届生不能报考。

身体要求不同 空军要求考生身高在165—185厘米之间，民航是170—183厘米之间；空军对考生的视力要求是每眼裸眼视力均在C字表1.0以上，而民航要求0.5以上。

高考录取分不同 空军招飞全国统一划定的最低录取控制分数线一般为340分，北京市以往录取在370分左右。民航对考生的高考成绩要求略高，一般为北京市二本分数线。

未来发展方向不同空军飞行员是空军部队建设的塔尖，据了解，空军将军大部分是飞行员出身。飞行员通过培养将是空军部队的栋梁之才。民航飞行员将直接分配到航空公司，就业不愁，并且待遇优厚，民航飞行员是国内收入最高的职业之一

中国空军飞行员享有的真实待遇

待遇绝对是一流的，升职也是所有军种中最快的

空军飞行人员是党和国家的宝贵财富，享有较高的政治待遇和社会荣誉。由于飞行工作的特殊需要，飞行人员除享受现役军宫的待遇外，还按照有关规定享受飞行人员特有的待遇。飞行学员取得学籍后，从开学之日起计算军龄，家庭享受军属待遇，学习期间一切费用由国家提供，同地方院校和部分军队院校相比，家庭可节省经费6-7万；飞行学员在校学习期间的第二学年安排探亲假；飞行学员毕业后任飞行军官，授予空军中尉军衔，享受优厚的工资待遇，不需要考虑就业问题，解决了后顾之忧；根据个人飞行技能，享受飞行等级补助金和飞行小时补助金；飞行人员的行政职务，根据飞行年限一般均可由连职逐级晋升至师职；为了保证飞行人员有强健的体魄，国家规定飞行人员有较高的伙食标准，学员在校学习期间享受学员津贴，毕业后按任命的职务、级别、军衔发给相应的工资；每年可享受身体健康疗养一个月；飞行人员结婚后，配偶即可随军，随军后优先安排住房和工作，没有随军的每年安排探亲休假一次；单身的飞行员住飞行员公寓，房间设备齐全；飞行人员的子女参加地方高考、中考，凡符合空军院校招生条件的，优先录入空军院校学习。

毕业即授学位军衔

被录取的高中生飞行学员，按新训练体制，培训分基础教育和飞行专业学习两个阶段。

基础教育时间为2年6个月，开设大学本科基础、军事理论、政治理论、航空理论、体育训练等课程共40余门，学员要打下良好的思想政治、科学文化、军事专业、领导管理和身体、心理等方面的基础。

飞行专业学习时间为1年6个月，学习训练初级教练机和高级教练机飞行基本技术。毕业时，达到熟练掌握飞行基本驾驶技术的水平者，获得大学本科学历，授予军事学学士学位。任职副连职飞行军官，授予空军中尉军衔。

学习经费国家全包

飞行员的优厚待遇其实从刚入学就开始了。飞行学员取得学籍后，从开学之日起计算军龄，家庭享受军属待遇，学习期间的一切费用由国家提供，同地方院校和部分军队院校相比，家庭可节省经费6万～7万元；飞行学员在校学习期间的第二学年安排探亲假。为了保证飞行员有强健的体魄，国家规定飞行员有较高的伙食标准，学员在校学习期间享受学员津贴。

学员取得学籍、军籍后，高考成绩达到当年当地本科

一、二批次录取控制线的，还将被分别给予5000元和3000元招飞奖金的奖励。

享受优厚工资待遇

飞行学员毕业后，达到要求的任命副连职飞行军官，优秀者任命为正连职飞行军官，都授予空军中尉军衔，享受优厚的工资待遇。同时根据个人飞行技能，享受飞行等级补助金，根据飞行日、个人飞行时间享受飞行小时补助金。

飞行员结婚后，家属即可随军，优先安排住房和工作；没有随军的每年安排探亲休假一次；单身的飞行员住飞行员公寓，房内设备齐全；飞行员的子女参加地方高考、中考，凡符合空军院校招生条件的优先录取。

停飞后会妥善安置

有些家长担心，如果学员在校期间停飞，那今后出路何在？其实无须担心，按照规定，如果学员在校学习期间，因身体、技术、心理等原因停飞，将按有关规定做出相应安排。高中毕业生停飞学员，符合地面院校学员条件的，按有关规定转入空军地面院校继续完成相关学业，毕业后分配到空军部队任职。

推荐第8篇：飞行员

深圳航空西安飞行员面试 1楼

下午就开始初试了。于是下午2点杀到西工大航空楼报告厅。大概看了下，应聘飞行员的人大约有120个左右。应聘空乘的人就比较多了，毕竟招聘空乘的身体条件比飞行员要低，所以大多数帅哥靓妹都扎堆排在了空乘招聘的队伍中。我也带上简历站在了飞行员招聘的队伍里，飞行员下午的初试是很快的，因为要把主要的时间留给空乘。1个人最多就5分钟的时间，很快轮到我和面试官PK了。慢慢走了过去，打了声招呼后，面试官就开始看我的简历，然后让我自我简介1下，看到我没有拿到英语4级，于是问我为什么没有英语4级，我只好说没考过啊，呵呵。后来来了个飞行教员（后来才知道他是），看到我，问我多重多高，我如实回答了。他说我有点偏胖，就说让我回去减肥，不然过不了体检。然后给我拿了张招聘简章的小册子就让我回家等24小时内的短信通知结果。有点感觉不太妙啊，算了只好回家等了。

结果，晚上21点30分左右短信来了，通知我于29日早上9点半参加复试和笔试，就这样稀里糊涂的

过了初试。

第二天早上9点半集合后发现人已经比昨天应聘时少了1半了，大概有60多人。因为头天晚上在网上查了下其他面试过的城市的同学发的帖子，最终进入体检程序的人也就剩20来个。所以今天心理也很没底，昨晚匆匆用英文组织了1篇自我介绍，怕被教官问道。

由于时间紧迫，一开始是笔试和C字视力表测试同时进行。拿到笔试题后看到原来都是用英语回答的，笔试试卷分英语测试、行政能力、心理性格测试等内容。反正都不简单，基本上出了名字是汉字写的，卷面就再也没写过汉字了。做题时轮到你了，就去查C字视力表，视力表过不了的就直接Game over了。考试时间很紧张，做不完也得交卷，但是卷子不是当场批改的，是要拿回去给HR看的。笔试完后是身体平衡能力测试，然后是反应能力测试，最后由一位面试官用英语口语提问，口语作答。旁边一位哥们没听懂教官英语说的，向后转，说了3遍都没反映过来，结果被淘汰了。。。

最后这一轮一轮下来就剩了我们21个人，签完体检通知函和赵飞协议书就等着12月10日左右和成都那一批人一起体检了。至此我已经完成了50%的招聘程序，到时候体检还是要淘汰不少人的，不知道这些年了，身体和当年西北招飞时相比有没有变化，哎，真是残酷的现实啊！

深圳航空面试小记

1楼

深圳航空在2007年的3月20日来厦门大学校园招聘，在群贤102。当时的场面很火爆，大约有400多人吧。教室很大，外面站满了人，当时有个简单的初试，人源源不断的来，直到下午5点还在面，可想而

知有多少人。

不过当天晚上12点就收到了深航的笔试通知。第二天上午先参加了小组讨论，我的表现感觉一般，因为有的学生很能说，我只能说上几句，就以经很不错了。接着进行了笔试，有行政的、英语的、数学的几种

题型。

当天下午收到了终面的通知，很高兴。但我的一个问题回答坏了。给面试官的感觉是我不会长待，当时没意识到，后来想想，自己确实那个问题说坏了。因为面试官不止一次的问我那个问题，工作比较枯燥，是不是觉得大材小用。至少问了3遍。就这样没有机会了。不过深航的通过率很低。通过率为400筛选，我们那个部门 13个笔试初面。5个终面。给了自己很大的信心。

结论：有些问题，细节问题，还是考虑好了回答，站在面试官的角度来回答。 本人于11月份参加上海深航飞行员面试,请有参加过的大哥给点试题指导,多谢.本人QQ:565301039 我来帮他解答

2007-9-21 01:01 满意回答

我刚在深圳面试完~~~笔试面试都主要考英语~~~主要准备介绍自己~~介绍学校~~~为什么想当飞行员~~~飞行员和学生的差别~~~飞行员的责任~~~都是英语哦！！！

有谁参加过深圳航空飞行员的航校面试啊？给说说都问什么问题呀，难不难呀？急急急！！！

悬赏分: 0一级

回答共 1 条

要求:

一、验证，拿出毕业证、身份证等证件查看真假，或是否符合年龄等要求。同时考官如果不喜欢你，随时都可以叫你离开。

二、身高要求172-182cm，http://www.daodoc.com/如果合要求，就能进入下一步，当然，大多人都能达到这项要求。同时考官如果不喜欢你，随时都可以叫你离开。

三、体重，只要身材不是太胖或太瘦就行（当然，你是关系户的话也无所谓，后面会提到）。同时考官如果不喜欢你，随时都可以叫你离开。

四、视力、色肓，如果你认识医生的话，差一点也不要紧，自已没问题的话更不用担心，但是一般这一环节下来的人不少。有谁参加过深圳航空飞行员的航校面试啊？给说说都问什么问题呀，难不难呀？急急急！！！

悬赏分: 0一级

回答共 1 条

要求:

一、验证，拿出毕业证、身份证等证件查看真假，或是否符合年龄等要求。同时考官如果不喜欢你，随时都可以叫你离开。

二、身高要求172-182cm，http://www.daodoc.com/如果合要求，就能进入下一步，当然，大多人都能达到这项要求。同时考官如果不喜欢你，随时都可以叫你离开。

三、体重，只要身材不是太胖或太瘦就行（当然，你是关系户的话也无所谓，后面会提到）。同时考官如果不喜欢你，随时都可以叫你离开。

四、视力、色肓，如果你认识医生的话，差一点也不要紧，自已没问题的话更不用担心，但是一般这一环节下来的人不少。

推荐第9篇：中国民航飞行员英语900句题库

第一章

基本通话术语

1.Climbing at 1000 feet per minute or geater.继续以每分钟1000英尺或更大的上升率上升。

2.Maintaining own separation and

VMC , descending to FL80.保持好自己的间隔和目视气象条件，下降到高度80.3.Experiencing icing conditions.Request further descent.遇到结冰条件，请求进一步下降。

4.Experiencing severe turbulence .Request further descent.遇到严重颠簸。请求进一步下降。

5.Request radar vectors for visual approach Runway.请求雷达引导，目视进近，跑道22.6.Request Taxi

to south maintenance ramp.请求滑行到南边的维护机坪。

7.Expect hold at HUR VOR for 10 minutes due traffic.由于冲突飞机，预计在HUR VOR台等待10分钟。

8.After paing SY VOR ,leave

the hold on heading 250,cleared for VOR approach Runway 06.

过SY VOR 台后，离开等待，航向250，可以VOR进近，跑道06号。

9、Clearer to LHR, hold at LHR as published .Maintain 8000 feet .Expect further clearance at 18.可以飞往LHR，并按公布的航图在LHR等待。保持高度8000英尺。预计进一步许可保持18分钟。 10.Cleared to the 180 radial of PER VOR at 15 DME .Hold south ,left hand pattern, outbound time 2minutes ,expect approach clearance at 37.可以在PER VOR台180度径向线DME 15 海里处向南等待，左等待，背向时间两分钟。预计进近许可时间37分。

11.Information P received ,stand 03 ,ready to copy ATC clearance.收到通播P，停机位03号，准备好抄收ATC许可。

12.Cleared to destination ,flight planned route, cruising level 330,departure Runway 04, initial altitude 7000 feet .HZ-01 Departure, squawk 2563 ,departure frequency 124.35.可以飞往目的地机场，按照计划的飞行路线，巡航高度层330，离场跑道04号，起始高度7000英尺。HZ-01号标准仪表离场，应答机2563，离场频率124.35.

第二章

机场管制通话术语

1、Say again all after 3000 feet. 3000英尺后的内容再说一遍。

2、Destination Beijing, request departure

information.目的地北京，请求离场信息。

3、Start-up

approved ,altimeter setting

29.91。可以开车，高度表设定值29.91（英寸汞柱）。

4、Expect departure 49,Star-up at own discretion ， QNH 1004.预计49分离港，开车时间自己掌控，修正海压1004.

5、You are unreadable.无法听清。

6、Can you speak slower.你能说慢点吗？

7、Pushback approved , long

pushback.可以推出，多推点。

8、Negative .We need 10 minutes to cool the brakes.不行。我们需要10分钟冷却刹车。

9、Approaching holding point, request croing Runway 24.接近等待点，请求穿越24号跑道。

10、Cro Runway 24,report runway vacated.穿越24号跑道，脱离跑道时报告。

11、Unable to vacate via A2,request full length of Runway.不能经由滑行道A2脱离，请求全长跑道。

12、After departure , climb straight ahead until 3000feet.起飞后，直线爬升至3000英尺。

第三章

雷达管制通话术语

1、Maintain Mach decimal 82,transitiom speed 310knots.保持马赫数点82，转换速度310节。

2、Traffic indication at our 1 o’clock, 4miles,same altitude ,converging.活动飞机显示在1点钟方位，4海里，同高度，正在汇聚。

3、Maintain 3000 feet until glide path interception .保持3000英尺，直到截获下滑道。

4、NOTAM says glide slope for Runway 15 is Unserviceable, confirm. 飞行员通告表明15号跑道下滑故障，证实。

5、In case of going around ,turn left heading 210.如复飞，左转航向210.

6、Transponder unserviceable.应答机故障。

第四章

进近管制通话术语

1、Right heading 040 until paing FL70 then track direct to BK.右转航向040，直到通过高度层70，然后直飞BK.

2、Request straight-in L=ILS approach Runway

24.请求直接盲降进近，跑道24号。

3、When established on the localizer ,descend on the gilde path .建立好航向道后，沿下滑航径下降。

4、Runway in sight.看见跑道了。

5、Paing outer marker.过外指点标了。

6、Report MQR outbound.MOR 背台报告。

7、Hold on the 265 radial of BKM VOR between 25 and 30 miles DME ,FL100 , inbound track 085，right hand pattern ,expected approach time 1022.在BKM VOR 台265度径向线，DME距离25至30海里之间等待，高层100，向台轨迹085，右等待，预计进近时间1022.

8、Hold at 20 DME of ST VOR ,FL100,inbound track 260 degrees, left turns, limiting outbound distance 24 DME.在ST VOR台DME20海里等待，高度层100，向台航迹260度，左转，限制背台距离DME24海里。

9、Overhead YV , maintaining 3000feet,entering hold.飞越YV，保持3000英尺，进入等待。

10、Leaving FL60 ,descending to 2500 feet ,QNH 1008.离开高度层60，下降到2500英尺，修正海压1008.

11、Position 10miles northeast of LN.位置在LN东北方向，10海里。

12、No ATC speed restrictions。Contact Tower 118.9.ATC没有速度限制。联系塔台118.9。

13、Surveillance radar approach Runway 27 ,maintaining 2200 feet.监视雷达进近，跑道27号，保持2200英尺。

14、Precision radar approach Runway 27 heading 260,descending to 25000 feet ,QNH 1014.精密雷达进近，跑道27号，航向260，下降到2500英尺，修正海压1014

15、Maintain own separation and VMC ,descend to FL50.保持好自己的间隔和目视气象条件，下降到高度层50。

16、Climb to FL210,level restrictions of KODAP-01 Departure canceled.上升到高度210，取消KODAP-01号标准仪表离场的高度限制。

17、Climb to FL210,cro AU at FL 100 or below .上升到高度210，飞越AU时不高于高度层100.

18、Descend to FL100,cro YU FL150 or

above.下降到高度层100，飞越YU时不低于高度层150。

19、Continue approach Runway 36R ,maintain visual separation with preceding traffic.继续进近，跑道36右，与前机保持目视间隔。

20、Unable circling approach due company policy.Request diversion.由于公司政策，不能盘旋进近。请求改航。

21、RNAV approach not available due FMS database.Request VOR approach. 由于FMS数据库原因，RNAV不可用。请求VOR进近。

22、Cleared for LDA approach Runway 24.可以航向道偏离进近，跑道24号。

23、Unable RNAV

due equipment, request conventional arrival.由于设备，不能RNAV进近，请求常规进场。

24、Unable RNAV ，lo of RAIM，request NDB approach.由于RAIM丢失，不能RNAV进近，请求NDB进近。

25、RAIM alert ，going around.RAIM 警告，复飞了。

26、Proceed to AK ,hold as published ,expect approach clearance at 30.直飞AK，按航图等待，预计进近许可30分。

27、Holding northwest of VYK VOR FL120,what is the delay for approach? VYK VOR 台西北等待，高度120，请问进近的延误情况。

28、Request to extend the holding pattern for accomplishing the checklist.请求延长等待以完成检查单。

29、Request extended holding to burn fuel to reduce

the weight.请求延长等待以便消耗油减少重量。

30、Join right hand downwind, visual approach Runway 24.加入右三边，目视进近，跑道24号。

31、Stand by.We are carrying out procedures.

稍等，我们正在执行程序。

第五章

紧急情况通话术语

1.Our FMS has malfunctioned.Request radar vectors.我们的飞行管理计算机故障了，请求雷达引导。 2.Unable to maintain altitude, request leaving RVSM airspace.不能保持高度，申请离开RVSM空域

3.We have smoke coming from our avionics bay.We are evacuating .Request fire trucks.我们有烟雾来中我们的电子设备舱。我们正在紧急撤离。申请消防车。

4.We are having flight control problems.我们有飞行操纵问题。

5.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.

我们飞行操作计算机工作不太理想，我们保持平飞有些困难，不能再RVSM空域飞行。

6.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.飞机有向右横滚的趋势，我需要更多的空域来机动

7.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.我们完成了检查单但还是不能收回一部分减速板。申请最长的跑道落地。

8.We cannot fully extend the flaps.Request the longest runway for landing.我们不能完全放出襟翼。申请最长的跑道落地。

9.We have asymmetric flaps .Airplane is rolling to the left.Request holding to solve the problem 我们的襟翼位置不一致，飞机正向左横滚。申请等待解决故障 10.Request vectors for long final .We are controlling the airplane with mechanical backup.请求雷达引导到长五边。我们正在用机械备用设备操作飞机。 11.We have a problem with fuel temperature.Request holding position on the taxiway.我们的燃油温度有问题。请求滑行道上原地等待。 12.We are leaking fuel slowly .Request diversion.我们有慢速漏油。申请改航。

13.We have leaked a large amount of fuel onto the apron.Request fire trucks on standby and the stairs vehicle to disembark the paengers.我们已经有大量燃油漏到机坪。申请消防车待命和客梯车让旅客离机。

14.Our hydraulic systems have a malfunction .Request descent to lower levels to extend flaps in advance.我们的液压系统有个故障。请求下降到低高度以便提前放出襟翼。 15.Request the longest runway and vectors for a wide downwind due to hydraulic failure.由于液压失效，申请最长的跑道和雷达引导到宽的三边。 16.We still have only one hydraulic system.Request the longest runway for landing.我们仍然有一套液压系统。申请最长的跑道着陆。

17.Our left engine anti-ice system has failed.Request immediate climb to leave the icing area。

我们任然有一套液压系统。申请最长的跑道着陆

第六章

其他情况通讯术语

1.One paenger is having difficulty breathing .Request descent to a lower level to reduce cabin altitude.我们的左发防冰系统故障，申请立即上升来脱离结冰区域。 2.A streed paenger attempted to open an emergency exit.Request airport security on arrival.一名闹情绪的旅客试图打开应急出口。申请机场保安到场。 3.A pregnant paenger is in servere pain.Request priority landing and ambulance to arrival.一名孕妇承受剧痛。申请优先着陆和救护车到场。

4.There was a fight onboard among a few paengers .One of them is now bleeding seriously.Request police and ambulances on arrival.几名旅客在机上打斗。其中一人现在流血严重。请求警察和救护车到场。

5.Many paengers and crew were injured due severe turbulence.We will advise the number and severity of injuries when able.由于严重颠簸，多名旅客和机组都受伤了。如能够，我们将告知受伤人数和严重性。

6.We found a paenger unconscious from a drug overdose in the lavatory .Request police and ambulance on arrival.我们发现一名旅客在洗手间服药（或毒品）过量失去意识了。请求警察和救护车到场。

7.We can see two masked men with sharp weapons on our cockpit door surveillance camera.They are kicking the cockpit door.我们通过驾驶舱监控摄像机看见两个头戴面具手拿利器的人。他们正在踢驾驶舱门。

8.One of the terrorists is about forty years old .He is about 180cm tail, wearing a brown shirt and dark pants.一名恐怖分子大约40岁。他有180厘米高，穿着棕色衬衫和深色裤子。

9.A terrorist is trying to acce the cockpit.He is about 30years old.He is wearing a hat and backpack.一名恐怖分子正试图接近驾驶舱。他约30岁。戴一顶帽子并双肩背包。

10.The purser reports there are over ten hijackers onboard .They are threatening to kill paengers if we don’t fly to another destination.乘务长报告机上有超过10名抢劫犯。正威胁我们如果不飞往另一个目的地，他们要杀死旅客。

11.Some explosives were discovered behind a panel near the back of the cabin 客舱后部的一个面板后面发现一些爆炸物。 12.What do the bomb-disposal experts suggest we do? 拆弹专家们建议我们做什么？

13.We are unsure of our position due to navigationg failure.If any stationg can hear me ,please respond.由于导航失效，我们不确认位置。如有任何电台能听见我们，请回话。

14.We only have standby magnetic compa due instrument failure.Now heading 245.Request navigationg aistance.我们因仪表失效只有备用磁罗盘。现在航向245.请求导航援助。 15.We are unsure of our position due FMS failure.Last known position five miles north of FUPAD ,now heading 165 for weather avoidance.我们由于飞行管理计算机失效不能确定位置。最后已知位置FUPAD以北5海里，现在航向165以避开天气。

16.We have injuries resulting from our TCAS maneuver.Request ambulance on arrival.TCAS机动导致部分旅客受伤。请求救护车到场。

17.Some of the cabin crew are injured.They were serving meals during the TCAS maneuver.部分客舱机组受伤了。TCAS机动时他们正在供餐。 18.Some paengers have been scalded by hot drinks.一些旅客被热饮料烫伤了。

19.We will reach our minimum fuel if we are delayed any further.如果我们进一步延误，我们将达到最低燃油量。

20.We are declaring minimum fuel.We will have le than 30minutes endurance by the time we ger to our destination.我们宣布最低燃油量。我们到达目的地之后会有少于30分钟续航时间。

21.Request runway change for departure due high crowind. 由于较大侧风，请求换起飞跑道。

22.Request to delay the approach due tail wind beyond limits 由于顺风超限，请求延迟进近。

23.Request holding instructions due weather near the runway threshold.由于跑道入口处附近的天气，请求等待指令。 24.Unable, an immediate right turn right not give us enough terrain clearance.Our turn radius is 4 miles at this speed.不行，立即右转的话我们越过地形的裕度可能不够。当前速度的转弯半径为4海里

25.We had to overshoot because of wake turbulence.我们不得不复飞的原因是尾流。

26.Not ready for immediate takeoff due poible wake turbulence from departing heavy aircraft.没有准备好立即起飞，刚起飞的重型机可能有尾流。 27.Unable CAT II approach due crew qualification.不能II类进近的原因是机组资质。 28.Transmiion blocked ,say again.被干扰了，再说一遍。 29.Standby, high pilot workload.稍等，飞行员工作负荷较大。

推荐第10篇：中国民航飞行员英语PEPEC900句

第一章 基本通话术语

1.Maintaining FL310.2.Descending to FL290.3.Reaching FL190.4.Maintaining FL90 over WXJ.5.Continue descent to 3000 feet，QNH 1012.6.Paing FL180 for FL310.7.Cleared to enter controlled airspace not above FL100.8.Request further climb.9.Fly direct to SHA, not below FL180.10.After paing CGO descend to FL80.11.Stop descent at FL210.12.Descending to reach FL150 by WXI.13.Unable to reach FL150 by ZHO due performance.14.Climbing to FL290, to be level by 55.15.Descend at 2000 feet per minute.16.Climbing at 1000 feet per minute or greater.17.When ready, descend to FL210, level at PLT.18.Right heading 330, descending to 3000 feet, cleared for ILS approach Runway 36R.19.Descend to 3000 feet, information P is current.

1 20.Expedite descent to FL180.21.Expedite climb to FL190.22.Climb to FL280 expedite until paing FL180.23.Unable to expedite climb due weight.24.Descending immediately to FL200 due traffic.25.When ready, climb to FL280, report leaving FL200.26.Leaving FL200, climbing to FL280.27.Maintaining own separation and VMC, descending to FL80.28.Reaching 8000 feet, request further climb.29.Cancel SID, track direct to LLK, climb to and maintain FL110.30.Experiencing icing condition.Request further descent.31.Icing condition encountered.Request further climb.32.Experiencing severe turbulence.Request further descent.33.Reduce speed to Mach decimal 76.34.Maintain Mach point 84 or greater.35.Maintain Mach point 80 or le.36.Maintain present speed.37.Maintain 250 knots or greater.38.Reduce to minimum clean speed.39.Reduce to minimum approach speed.40.Maintain 160 knots until 4 miles final.

2 41.Maintain 160 knots until outer marker.42.Descend to FL120, on speed conversion, 250 knots.43.Cancel speed restriction, continue descent to 7000 feet.44.LMN-02 Departure, paing 2500 feet climbing to 9000 feet.45.Maintaining FL350, cleared to destination, flight planned route.46.Request radar vectors for visual approach Runway 22.47.Request join downwind Runway 31.48.Request taxi to holding point Runway 13.49.Request taxi to south maintenance ramp.50.Request frequency change.51.15NM to HRB, FL290, tracking to JMU, squawking 6543.52.Contact Control on 118.9.53.Position OBLIK at 0646, maintaining FL310, estimating ZF 0658,WUH next.54.Next report at WXA.55.Omit position reports.56.Omit position reports on this frequency.57.Resume position reporting.58.Delay not determined due runway obstruction.59.Approach time not determined due weather.60.Slot time not determined due flow control.61.Revised slot time at 56.

3 62.Expect hold at HUR VOR for 10 minutes due traffic.63.Expected approach time 44.64.Revised expected approach time 54.65.No delay expected.66.Delay not determined, numerous aircraft holding for weather improvement.67.Cleared to exit the hold, fly direct to ML.Contact Approach on 128.35.68.Approach clearance canceled, turn left direct to DA, climb to 4000 feet, hold as published,expect further clearance at time 50.69.Ready for approach.70.Request leave the holding pattern.71.After paing SY VOR, leave the hold on heading 250, cleared for VOR approach Runway 06.72.Leave JFK VOR heading 210.73.Cleared to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.74.Hold south of AMS VOR at 9000 feet, inbound track 270 degrees,left hand pattern, outbound time 1 minute.Expect further clearance at 46.75.Cleared to the 180 radial of PER VOR at 15 DME.Hold south, left hand pattern, outbound time 2 minutes, expect approach clearance at 37.76.Information P received, stand 03, ready to copy ATC clearance.77.Gate 26, request clearance to London with information F.78.Cleared to destination, flight planned route, cruising level 330,departure Runway 04, initial altitude 7000 feet.HZ01 Departure, squawk 2563, departure

4 frequency 124.35.79.Cleared to destination via ZAM, flight planned route, D03 Departure, cruising level 230, squawk 3763.80.Cleared to destination via flight planned route, Runway 36R, LKO-01Departure, initially climb to 4500 feet, cruising level 310, when airborne contact 119.7, squawk 2515.81.Cleared via ZF-01 Departure, initial altitude 5000 feet.Departure frequency 125.9.Cruising level 290, departure Runway 04.Squawk 6563.82.Cleared to destination via flight plan route.Departure Runway 36L.HZ-01D Departure.Initial altitude 5000 feet.Cruising level 330.Departure frequency 119.45, squawk 5667.83.Recleared to destination via ZF01 Departure, Runway 36R, rest of clearance unchanged.84.Recleared to destination via B213, WHA, R343, rest of route unchanged.85.Cleared to destination via flight planned route, initial climb to 2700 feet, request level change en-route, departure frequency 120.3, squawk 0722.

5

第二章 机场通话术语

86.Gate15, information C, ready to copy ATC clearance.87.Cleared to destination, BK02 RNAV Departure, initially 3000 feet, departure frequency 125.4, squawk 3311.88.Say again all after 3000 feet.89.Say again all before departure frequency.90.Say again the initial altitude.91.Unable to cro LX FL150 due weight, maintaining FL130.92.Destination Beijing, request departure information.93.Bay24, request start-up.94.Start up approved, QNH 29.91.95.Start up approved, altimeter setting 29.91.96.Start up at 35, QNH 997.97.Expect start up at 35, QNH 1030.98.Expect departure at 49, start up at own discretion, QNH 1004.99.Radio check on 118.3.100.I read you 5.101.You are unreadable.102.Can you speak slower?

6 103.How do you read? 104.QNH 997, I say again, QNH 997.105.Stand 27, request pushback.106.Pushback approved, Runway 31.107.Stand by pushback.108.Pushback at own discretion.109.Pushback approved, long pushback.110.Pushback to taxiway A approved.111.Pushback approved, facing west.112.Cancel pushback, we have maintenance problem.113.Ground, Cockpit.Ready for pushback.114.Brakes released.115.Starting Number One.116.Brakes set, disconnect.117.Request taxi.118.Taxi via taxiway C to holding point Runway 24.119.Taxi to holding point Runway 24, traffic in sight.120.Request taxi back for maintenance purpose.121.Negative.We need 10 minutes to cool the brakes.122.Approaching holding point, request croing Runway 24.123.Hold short of Runway 24.

7 124.Holding, traffic in sight.125.Cro Runway 24, report runway vacated.126.Unable to vacate via A2, request full length of runway.127.Croing Runway 24, wilco.128.Runway vacated.129.Giving way to B747 paing from left to right.130.Follow the greens to holding point Runway 05R.131.Cro red stop-bar at A1, we understand stop-bar unserviceable.132.After landing Airbus320, cro Runway 24, report vacated.133.Taxi to holding point C3, Runway 36.134.Behind Boeing747 paing left to right, taxi to holding point A1 Runway 135.Ready for departure.136.After departure, climb straight ahead until 3000 feet.137.Cancel SID, maintain runway heading.138.Lining up Runway 01C.139.Ready for immediate departure.140.Cleared for immediate takeoff.141.Runway 06, cleared for takeoff.Report airborne.142.Cleared for takeoff, Runway 06, wilco.143.Airborne, paing 500 feet for 4000 feet.144.The airbus on final in sight.

8 145.Behind Airbus on short final, line up behind.146.After departure, turn left heading 190, Runway 24R, cleared for takeoff.147.Request right turn when airborne due weather.148.Take off immediately or hold short of runway.149.Take off immediately or vacate runway.150.Hold position, cancel takeoff, I say again, cancel takeoff.151.Holding position.152.Stopping! Engine fire.153.Request return to ramp.154.Tire burst, poible evacuation on runway.155.Negative intersection departure due performance.156.Affirm.We can accept intersection departure from C2.157.Request intersection departure from C2.158.Request Takeoff Runway Available (TORA) from intersection C2.159.Request Accelerate-Stop Distance Available (ASDA) from intersection D1.160.Request Takeoff Distance Available (TODA) from intersection E3.161.Line up and wait.Understand one aircraft to depart from A2.162.Taxi via A2, backtrack and line-up Runway 18.163.Airbus 330 heavy, 8000 feet, Information X.164.Join right-hand downwind, Runway 34.165.Number Two, follow airbus 330 on base.

9 166.Number Two, traffic in sight.167.Straight-in visual approach, Runway 34.168.Extend downwind, Number Two, airbus 320 in sight.169.Orbit right.Number Two.170.Number Two, follow airbus 320 ahead.171.Make a short approach.172.Long final, airfield in sight.173.Continue approach Runway 25.174.Runway 27, cleared to land.175.Short final, request wind check.176.Request low pa due unsafe landing gear indication.177.Low pa approved Runway 27, not below 500 feet.178.Landing clearance canceled.Continue approach.179.Behind the Boeing737, cleared to land.180.Request low approach.181.Runway not in sight, going around.182.No contact at minimum, going around.183.Wind shear, going around.184.Going around, localizer fluctuation.185.Follow the standard mied approach procedure, climbing to 3000 feet.186.Take first right.When vacated, contact Ground 118.35.

10 187.After vacated contact Ground 121.6.188.Taxi to Stand 27 via Taxiway A.189.Taxi to the end of Runway.190.Confirm construction work adjacent to Gate 37.191.Confirm centerline taxiway lighting unserviceable.192.Confirm PAPI light unserviceable.193.The Runway light is too bright.Request dim it.194.Flock of birds 3 miles final.195.Runway covered with patches of water, braking action medium.196.Confirm airport rescue and fire facilities category.197.Is the weather improving or deteriorating? 198.Thicker patches of fog exist further along the runway.RVR significantly reduced.199.Confirm current RVR le than 400 meters.200.Confirm visibility more than 1000 meters.201.Is mid-point RVR available? 202.Confirm RVR Runway 27.203.RVR Runway 27 is 600 meters.204.Confirm touchdown RVR greater than 350 meters.205.Confirm stop-end RVR 150 meters.206.Confirm midpoint RVR more than 550 meters.

11 207.Confirm threshold Runway 27 displaced.208.The runway surface is damp.Braking action good.209.Confirm the reason for our flight suspension.210.Confirm our flight has been suspended due bio-hazards at destination.211.Confirm the reason for impounding our aircraft.212.Tow approved via A to remote apron.213.Request de-icing.214.Request frost removal only at the gate.215.De-icing completed.Request taxi.216.Request start engine at the gate.217.Request time check.218.Request backtrack.219.Unable BK-1A Departure due performance.Request BK-1B.220.Request departure instruction.221.When airborne, track extended center-line, cleared for takeoff, Runway 18.222.Contact Arrival 118.050.223.Request remote apron for maintenance purpose.

12 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, position 50 miles east of BK.228.30 miles from touchdown, contact Approach 118.1.229.Three sixty turn left.230.Orbit left for delay.231.Looking out.232.Traffic in sight.233.Negative contact due IMC.234.Traffic paed and clear.235.Squawk 7563.236.Reset squawk 5101.237.Squawk ident.238.Squawk standby.239.Squawk Charlie and code 5120.240.Stopping squawk Charlie.241.Affirm squawk 7500.242.Altimeter 1003 8000ft.243.Negative squawk ident due transponder failure.

13 244.Turn right heading 340.245.Turn right 20 degrees.246.Leave BK heading 190.247.Fly heading 285.248.Stop turn heading 070.249.Request heading 180 due weather.250.Confirm danger area 113 active.251.Your radar vector appears to be taking us to the prohibited area,confirm.252.50 miles right of track approved, when able, proceed direct TB.253.Indicated speed 270 knots.254.Maintain 300 knots or le.255.Maintain 180 knots until 8 miles from touchdown.256.Maintain Mach decimal 82, transition speed 310 knots.257.Maintain speed 280 knots or greater for separation.258.Cro CK at 35 or later.259.Cro DG at 24 or earlier.260.Do not exceed 280 knots.261.Reduce speed to 240 knots.262.Increase speed to 300 knots or greater.263.Increase speed by 10 knots.264.Resume normal speed.

14 265.No speed restrictions.266.Request speed 200 knots due configuration.267.Request speed 250 knots due turbulence.268.Omit position reports until LN.269.Next report at IP.270.Report required only at boundary.271.We have traffic at our 12 o’clock, 5 miles, 500 feet below, climbing.272.Traffic indication at our 1 o’clock, 4 miles, same altitude, converging.273.Request vectors.274.Unable to receive transmiion on that frequency.275.Request 15 miles final.276.Maintain 3000 feet until glide path interception.277.NOTAM says glide slope for Runway15 is unserviceable, confirm.278.Confirm ILS frequency for Runway 17L.279.In case of going around, turn left heading 210.280.Advise transponder capability.281.Transponder Charlie.282.Transponder unserviceable.283.ADS-B transmitter 1090 (ten-ninety) data link.284.ADS-B receiver 1090 (ten-ninety) data link.285.Negative ADS-B.

15 286.Re-enter ADS-B aircraft identification.287.Stop ADS-B transmiion.288.Stop squawk transmit ADS-B only.289.Fly no further west of your current position.290.Unable identify the waypoint, request radar vectors.291.Right heading 120, my own terrain clearance.292.Heading 120, correction, 140.293.We are too low to the surrounding terrain.Confirm we are still being radar vectored.294.Confirm we are still above your minimum vectoring altitude.

16 第四章 进近通话术语

295.Right heading 040 until paing FL70 then direct to BK.296.Direct to JO, descend to FL50.297.Paing FL70.298.Descending to 4000 feet QNH1005, expect ILS approach Runway 299.Request straight-in ILS approach Runway 24.300.Cleared straight-in ILS approach Runway 24, descend to 3000 feet, QNH1011.301.Airfield in sight, request visual approach.302.When established on the localizer, descend on the glide path.303.Established on the localizer.304.Fully established Runway 24.305.Cleared VOR-DME approach Runway 24, descending to 3000 feet QNH1007.306.Runway in sight.307.Number One, contact Tower 118.7.308.Paing outer marker.309.Report MQR outbound.310.Procedure turn completed, localizer established.311.Request visual approach.312.Cleared visual approach Runway 24.313.Request holding instructions.

17 314.Hold over BKM VOR at FL100, inbound track 280 degrees, left hand pattern, outbound time 1 minute.315.Request holding procedure.316.Hold on the 265 radial of BKM VOR between 25 and 30 miles DME, FL100, inbound track 085, right hand pattern, expected approach time 1022.317.Hold at 20 DME of ST VOR, FL100, inbound track 260 degrees,left turns, limiting outbound distance 24 DME.318.Overhead YV, maintaining 3000 feet, entering hold.319.Leaving BKM VOR heading 110.320.Leaving FL60, descending to 2500 feet, QNH1008.321.Position 10 miles north east of LN.322.Turn right heading180 for base leg.323.Reduce to minimum approach speed, turn right heading 230,cleared for ILS approach Runway 27.324.No ATC speed restrictions.Contact Tower 118.9.325.Three sixty turn left for delay.326.Continue present heading, expect through the localizer for spacing.327.Surveillance radar approach Runway 27, maintaining 2200 feet.328.QNH1003, threshold elevation 196 feet.329.Precision radar approach Runway 27 heading 260, descending to 2500 feet, QNH1014.330.Cleared to JEMMY via BK 1A Arrival.331.Descend to reach 5000 feet by BK.

18 332.When ready, descend to FL200.Report leaving FL300.333.Descend immediately FL250.334.Descend to altitude 12000 feet QNH 1000.335.Descend to height 2000 feet QFE 997 hectopascals.336.Descend to 8000 feet at 1000 feet per minute or greater.337.Maintain own separation and VMC, descend to FL50.338.Increasing rate of climb.339.Unable expedite climb due weight.340.Climb to 6000 feet, follow KODAP 01 Departure.341.Paing altitude 2300 feet, climbing to FL80.342.Climb to FL210, level restrictions of KODAP 01 Departure canceled.343.Climb to FL 210, cro AU at FL100 or below.344.Climb to FL290, level at time 55.345.Unable FL390 by boundary, request FL330.346.Descend to FL100, cro YU FL150 or above.347.After paing North Cro, descend to FL150.348.We are far above profile.Request holding.349.Stop descent at 5000 feet.350.Expedite descent until paing FL80.351.Expect descent after AK.352.Continue approach Runway 36R, maintain visual separation with

19 preceding traffic.353.Contact Control 80 miles after BK.354.Request change to London Control.355.Monitor Tower 118.1.356.Remain this frequency.357.We can see the approach lights at 200 feet.358.Cleared VOR approach Runway 36, followed by circling to Runway 18.359.Expect commencing approach at time 50.360.Unable circling approach due company policy.Request diversion.361.Request RNAV approach.362.RNAV approach not available due FMS database.Request VOR approach.363.Cleared for LDA approach Runway 24.364.Unable RNAV due equipment, request conventional arrival.365.Unable RNAV, lo of RAIM, request NDB approach 366.GPS primary lost, going around.367.RAIM alert, going around.368.Negative RNAV.369.Proceed to AK, hold as published, expect approach clearance at 370.Request hold for weather improvement, visibility below company minima.371.Hold at BKM VOR FL250, right hand pattern, expect further clearance at 23, landing delay at destination airport 30 minutes.

20 372.Holding northwest of W VOR FL120, what is the delay for approach? 373.Request to extend the holding pattern for accomplishing the checklist.374.Request extended holding to burn fuel to reduce the weight.375.Cleared for CAT II ILS approach Runway 24.376.Join right hand downwind, visual approach Runway 24.377.Continue approach, prepare for poible go around.378.Disregard.We made the wrong transmiion.379.Roger, request continue approach.380.Stand by.We are carrying out procedures.381.Wilco, words twice.

21 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 decimal 81 or greater until BKM VOR.384.Descend to and maintain FL 270.Do not exceed Mach number decimal 79.385.Continue climb to FL 290, cro BKM VOR not above FL 230.386.Negative, unable cro BKM VOR at or above FL230 due performance.387.Maintaining FL310 until advised.388.Descend to FL170, cro BKM VOR at or above FL210.389.Affirm, cro BKM VOR at or above FL190 390.Negative, unable to cro BKM VOR below FL170.391.Affirm, cro BKM VOR at or before 55 392.Negative, unable to cro BKM VOR at 43 or later.393.Request lose time en route due landing delay at destination airport.394.Request lose time en route to finish the checklist.395.Request parallel offset from current track due weather ahead.396.Request parallel offset from current airway for 30 minutes due icing condition.397.Proceed offset 10 miles right of track until abeam BKM VOR.398.Cleared offset 25 miles left of track for 30 minutes.399.Offset canceled, turn right to rejoin the A1 before BKM VOR.400.Clear of weather, request to resume flight route.

22 401.Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest unchanged.402.Estimating croing LV NDB 1123.403.Paing POU at 43, maintaining FL310, estimating MLT at 55, next NLD.404.BKM 47, FL170 descending to FL120, abeam NLD VOR at 55.405.Report 25 miles from BKM VOR.406.Report 34 miles from Top of Descent.407.Report croing 270 radial BKM VOR.408.Report 28 miles DME 210 radial BKM VOR.409.Climb to FL220, report paing FL170.410.Descending immediately to FL190.411.Leaving FL220 for FL190.412.Request clearance to enter controlled airspace northeast of BKM VOR at FL240 at time 43.413.Remain outside controlled airspace, expect joining clearance at time 55.414.Request to leave controlled airspace by descent.415.Request to leave controlled airspace by climb.416.Descending to 5000 feet QNH 1014, report paing 7000 feet.417.Request VMC descent to FL60.418.Descending to FL60, maintain VMC FL90 to FL70, report traffic in sight at FL80.419.Request join airway A1 at DAPRO.

23 420.Cleared to destination airport via DAPRO, flight planned route, FL240, join A1 at FL240.421.Remain outside controlled airspace, expect further clearance at 55.422.If FL240 not available, we accept FL220.423.Cleared to leave A1 via BKM VOR, maintain FL230 while in controlled airspace.424.Confirm we are under radar control.425.Confirm radar service is terminated.426.Radar service is terminated due technical failure.Maintain Mach number decimal 81 or le for separation.427.Confirm radar control is resumed.428.Radar control is resumed, track direct to BKM VOR and increase speed to Mach number decimal 84.429.Affirm RVSM.430.Negative RVSM due equipment downgraded.431.Request clearance into RVSM airspace.432.Unable RVSM due turbulence.433.Ready to resume RVSM.434.Position 42N （North） 165E (East) at 0800, FL390, estimating 44N 180E at 0900 45N 170W next.435.At 150W(west) contact San Francisco Radio, primary 3494,secondary 11342.436.At 144E(east) squawk 2000.437.CPDLC connected.

24 438.Continue CPDLC make position report via CPDLC.439.SELCAL CODE EFFG, request SELCAL check.440.CPDLC unserviceable, request to revert to voice communication.

25 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 compreor.Request immediate descent to 10,000 feet.446.We just had a smoke emergency.We need to depreurize the airplane to let in fresh air.Request rapid descent to 8000 feet.447.We have unusual smell from air conditioning packs.Request stop climb at 7000 feet.448.Many paengers are suffering from smoke inhalation.Request medical aistance on arrival.449.Our preurization system has malfunctioned.450.We have difficulty in controlling the cabin preure.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 decompreion.Request immediate descent.454.Our cabin altitude at one time had reached 16000 feet.Some paengers have symptoms of hypoxia.455.We are now depreurized and will fly a more shallow descent profile.

26 456.Request descent rate le than 500 feet per minute due to unpreurized cabin.457.We are now ventilating with ram air.It is best that our rate of descent does not exceed 600 feet per minute.458.We have a problem with the avionics ventilation system.459.We have an avionics ventilation problem.The skin heat-exchangers and blower fan have failed.460.The avionics ventilation is unserviceable.Request diversion to the closest suitable airport.461.We have severe vibration coming from the avionics ventilation fan.462.There are unusual noises coming from the avionics bay.463.Our FMS has malfunctioned.Request radar vectors.464.Request further climb due wind-shear.465.Unable to maintain altitude, request leaving RVSM airspace.466.We cannot make RNP approach due equipment.467.Our navigation accuracy is low.Request to climb to minimum safe altitude.468.We have a navigation map shift, unable to perform the RNAV approach.Request radar vectors.469.Inertial reference system has failed.We are navigating on raw data.Request conventional approach.470.The Morse code for the VOR is different from the approach chart.Confirm the VOR is fully operational.471.The ILS signal seems to be very unstable.Did any other pilot report a similar situation?

27 472.The approach lights for Runway 36L are a bit different from those shown on the airport diagram.473.The flight path is unstable.Going around.474.We made a mied 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.

28 488.Our VHF number One receiver has failed.We are no longer monitoring 121.5.489.All stations, transmitting blind due to receiver failure.490.All of our VHF transmitters have failed, now transmitting on HF radio.Please respond.491.Our SELCAL has malfunctioned.We will continue monitoring your frequency.492.We are receiving an ELT signal on 121.5.493.We are picking up a broadcast signal on 121.5.494.Our satellite phone is unserviceable.We are unable to call company operations.495.Our data-link has malfunctioned.Request re-release the flight plan by voice.496.Our data-link has malfunctioned.Request ATC clearance by voice.497.My apologies, I wasn’t aware the boom mike was transmitting.498.Sorry for blocking the frequency due microphone jammed.499.We have an electrical failure.500.One of our generators has failed.At present moment, we are still able to continue to our destination.501.Request diversion to the nearest suitable airport due AC BUS failure.502.We are not supplying power to our DC BUS.Request priority landing.503.We have a problem with the aircraft battery.Request priority landing.504.One of our transformers has failed.I’ll let you know if a diversion is required.

29 505.Electrical system has a serious malfunction.Request radar vectors to an airport that’s within 20 minutes of flight time.506.We are operating with only the emergency generator.Request track direct to final, Runway 26.507.We are flying with batteries only.Is there any airport available within 25 minutes of flying? 508.If there is no airport within 100 miles, we have to make a forced landing.509.We have le than 10 minutes of battery power left.We are preparing for ditching procedure.510.We have switched off most of our electrical systems for smoke procedure.Request vectors for a long final, Runway 15.511.We have cut off the electrical system to the cabin and the onboard fire is under control.512.We had an electrical fire from the galley, now extinguished.Request return to land.513.There was a fire from the avionics bay.Request radar vectors for final.514.We have had a bird strike.Our windshield has cracked.515.The windshield suddenly had electrical arcing.We need to pull the circuit breakers and delay the approach.516.The cockpit side window is not sealed properly.Request reduce to minimum speed and descend to 4000 feet.517.We had to go around due pilot seat moving.We’ll try to reset the circuit breaker before making another approach.518.We have already discharged the engine extinguishers.The fire warning light is still on.Do you have a visual on our left engine?

30 519.We cannot extinguish the engine fire.Request priority landing and emergency services on arrival.520.We have an APU fire warning.Can you verify if there is smoke coming from the back of the plane? 521.The APU fire seems to be extinguished.Request fire trucks on standby and stairs vehicle to disembark the paengers.522.The APU is still on fire.We are evacuating.Request emergency services.523.We had a cargo smoke warning.Advise the ground handlers NOT to open our cargo door until the paengers have all disembarked.524.A paenger ignited the lavatory waste bin.Advise the airport police to await our arrival.525.We have smoke coming out of our avionics bay.It is out of control.Request proceed direct to final and cancel all speed restrictions.526.We have smoke coming from our avionics bay.We are evacuating.Request fire trucks.527.We have smoke coming from our avionics bay.We are disembarking the paengers.528.Request descent to 10000 feet to ventilate the aircraft due smoke.529.We had emptied most of our fire extinguishers, but the cabin fire is still on.530.We are having flight control problems.531.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.532.Our pitch control has malfunctioned.We cannot move the elevators.We are flying the airplane with only trim.

31 533.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.534.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.535.We cannot fully extend the flaps.Request the longest runway for landing.536.We have asymmetric flaps.Airplane is rolling to the left.Request holding to solve the problem.537.Request high speed approach.Part of our flight control surfaces have separated from the wing.538.Request immediate climb above the minimum safe altitude to perform the checklist due to run-away trim condition.539.Request vectors for long final.We are controlling the airplane with mechanical backup.540.Request return to FL250.We just had an air-upset situation and lost a lot of altitude.541.We have a problem with yaw damping.The aircraft is oscillating severely.Request diversion.542.We have lost electrical power to some of the flight control actuators.Request delay our descent to perform checklist.543.Some of our fuel pumps have low preure.Request descent.544.We have a problem with fuel temperature.Request holding position on the taxiway.545.We are leaking fuel slowly.Request diversion.546.We have a severe fuel leak situation, unable to reach the closest airport.You can expect us to make a forced landing near our present location.

32 547.Our cabin crew reports that we have fuel leak from the right wing.Request diversion to closest suitable airport.548.We have already shut down engine Number One, but it is still leaking fuel near the pylon.Request emergency services.549.The ground crew reports that we are leaking a bit of fuel from the bottom of the right engine nacelle.We are delaying taxi.550.We need to continue to run the engines at our present location for a few minutes, will advise you shortly.551.The ground crew reports that we are leaking a significant amount of fuel from the bottom of Number Three engine.We have just shut it down.552.The fuel leak has stopped.But if a fire starts at any time, I will order an evacuation.553.We have leaked a large amount of fuel onto the apron.Request fire trucks on standby and the stairs vehicle to disembark the paengers.554.We might have a fuel leak near the wing root.Request fire trucks on arrival.555.We have fumes in the cabin, poibly due to a fuel leak.We are anticipating an immediate evacuation after landing.556.We are evacuating.Advise emergency personnel that fuel odors are still present in the cabin.557.We are too heavy for landing.Request fuel-dump at the fuel dumping area.558.Request climb for dumping fuel and vectors to the fuel dump zone.559.We need about 18 minutes to jettison fuel before coming in for the approach.560.We cannot shut off the fuel dump valve.Request radar vectors for short final, Runway 17.

33 561.We are indicating fuel filter clog.Request descent and to maintain high speed.562.Our left engine failed due to fuel starvation.563.We are near the freezing temperature of jet fuel.Request descent to FL390.564.We suspect there is contamination in our fuel tanks.565.One of our hydraulic systems has exceeded temperature limits.566.We have shut down one of the hydraulic systems.567.The backup hydraulic system is operational but we still want to divert.568.Our hydraulic systems have a malfunction.Request descent to lower levels to extend flaps in advance.569.Our hydraulic fluid is dangerously low, poibly due to a leak.Request descent to lower levels to extend flaps.570.Two of our hydraulic systems have failed.Request immediate diversion.571.Our ram air turbine is not providing any hydraulic preure.We are still operating on one hydraulic system only.Request diversion to the nearest suitable airport.572.Request the longest runway and vectors for a wide downwind due to hydraulic failure.573.We still have only one hydraulic system.Request the longest runway for landing.574.Our left engine anti-ice system has failed.Request immediate climb to leave the icing area.575.We must descend immediately to exit icing conditions.Our right engine bleed air has failed.

34 576.Both our windshield heating systems have failed.Ice is obstructing our view.Request latest airport weather.577.We had electrical arcing on the windshield and pulled the circuit breakers according to the checklist.Will advise when ready for approach.578.We performed the mied approach because my windshield wiper became inoperative and I could not see very well.579.Our pitot static heating system has failed.We might have an altitude error.580.We made the overshoot because of a stall warning, probably caused by a defective angle of attack probe.581.I had to abort takeoff because I didn’t receive any airspeed indication.582.We have an error in our airspeed.Request to climb to minimum safe altitude.583.We have master warning lights in the cockpit.Request landing at the nearest suitable airport.584.We have a master caution.I will notify you if a diversion is required.585.Some of our instruments are not indicating correctly.Request level off to perform checklist.586.Two of our display units have failed.We are no longer RNP qualified.Request diversion.587.We made the go around due to navigation accuracy downgrade.588.We made the go around due to FMS position error.589.We made the go around due to map drift on our navigation display.590.We made the go around due to GPS error.591.We made the go around due to lateral deviation exceedance.

35 592.We made the go around due to CDU failure.593.We made the go around because we exceeded the vertical deviation limit.594.We no longer have altitude warning.Request leaving RVSM airspace.595.We have autopilot disconnection.We are no longer RVSM qualified.Request leaving RVSM airspace.596.Our landing capability has degraded.Request terminate our approach.597.Request to climb to minimum safe altitude due to malfunction of navigation computers.598.We performed the go-around because we had a ground proximity warning.599.We have conflicting traffic at one o’clock, 6 miles, descending.Request heading 130 for avoidance.600.We have conflicting traffic at eleven o’clock, 8 miles, climbing.Request vectors for avoidance.601.Traffic at our twelve o’clock, 10 miles, climbing.Should we expedite our descent to cro altitudes? 602.Unable, TCAS RA.603.We are clear of conflict.Request further instructions.604.About twenty paengers and crew members were injured during the TCAS maneuver.Request diversion and medical aistance on arrival.605.We are having abnormal engine indications.Request to reduce speed to 250 knots.606.Our engine parameters are unstable.Request stop climb at FL220.607.Our oil preure reading is lower than normal.Request hold at present position.

36 608.The oil temperature is higher than normal.We are monitoring other engine parameters.609.Engine indicates high EGT at idle power setting.We need to have partial thrust in the descent.Request an early descent.610.We are reading high engine vibration.Request to delay takeoff.611.Cabin altitude is increasing abnormally.Request to level off.612.Our instruments indicate exceive high cabin altitude.613.Our instrument indicates abnormal cabin preure differential.614.Our fuel endurance is 48 minutes.We must leave the hold otherwise we will be at minimum fuel.615.Cockpit oxygen cylinder preure is low.Request to return for landing.616.We are holding at present position.It appears one of the over-wing exits has unlocked.617.It seems some of the spoilers cannot be retracted.We have to re-calculate our landing distance before we start our approach, standby.618.We have an indication that the nose wheel did not extend properly.Request low pa for visual check.619.We have lost our braking.We used thrust reversers to stop the aircraft.Request ground services to chock the nose wheel.620.Our brakes have seized.The tyres might burst during touchdown.Request fire trucks on arrival.621.We made the go-around because our landing gear wouldn\'t extend normally.Request holding pattern to perform checklist.622.We have exhausted all options.We will land without the nose gear fully locked.

37 623.We cannot extend the left landing gear.Request foaming the runway.624.Request diversion to a nearby airport with foaming capability.625.We applied maximum braking when we rejected takeoff.Request fire services to escort the aircraft back to the apron.626.The tyres are deflated.We will have to hold at present position for maintenance inspection.627.I think we blew a nose wheel tyre.Request holding position.628.We no longer have airspeed and altitude on our primary displays.629.We have errors with our navigation.Request radar monitoring.630.Our inertial reference system has failed, unable GPS approach.Request ILS or VOR approach.631.We made the go around because the GPWS warning was triggered.632.We have to recalibrate our instruments.Request to level off and maintain heading.633.Our ADS-B transmitter appears to be malfunctioning.Terminating further ADS-B transmiions.634.ADS-B equipment degradation, will advise when able to resume operations.635.GPS unreliable, terminating ADS-B transmiions.636.Our ADS-B has malfunctioned.Is there any weather advisory at our destination? 637.We made an overshoot because our ADS-B indicated a poible runway incursion.638.We made a go-around due to head-up display problem.We’ll inform you when we are ready for the approach.

38 639.Our airspeed is unreliable.Request climb to minimum safe altitude to perform checklist.640.Our airspeed is unreliable.Request radar vectors for long final.641.We made the go-around because the radio altimeter triggered flare mode.642.Our weather radar has failed and we are in IMC.Request return for landing.643.Our weather radar has malfunctioned.What is the highest available level for cruise? 644.Our weather radar has failed.How did the preceding aircraft deviate from the weather? 645.We do not have that route in our database.Which heading should we maintain for now？

646.We do not have that runway in our database.Request delay our descent while we program the CDU.647.We have a navigation malfunction.Request diversion to a suitable airport that has le complex terrain.648.Our oxygen preure is dropping rapidly.Request to fly heading 050 and descent to FL180 to escape from the mountainous area.649.The NOTAM says the ILS is unserviceable, but we are still picking up the Morse Code, confirm it is still in operation.650.We have an engine failure.Following ETOPS procedure, request descent to FL200, maintain high speed and proceed direct to alternate airport.651.We cannot provide oxygen to the paengers as we are not sure where the smoke is coming from.652.Many paengers have suffered from smoke inhalation.Request medical services.

39 653.There was heavy smoke in the cabin before we ventilated the aircraft.Request medical aistance for paengers after landing.654.The aircraft is depreurized.We are descending.Confirm 10,000 feet is enough to clear terrain until we reach our alternate.655.We are no longer getting bleed air from the right engine.Request immediate descent to leave the icing area.656.Our APU bleed air malfunctioned during engine startup.We are calling the ground staff, standby.657.We are expediting descent to enable a windmill startup.Request further descent.658.We are unable to restart engine number one with bleed air.Request high speed for a windmill air start.659.Both engine bleed air systems have failed and we are relying on APU bleed for air conditioning.Request descent to 14, 000 feet.660.We have no bleed air coming from either engines or APU.Request rapid descent to 10,000 feet.661.We are leaking bleed air.Request turn right heading 095 to avoid the icing area.662.CPDLC has malfunctioned.We are reverting to voice communication.663.Disregard my last CPDLC request for climb.We have a system problem and will maintain present level for now.664.CPDLC terminated due to failure, reverting to voice communication.665.We just had an APU fire warning, and discharged the fire extinguisher, Request visual check if there is smoke coming from our tail section.666.Another aircraft has seen a lot of smoke coming from our APU.We are evacuating.Request emergency services.

40 667.We are at bay15.We have an APU fire.Request fire services.668.We have a generator failure and cannot start our APU at this altitude.Request descent to perform APU startup.669.A paenger has opened an over-wing emergency exit.The slide has deployed.Request to cancel our slot time.670.A paenger tried to unlock the cabin door in flight, the cabin crew restrained him.Request airport police on arrival.671.We have an abnormal noise coming from one of our cabin doors.Request rapid descent to 5000 feet.672.Smoke is coming from the cabin floor.We are performing an evacuation.All slides have been deployed.673.We had a smoke warning from the forward cargo hold.We are evacuating.674.We have a cargo smoke warning.We are disembarking paengers.Request fire services.675.We have smoke coming from our avionics bay.Advise the fire fighters that it might be an electrical fire.676.The cockpit windshield has cracked.Request descent to FL220.677.The windshield is cracked on the outside.Request descent.678.Neither of us can see through our windshield.Does your airport permit auto-land? 679.Our thrust lever is not responsive.We cannot reduce thrust on engine Number One.Request holding.680.Our engine control has malfunctioned.We cannot get much thrust.Request immediate descent.681.We have a thrust reverser opened in flight.We cannot maintain this level.Request immediate descent.

41 682.We still cannot retract the thrust reverser.Our approach speed will be higher than normal.Request vectors for the longest Runway.683.We aborted takeoff due lo of engine oil preure.684.We have an engine oil leak.Request diversion.685.We have a low oil preure warning from engine Number Two.Request diversion.686.Engine Number One has a temperature problem.Request holding to perform checklist.687.Our EGT continues to be above the maximum limit.Request descent.We might shut down engine Number Two shortly.688.We have performed our procedures but engine vibration still exists.Request diversion.689.The engine vibration is now causing the airplane to shake violently.We are shutting down our engine Number Three.690.We’ve made a visual inspection of engine Number Two from the cabin.The engine cowling has fallen off.691.Engine Number Three has smoke coming out of the pylon section.We are evacuating.692.Ground vehicle has collided with our engine nacelle.Maintenance work is needed before flight.Request cancel our airway clearance.693.The Number Two engine has been shut down.We are no longer able to maintain level flight.Request descent to FL200.694.The uncontained engine failure has caused parts of the fuselage to be damaged.Request emergency descent.695.Our left engine has ingested FOD.We are shutting down engines and holding position.

42 696.There is a huge gaping hole in the aisle, somehow the cabin floor has been punctured.We are re-seating paengers.Request holding.697.We have abnormal noise coming from the mid section of our fuselage, somewhere near the ceiling.Request descent and reduce speed.698.We heard an explosion from the cabin.Request to stop climb.699.We are unsure about the cause of the explosion.There are injuries in the cabin.We’ll give you an update as soon as poible.700.Some paengers have cuts and burn wounds due onboard explosion.Request diversion and medical services upon arrival.

43

第七章 气象及其他现象

701.Ice is accumulating rapidly on the wings and fuselage.Request emergency descent to 6000 feet.702.We are encountering moderate icing.Request immediate descent.703.We made a diversion due to reports of freezing rain at our original destination.704.We are on emergency descent due severe icing.705.We are encountering clear ice.Request immediate right turn to heading 130.706.Rime ice was reported by previous aircraft during approach.707.We cannot continue holding in icing conditions.Request descent immediately and cancel speed restrictions.708.We have a “Wind-shear Ahead” warning meage.Request to delay takeoff or change to another runway.709.We have a “Wind-shear Ahead” warning.Request to delay our approach.710.We made the go around due to wind-shear warning.711.We have received information of a new volcanic eruption.Will it affect our route? 712.We are unsure of our position due heavy fog.We are holding position.713.We had a rapid airspeed decay due turbulence.Request immediate descent to FL390.714.We had to descend immediately due to wind-shear at our cruise level.We didn’t have time to request descent as the frequency was busy.

44 715.The airplane began to buffet when climbing through FL380.We had to stop climb immediately to increase airspeed.716.We are flying near our maximum altitude.We cannot maintain airspeed in this turbulence.Request immediate descent.717.I apologize for the level bust, but we needed the altitude lo to recover from wind-shear.718.We encountered heavy rain and had a temporary flame out on our right engine.Request immediate climb.719.We won’t have to deviate if you allow us to climb to FL430.720.The thunderstorms will last for about 40 minutes according to the weather update.Request diversion.721.We have encountered severe clear air turbulence.Request immediate descent.722.Request a general heading of 050 due to multiple cells ahead.723.We have stopped on Runway 23 and will remain on the runway due heavy fog.I say again, we are still on the runway.724.There is heavy drifting fog.We think it is no longer safe to taxi.Request to hold at present position.725.Frontal weather is quickly moving in from the west.If the holding is more than 10 minutes, we will have to divert.726.We made the go-around because strong convective currents on short final made our approach unstable.727.There was temperature inversion when we descended through 3000 feet.Our airspeed dropped suddenly by 25 knots.728.We performed the mied approach below the minimum because of advection fog.We could no longer see the runway lights.

45 729.The latest weather says that frontal weather and freezing rain is now stationary over the airport.Request diversion.730.We can’t find any gaps for at least 100 miles in the squall line covering our arrival route.Request diversion.731.We can see dust swirls approaching the airport and we’re concerned about low level wind-shear.Request holding.732.The latest SIGMET says a super-cell thunderstorm is developing at our destination.Is our flight affected? 733.Request to continue our flight.Our ETA is in two hours and maybe the airport will have the runways cleared of snow by then.734.We had to make a quick heading change due ice pellets.You didn’t answer our request so we squawked 7700 and made the heading change.735.We were struck by hail.Our airframe is severely damaged.Request emergency services.736.We have just encountered a lightning strike.Some of our instruments have erroneous indications.Request diversion to the nearest suitable airport.737.We have had a lightning strike.So far no system seems to be affected.We will continue to our destination.738.Roger heavy rain.Request to terminate our approach.739.Request to cancel our approach.The runway is not long enough and there are water patches.740.Request to cancel our approach.Braking action is poor and we’re concerned about hydroplaning during rollout.741.Request holding instructions.We’ll attempt another approach when the rain showers become lighter.742.We have received reports of freezing rain ranging from ground up to 5000 feet.Request diversion.

46 743.We have observed blowing sand in the vicinity of the airport.How long will this last? 744.A sandstorm is forecast to reach the airport within 20 minutes.We won’t get airborne by then.Request cancel startup and tow back to the gate.745.Heavy blowing snow is expected to last for another 30 minutes.Request to terminate approach and holding instructions.746.Runway is covered with patches of ice.Braking action is medium to poor.747.Ice patches are covering the runway mostly along the runway edge.Uncontaminated runway width is about 30 meters.748.A diipating thunderstorm is ahead of us.We are near the zero-degree isotherm.Request deviate an additional 10 miles to the right.749.We have a visual on a tornado at our 10 o’clock, about 2 miles.Request immediate right turn.750.The weather forecast says that the typhoon along our route will be intensifying.Request change our airway clearance.751.The hurricane has gathered in strength and will affect all airports at the south coast.Request diversion.752.A Pilot overflying reported seeing virga above the runways.Request to terminate our approach.753.Request immediate one eighty turn to the right due volcanic ash.754.We have entered volcanic ash.Our radios and engines are not working properly, now heading 235, and descending to FL 220,squawking 7700.755.We are landing into the sun in heavy haze.Can you turn on the approach lights to maximum intensity? 756.Lining up Runway 35.Runway lights are too bright.Request to dim the runway lights.

47 757.There are red lights ahead of us.Confirm taxi instructions.758.There is an obstruction ahead.Confirm taxi instructions.759.The NOTAM says this part of the taxiway is closed during this period, please verify.760.The follow-me vehicle is leading us to taxiway L3.Our wings will not clear the other airplanes on this narrow taxiway.We are stopping.761.We are stopping.The ground marshaller is still guiding us in, but I think my engine will hit the boarding bridge if we taxi any further.762.We are stopping taxi.The boarding bridge is not at its designated position.763.We are shutting down our engines.There are boxes blown by the wind toward our aircraft.764.We had difficulty starting up our engines due strong tailwind.Request to change our pushback position facing west.765.Another aircraft has collided with us.I’ll command an evacuation as soon as we both turn off our engines.766.The tow bar has been bent.Our maintenance crew will inspect our nose wheel.Holding position.767.The tug has swung around and collided with our forward fuselage.We are shutting down engines.Request stairs vehicle and shuttle bus.768.A catering truck collided with our aft fuselage.There are fumes in the cabin and we are quickly disembarking all paengers.Request fire services.769.The flaps were extended inadvertently and hit the fuel truck.We are disembarking all onboard personnel.Request fire services.770.Our airplane nose has now lifted off the ground due to improper load and balance.Request ground maintenance.

48 771.We have discovered leakage of dangerous goods in the cargo hold.Can you alert hazardous material specialists? 772.Our cabin crew will direct all paengers to stay outside the runway after evacuation.773.The outer main landing gear might have rolled over runway lights when we made the one eighty turn.Request personnel to inspect.774.We have a suspicious bag on board.Request bomb squad.775.The paengers are evacuating.The bomb is still on board.776.A paenger has aembled a bomb in the lavatory.He is making threats.Request emergency services.777.Request a remote apron for parking our aircraft due bomb on board.778.We have had a tail strike.Request to stop climb at 3000 feet and return for landing.779.We have veered off the runway due asymmetric thrust.We are evacuating.Request emergency aistance.780.We cannot get good climb profile due engine problems.Request maintain runway heading.781.We made a very hard landing.We’ll need maintenance inspection before our next flight.Suggest you check the runway touchdown zone.782.The center of gravity is disturbed.We will relocate paengers prior to approach.Request holding.783.Request a large airspace to maneuver due flight control problems.784.My apologies for the deviation due the wrong altitude setting.Request further instructions.785.My apologies for the level deviation.We were caught in a strong updraft.

49 786.We used too much speed brakes and penetrated our level.Did we cause any conflict? 787.We were not informed of a frequency change.I will now monitor your frequency.788.Unable visual approach due company policy.Request radar vectors.789.Unable circling approach due company policy.Request diversion.790.Are we being vectored too close to the parallel aircraft? 791.Is the preceding aircraft croing our altitude? 792.I can read you, but I’m not sure you can hear me.I will squawk ident to comply with your instructions.793.I see wildfire at my 10 o’clock, about 8 miles.794.I have heard an aircraft in distre but no one’s responding.I can help relay his meage.795.Meage relay: The aircraft in distre will ditch in the ocean.His present coordinate is One Eight Degrees, One Five Minutes, North, One Six Zero Degrees, Five Two Minutes East.796.The aircraft in distre says he will attempt to force land in an area about ten miles Northeast of his position.797.Request offset 10 miles left to avoid the reported strong downdraft.798.Request diversion.The latest weather at our destination suggests snow storm will last for 5 hours.799.Our radar shows a strong echo from the thunderstorm ahead.Request immediate right turn to avoid it.800.Request immediate one-eighty turn to the right due to poible hail ahead.

50

第11篇：民航飞行员出国面试国外航校面试经验

关于飞行员国外航校面试事宜

一、面试的基本程序与内容

1、个人情况：通过面试者自我介绍，了解该同学的个人基本信息，并且大致了解其英语水平。该环节涉及的问题有：

自我介绍：个人爱好，家庭基本情况，以前就读大学及专业，所属公司情况介绍及讲故事等形式。

2、态度考察：面试官在此环节主要考察该学员对飞行的认识、态度及热爱程度。主要涉及的问题：为什么想成为一名飞行员？家庭对你从事飞行的态度？

3、专业知识考察：此环节面试官主要想了解学员具体的英语能力，如专业知识、英语阅读理解能力、获取信息能力等。主要形式：陆空对话、短文阅读理解，并且回答关于此短文的相关问题；短文复述并用自己的话总结归纳短文的基本内容。

4、提问环节：面试官在最后让学员提问，此时学生最好提问至少一个问题，来展示自己的主动学习性和积极地态度。

二、应该注意的问题

1、在面试的全过程中始终要展现出自身的良好精神面貌和积极认真地态度，应面带微笑，穿着干净整洁，举止得当，争取给面试官留下一个良好的印象。

2、在自我介绍的环节中，所介绍的东西和与此相关的内容应当是自己十分熟悉的，以防面试官对所介绍的问题做进一步的提问。另外，应该熟悉所属航空公司的基本情况和企业文化。

3、应该加强专业知识的学习，面试中考官的提问可能会涉及到相关的专业知识。

4、在面试过程中尽量和考官主动互动，不只是简单的回答他提出的问题，让现场的气氛能活跃一些。

5、有些航校除了面试交谈之外，一般还会组织学生参加机试和笔试。机试主要是通过一些专业设备和软件，让学员具体操作，来考察学员的协调能力，反应能力，多项任务处理能力，短时记忆能力等。笔试主要涉及英语词汇、语法、日常用语和一些简单的数学、物理知识。根据以往经验，这两个环节难度并不大，应认真细心对待。这两个环节在各航校面试中所占的比重不同。

一、泛亚学校

泛亚学校来南航大面试的时间一般正常的情况下都比较早，在前些年都由BJARKI·ARNARSON来主持面试，现在恐怕会有所改变，但是面试的内容并没有太大的出入。面试内容都会包含自我介绍，介绍你的家庭及爱好；如果你是2+2的学生，还会跟你聊聊以前的大学及专业。之后他也许会问你，你为什么想要成为一名飞行员。面试官主要借此问题看你学习飞行的动机和对飞行事业的热爱程度。有的面试官会让你讲一个发生在自己身上的有趣的事情给他听，或者他从杂志上读一篇文章给你听，然后问你问题，看你获取信息的能力和一些简单的分析能力，感觉就像做一篇阅读理解，只不过不让你动笔。在面试的最后，面试官往往会让你与他进行陆空对话的练习，或者问你一些专业问题。如果不出意外的话，他会问你有什么问题要问他的，这时你最好问一个，显示你的主动学习性。

现在泛亚学校也给学生组织笔试和机试，据往届学生说，难度不是很大。一般在面试结束后，面试官就会让你在笔记本电脑上装英语学习软件，基本上每天要做5-6个小时，然后上传你的学习数据，如果你的面试没有过，你的英语软件按账号就被提前停掉了。希望大家对做软件有一个认真的态度，如果用加速器等软件如被发现，后果会比较严重。

二、SEFA航校

Sefa航校的面试比较复杂，考察比较全面。首先是笔试，考四部分，语法、专业知识、数字和机械知识，专业知识考查较多，难度较大，其他三部分，如果考试心细，状态较好，都不会拉开多大的差距。 在sefa的面试中，碰到专业问题和陆空对话的可能性不大，与面试官交流主要就围绕你的家庭、兴趣爱好，为什么想要成为一名飞行员，以及对你自己所属公司了解的多少。在面试的最后，你能问面试官

一、二个问题更好些。Sefa的机试是整个考核的重头戏，主要考察三方面，协调能力、多项任务处理能力和短时记忆能力。而在机试的最后是对一些难度不是很大的数字和专业知识的考核，细心最为重要。

三、ISCAO航校

iscao航校面试有两种形式。

第一种，先集体笔试，大多数为专业问题，据往届学长介绍，难度比较大。然后面试，面试的内容各航校大同小异。（上航学员采用过。）

第二种，先集体上课，看你平时表现，再进行面试，最后根据综合成绩进行淘汰。（川航学员采用过。）

四、USAG航校

USAG学校去年是第一次来南航大招收首航和杨子江的学员，面试内容万变不离其宗，着重考察你的英语交流能力，看重的是你能不能与他用英语自然流畅地交流。USAG航校也需要在面试后做学习软件，每天做的时间也比较长，大概在6小时左右。

五、赛宾娜航校

去年的面试官的中文讲得很流利，面试基本上分为两部分，机试和面试。去年东航学员曾去面试，分两批送走。

六、HILLSBORE航校

面试官通常在面试之前给面试者上课，上完课做一些笔头练习，上课时从三天到半个月不等，上完课之后有一个面试，最后综合评定，等面试官离开学校后，他会把面试结果发回给学校。

总之，各个航校的面试主要考察的还是你的英语综合能力，因为它是你在国外学习飞行的基础。而具体来说主要是看你的发音、语法、说话是井井有条还是让人听起来思维混乱、还有就是你的词汇量多大，但是这些还是不够的，最终要把你所掌握的知识用英语给面试官表达出来，这才是最重要的。当然，对专业知识也要有所准备，因为在你面试过程中，很有可能在交谈中就说到专业知识的问题上了。在专业知识上不需要过分雕琢，只要把大体原理说清楚即可以的。

第12篇：飞行员培训

飞行员培训

近年来，随着乘客人数和货运量的不断增长，飞速发展的中国航空业正在遭遇人才方面的瓶颈。目前，越来越多民营飞行员培训学院和俱乐部出现在人们的视野里，它们普及飞行知识，提供私人飞机和商用飞机驾驶执照考试培训。由于飞行员紧缺的情况短期内难以改变，多渠道加快民航核心技术人才的培养也变得日益紧迫，飞行员培训和流动市场也在悄然发生着变化，开始向国外飞行员培训模式靠拢。

据中国产业调研网发布的2015-2020年中国航空飞行培训市场现状研究分析与发展趋势预测报告显示，随着中国低空空域的即将开放，对相关产业的带动作用也将随之加大，基础设施建设、航空器制造、人员培训、运营和后续的飞机维护等相关产业链都将受益，通用航空业也将有巨大发展，随着通用飞机增加，飞行员数量也势必提高。

随着经济发展，中国低空空域逐渐放开，对私人飞机的限制也逐渐减少，通用航空需求越来越大，尤其是以直升机为代表的通用航空市场存在较大需求缺口，私人飞机、公务机及飞行员培训等市场需求将快速增长，尤其是私人飞行及公务飞行，在政策允许和正确引导下，将会给飞行员培训市场的快速发展带来活力。

未来我国上空的飞行器数量将会快速的增长，预计2015年中国民航在册运输飞机架数可达2600架，2020年将上升至4360架。随着飞机数量的增长，飞行员、管制员等的培训问题将会日益突出，特别是我国军民飞行员的训练时间和训练课目较国外先进国家有较大差距的背景下，飞行模拟训练的需求将快速增长，飞行员培训将会具有广阔的市场空间。 北京泛美国际航空学校是国内第一家全面通过CCAR-141部认定的飞行院校，也是第一家在全面借鉴当今最先进欧美式培训大纲和教学，针对中国各类型客户及参训者个性化要求，设计推出全系列飞行培训服务产品的飞行院校。下属石家庄、邯郸、包头训练基地。包头基地现有单发DA40飞机16架，双发DA42飞机6架，DA40/42模拟器3台，这些均是当今世界最先进、最安全的教练机。

价格：RMB 150,000-200,000

电话：010－64592146

私人驾驶员执照资格要求：

年满17周岁，有良好的道德品质；能正确读、听、说、写汉语，无影响双向无线电对话的口音和口吃(申请人因某种原因不能满足部分要求的，民航局应当在其执照上签注必要的运行限制)；具有初中或初中以上文化程度；持有民航局颁发的现行有效Ⅱ级或者Ⅰ级体检合格证；完成了要求的相应航空器等级的航空知识训练并通过了理论考试；完成了要求的相应航空器等级的飞行技能训练，满足申请航空器等级的飞行经历要求；通过了要求的飞行技能的实践考试。

我国私人飞机航空管制条例：

2005年5月1日试行的《通用航空飞行管理条例》，标志着我国低空空域管理改革的开始。包括：(1)明确了私人可以拥有航空器；(2)缩短了申请划设临时空域和审批飞行计划的时间，简化了申请和审批过程，并且可以一次申请短期飞行计划，不再需要逐日申请；(3)明确了低空不是永久不开放，而是暂不开放等等。然而在私人飞机申请、注册、航路批准等方面仍有诸多限制。

国内其它飞机培训机构：

1、中国民航飞行学院新津分院

我国最早培训私人飞机驾驶教学机构之一。

价格：RMB 60,000

电话：028—2580038—6200

2、上海东方航空教育培训有限公司

民航总局批准的国内第一家私用飞机驾驶员培训公司。私人飞行驾驶执照训练机型为赛斯纳172R单发活塞式轻型飞机(4座)。

价格：RMB 80,000

电话：021—64326352/64326836

3、海南亚太飞行训练有限公司

飞行主基地在三亚凤凰国际机场，并可在海南岛内进行航线转场与空域飞行。

价格：会员价RMB 70,000 非会员价RMB 90,000

电话：0898—88296159

4、北京雁栖湖飞行俱乐部

北京第一家培训轻型飞机驾驶员的飞行学校，考试合格后由民航总局颁发私人飞机驾驶执照。

价格：RMB 35,000元

电话：010—69663844

5、广东白云通用航空有限公司

这里主要进行直升机、固定翼轻型飞机的私人驾照培训。拥有运5飞机、赛斯纳172型、国产初教6型飞机、密封3C超轻型飞机、罗宾逊R44型直升机等装备，有番禺沙湾直升机基地和阳江合山机场。

价格：RMB 110,000

电话：020—38392757

6、河南安阳国家体委航校

这里以直升机训练为主，有运5飞机、初教6飞机、赛斯纳172R飞机、R—22和R—44直升机等航空器；拥有培训直升机、轻型飞机、滑翔机和运5飞机驾驶员和颁发飞行执照的权力。

价格：RMB 100,000

电话：0372—2922675

7、大同航空训练基地 拥有运12飞机2架，运5飞机4架，初教6飞机6架，有培训和颁发初级类航空器(初教

6、各种超轻型飞机)驾驶执照的权力。

价格：RMB 100,000

电话：0352—6015396

8、东方航空公司训练中心

以上海龙华机场、江苏南通机场和江苏常州机场作为本场和转场训练基地，以美国固定翼赛斯纳172R型教练机为主。

价格：RMB 80,000

电话：021—64516439/64360440—2233

9、武汉通航国际飞行培训中心

主要提供恩斯特龙480直升机培训。

价格：RMB 149，800

电话：027—85496113

10、哈尔滨飞龙国际航空培训有限公司

国内第一家具有商用飞行驾照和私用飞行驾照培训的地方飞行培训机构。提供固定翼飞机、直升机的私人、商用驾驶执照训练、取证。

价格：RMB 90,000—480,000

电话：0451—88619989

11、珠海F&F航空俱乐部

赛斯纳172R飞机私照培训机构，有三架赛斯纳172R飞机，飞行场地为珠海九州机场。

价格：RMB 873,000

电话：0756—2633356

12、西安中飞航空俱乐部

西安中飞航空俱乐部是西北惟一一家私飞机发照机构，目前拥有数架美国赛斯纳172R型飞机(四座)。除了私人飞机执照培训外，还进行航空运动训练飞行、航空运动表演飞行、个人娱乐飞行、飞行驾驶体验等业务。

价格：金卡RMB 200,000 银卡RMB 10,000元 普通RMB 50,000 想要了解详细情况，请上天天飞官网。天天飞是全球最大最专业的通航产业垂直交易平台，天天飞平台是由具备10年电商运营经验的红叶杰集团携手阿里巴巴资深团队耗资千万倾情打造。天天飞平台包含了B2B,B2C,O2O在线上与线下的通航机场，政府航空港招商，飞机配件，发动机，材料，买家与卖家实现信息互通，全国2800个县级机场，未来10年后，上万家的通航公司，比如说飞机买卖，飞机出租，飞机维修及保养，飞机托管，空中旅游，婚纱摄影，空中广告等上百种的业务，几万家公司搭建的一个信息共享，可线上线下连接交易的平台。联系方式：18923456368（微信）

天天飞平台系由深圳红叶杰集团控股，集团公司借助电子商务，将产品销售到全球138个国家和地区，连续5年同类产品中国出口第一。天天飞是全球最大、最专业的通航产业垂直交易平台，有具备10年电商运营经验的红叶杰集团，携手阿里巴巴资深团队耗巨资倾情打造。天天飞平台集B2B2+B2C+O2O一体化的电商模式，汇聚了通航全产业链资源，无缝对接供需双方需求，承载了飞机买卖，飞机租赁，飞机维修及保养，飞机托管，空中旅游，飞行培训。空中广告等诸多业务，及几十万家通航企业，飞机制造厂，发动机生产厂商，航天新材料厂家，打造一个信息共享，资源对接的平台。

第13篇：飞行员军转民

根据飞标司咨询通告编号AC-61FS-002R1文件规定：

首先，飞行员在离开部队并重新获得居民身份证后可以申请民用航空器驾驶员执照。

其次，军转民人员出示具有航空经历的完整的部队原始技术档案资料，局方经审核可以承认其航空经历，用于满足颁发相应执照和等级的航空经历要求。如果是空军停飞转业飞行员，必须严格按照《关于民航系统接收空军停飞转业飞行员有关问题的通知》(民航飞发 [2005]128 号)的规定执行，其飞行经历须按照空军司令部军务部的推荐函确认。

再次，所有军转民驾驶员必须针对所申请执照和等级要求的理论知识进行补充训练，并持居民身份证参加局方组织的驾驶员执照理论考试。 航空器的等级转换：

1、原军用单发飞机和歼击机驾驶员，可以申请飞机类别单发陆地等级；

2、含轰炸机、运输机在内的原军用多发飞机驾驶员，可申请飞机类别多发陆地等级；

3、原军用运输飞机驾驶员所飞机型符合 CCAR-61 部颁 发型别等级要求的，该驾驶员可以申请相应的型别等级；

4、原军用直升机驾驶员可以申请旋翼机类别直升机级别等级和所飞直升机的型别等级。

接着，就是实践考试了。

1、可以免除的实践考试

1.1 对于私用驾驶员执照和等级申请人，申请执照和等级前24个日历月内仍在飞行的，可以免除实践考试；

1.2 对于商用驾驶员执照和等级申请人，申请执照和等级前12个日历月内仍在飞行的，可以免除实践考试；

1.3 上述日历月从申请人递交申请当天所在月开始计算，例如，5 月 10 日递交申请的商用驾驶员执照申请人，应确认其上年度 5 月 1 日之后是否有飞行经历；

1.4 上述表述中的“仍在飞行”，指在上述期限内飞行时间超过 24 小时。

2、必需的实践考试

2.1 对于超出 5.1 范围的申请人，必须通过局方的私用驾驶员执照和等级或商用驾驶员执照和等级实践考试；

2.2 对于申请仪表等级的申请人，必须通过局方的仪表等级实践考试； 2.3对于申请型别等级的申请人，必须通过局方的型别等级实践考试。 训练大纲：

1、准备为军转民人员实施补充训练的单位应为局方批准的训练学校或训练中心，其它单位不得提供此类训练；

2、上述训练学校或训练中心应按照 CCAR-61 部制定相应的训练大纲，并报所属地区管理局批准；

3、为实践考试而准备的改装课程至少为 3 小时飞行训练；

4、商用驾驶员执照单发陆地课程、商用驾驶员执照多发陆地课程、商用驾驶员执照直升机课程至少为 30 小时飞 行训练，其中包括至少 10 小时单飞时间；

5、仪表等级课程至少为 40 小时的仪表等级飞行训练， 其中 50%可以在经批准的模拟机或练习器上进行；对于已掌握非精密仪表飞行技术的人员，还可制定 20 小时的仪表等 级补充课程，包括 VOR、ILS 等仪表飞行技术，其中 50%可以在经批准的模拟机或练习器上进行；

6、对军转民人员实施的补充训练不属于综合训练课程，飞行学校不得使用按照 CCAR-141 部批准的的训练大纲对此类人员实施训练。 补充训练的要求

1、飞行经历时间满足CCAR-61 部商用驾驶员执照的所有要求的申请人，若需要进行实践考试却无法提供原飞机型航空器的，应提供具有标准适航证的航空器进行实践考试，并在商用驾驶员执照实践考试前接受在该航空器上为实践考试而准备的改装课程；

2、飞行经历时间不满足 CCAR-61 部商用驾驶员执照相 应等级要求的申请人，应接受完整的商用驾驶员执照相应等级课程，并积累飞行经历，满足 CCAR-61 部商用驾驶员执照 飞行经历要求后方可申请商用驾驶员执照实践考试；

3、飞行经历时间不满足 CCAR-61 部私用驾驶员执照的要求的申请人，应在具有驾驶员执照训练资质的飞行学校重新接受训练。 如果想转到121部运输航空，还需要注意下面事项：

1、进入按照 CCAR-121 运行的航空公司运行，须依据 CCAR-121 部的规定，按本咨询通告取得商用驾驶员执照、多发等级、仪表等级，并通过航线运输驾驶员执照理论考试；

2、拟改装大型机或重型机的人员应通过英语双证的考试，或通过 ICAO 英语相应等级考试替代英语双证的考试。

3、拟改装大型或重型机型的人员还应满足CCAR-121部 第 417 条（C）款有关高性能飞机训练要求。

其实军飞（包括我国空军、陆军、海军、警察、海关部队的航空器驾驶员）转到民航不是太大问题。真正的问题是转到121部运输航空领域就有太多阻碍了，因为涉及到军方问题，不便多说。真正能让军飞继续实现飞行梦想，发挥所长的是到通用航空领域，未来当直升机、公务机、固定翼等飞行员，技术过硬又懂运营管理的还能做教员，当管理干部。

对具有军用航空器驾驶员经历的人员办理民用航空器驾驶员执照有关问题的说明

各地区管理局、航空公司、飞行院校：

《民用航空器驾驶员、飞行教员和地面教员合格审定规则》(CCAR-61部)第91条对具有军用航空器驾驶员经历的人员（以下简称军转民人员）办理民用航空器驾驶员执照作了特殊规定，现对有关问题作进一步说明。 1．适用范围

具有军用航空器驾驶员经历的人员（包括我国空军、陆军、海军、警察、海关部队的航空器驾驶员）在离开部队并重新获得居民身份证后申请民用航空器驾驶员执照的，适用于本规定。 2．航空经历的认可

2.1军转民人员出示具有航空经历的完整的部队原始技术档案资料，局方经审核可以承认其航空经历，用于满足颁发相应执照和等级的航空经历要求；

2.2空军停飞转业飞行员，必须严格按照《关于民航系统接收空军停飞转业飞行员有关问题的通知》(民航飞发[2005]128号)的规定执行，其飞行经历须按照空军司令部军务部的推荐函确认；

2.3陆军、海军、警察、海关部队航空器驾驶员的飞行经历的部队原始技术档案资料由局方依据有关规定认可，必要时局方可要求申请人在公证处做公证；2.4对于提供虚假材料的申请人，局方将拒绝其申请，并依据行政许可法第七十九条的规定，三年内不再受理该申请人的申请。 3．理论考试

3.1所有军转民驾驶员必须针对所申请执照和等级要求的理论知识进行补充训练，并持居民身份证参加局方组织的驾驶员执照理论考试。

3.2对于理论考试不合确认其上年度5月1日之后是否有飞行经历；

5.1.4上述表述中的“仍在飞行”，指在上述期限内飞行时间超过24小时。5.2必需的实践考试

5.2.1对于超出5.1范围的申请人，必须通过局方的私用驾驶员执照和等级或商用驾驶员执照和等级实践考试；

5.2.2对于申请仪表等级的申请人，必须通过局方的仪表等级实践考试；5.2.2对于申请型别等级的申请人，必须通过局方的型别等级实践考试。 6．训练大纲

6.1准备为军转民人员实施补充训练的单位应为局方批准的训练学校或训练中心，其它单位不得提供此类训练；

6.2上述训练学校或训练中心应按照CCAR-61部制定相应的训练大纲，并报所属地区管理局批准；

6.3为实践考试而准备的改装课程至少为3小时飞行训练；

6.4商用驾驶员执照单发陆地课程、商用驾驶员执照多发陆地课程、商用驾驶员执照直升机课程至少为30小时飞行训练，其中包括至少10小时单飞时间；

6.5仪表等级课程至少为40小时的仪表等级飞行训练，其中50%可以在经批准的模拟机或练习器上进行；对于已掌握非精密仪表飞行技术的人员，还可制定20小时的仪表等级补充课程，包括VOR、ILS等仪表飞行技术，其中50%可以在经批准的模拟机或练习器上进行； 6.6对军转民人员实施的补充训练不属于综合训练课程，飞行学校不得使用按照CCAR-141部批准的的训练大纲对此类人员实施训练。 7．补充训练的要求

7.1飞行经历时间满足CCAR-61部商用驾驶员执照的所有要求的申请人，若需要进行实践考试却无法提供原飞机型航空器的，应提供具有标准适航证的航空器进行实践考试，并在商用驾驶员执照实践考试前接受在该航空器上为实践考试而准备的改装课程；

7.2飞行经历时间不满足CCAR-61部商用驾驶员执照相应等级要求的申请人，应接受完整的商用驾驶员执照相应等级课程，并积累飞行经历，满足CCAR-61部商用驾驶员执照飞行经历要求后方可申请商用驾驶员执照实践考试；

7.3飞行经历时间不满足CCAR-61部私用驾驶员执照的要求的申请人，应在具有驾驶员执照训练资质的飞行学校重新接受训练。

8．拟进入按照CCAR-121运行的航空公司的人员要求

8.1进入按照CCAR-121运行的航空公司运行，须依据CCAR-121部的规定，按本咨询通告取得商用驾驶员执照、多发等级、仪表等级，并通过航线运输驾驶员执照理论考试；8.2拟改装大型机或重型机的人员应通过英语双证的考试，或通过ICAO英语相应等级考试替代英语双证的考试。

8.3拟改装大型或重型机型的人员还应满足CCAR-121部第417条（C）款有关高性能飞机训练要求。

第14篇：中国民航飞行员英语PEPEC900句(带翻译)

中国民航飞行员英语PEPEC900句

第一章 基本通话术语 1.Maintaining FL310.保持飞行高度层 310。 2.Descending to FL290.下降到飞行高度层 290。 3.Reaching FL190.到达高度层 190。

4.Maintaining FL90 over WXJ.过 WXJ 时保持高度层 90。

5.Continue descent to 3000 feet， QNH 1012.继续下降到 3000 英尺，修正海压 1012。 6.Paing FL180 for FL310.通过高度层 180，继续上升到高度层 310。

7.Cleared to enter controlled airspace not above FL100.可以进入管制空域，不高于高度层 100。 8.Request further climb.请示进一步爬升。

9.Fly direct to SHA, not below FL180.直飞 SHA，高度不低于高度层 180。 10.After paing CGO descend to FL80.过 CGO 后，下降到高度层 80。

更新时间：2016-07-29

1 11.Stop descent at FL210.到高度层 210 时停止下降。

12.Descending to reach FL150 by WXI.到 WXI 前下降到高度层 150。

13.Unable to reach FL150 by ZHO due performance.性能原因到 ZHO 之前不能到达高度层 150。 14.Climbing to FL290, to be level by 55.爬升到高度层 290，55 分前改平。 15.Descend at 2000 feet per minute.以 2000 英尺每分下降率下降。

16.Climbing at 1000 feet per minute or greater.以每分 1000 英尺或更大的爬升率上升。

17.When ready, descend to FL210, level at PLT.准备好时下降到高度层 210，在 PLT 改平。

18.Right heading 330, descending to 3000 feet, cleared for ILS approach Runway 36R.右转航向 330，下降到 3000 英尺，可以盲降进近，跑道 36 右。 19.Descend to 3000 feet, information P is current.下降到 3000 英尺，最新通播 Papa。 20.Expedite descent to FL180.加速下降到高度层 180。 21.Expedite climb to FL190.更新时间：2016-07-29

2 加速上升到高度层 190。

22.Climb to FL280 expedite until paing FL180.上升到高度层 280，快速爬升直到通过高度层 180。 23.Unable to expedite climb due weight.重量原因不能加速爬升。

24.Descending immediately to FL200 due traffic.由于冲突飞机，立即下降到高度层 200。

25.When ready, climb to FL280, report leaving FL200.准备好时上升高度层 280，离开高度层 200 时报。 26.Leaving FL200, climbing to FL280.离开高度层 200，爬升到高度层 280。

27.Maintaining own separation and VMC, descending to FL80.自己保持间隔和目视气象条件，下降到高度层 80。 28.Reaching 8000 feet, request further climb.到达 8000 英尺，请示进一步上升。

29.Cancel SID, track direct to LLK, climb to and maintain FL110.取消 SID（标准仪表离场程序），直飞 LLK，上升并保持高度层 110。

30.Experiencing icing condition.Request further descent.遇到结冰条件，请示进一步下降。

31.Icing condition encountered.Request further climb.更新时间：2016-07-29

3 遇到结冰条件，请示进一步爬升。

32.Experiencing severe turbulence.Request further descent.遭遇严重颠簸，请示进一步下降。 33.Reduce speed to Mach decimal 76.减速到马赫数点 76。

34.Maintain Mach point 84 or greater.保持马赫数不小于点 84。

35.Maintain Mach point 80 or le.保持马赫数不大于点 80。 36.Maintain present speed.保持当前速度。

37.Maintain 250 knots or greater.保持速度不小于 250 节。

38.Reduce to minimum clean speed.减速到最小光洁速度。

39.Reduce to minimum approach speed.减速到最小进近速度。

40.Maintain 160 knots until 4 miles final.保持速度 160 节直到五边 4 海里。

41.Maintain 160 knots until outer marker.保持速度 160 节直到外指点标。

更新时间：2016-07-29

4 42.Descend to FL120, on speed conversion, 250 knots.下降到高度层 120，调速到 250 节。

43.Cancel speed restriction, continue descent to 7000 feet.取消速度限制，继续下降到 7000 英尺。

44.LMN-02 Departure, paing 2500 feet climbing to 9000 feet.LMN-02 离场，通过 2500 英尺，继续上升到 9000 英尺。 45.Maintaining FL350, cleared to destination, flight planned route.保持高度层 350，可以按计划航路飞往目的地机场，

46.Request radar vectors for visual approach Runway 22.请示雷达引导，目视进近，跑道 22。 47.Request join downwind Runway 31.请示加入 31 跑道三边。

48.Request taxi to holding point Runway 13.请示滑行到 13 跑道等待点。

49.Request taxi to south maintenance ramp.请示滑行到南维修机坪。 50.Request frequency change.请示切换频率。

51.15NM to HRB, FL290, tracking to JMU, squawking 6543.更新时间：2016-07-29

5 据 HRB 15 海里，高度层 290，直飞 JMU，应答机 6543。 52.Contact Control on 118.9.联系区调 118.9。

53.Position OBLIK at 0646, maintaining FL310, estimating ZF 0658, WUH next.当前位置 OBLIK，时间 0646，高度层 310 保持，预计 ZF 点时间 0658，下一位置 WUH。

54.Next report at WXA.下一报告点 WXA。

55.Omit position reports.省略位置报。

56.Omit position reports on this frequency.本频率省略位置报。

57.Resume position reporting.恢复位置报。

58.Delay not determined due runway obstruction.由于跑道障碍物，延误待定。

59.Approach time not determined due weather.由于天气，进近时间待定。

60.Slot time not determined due flow control.流控，离场时间待定。

61.Revised slot time at 56.更新时间：2016-07-29

6 修改的离场时间为 56 分。

62.Expect hold at HUR VOR for 10 minutes due traffic.由于冲突飞机，预计在 HUR VOR 等待 10 分钟。 63.Expected approach time 44.预计进近时间 44 分。

64.Revised expected approach time 54.最新预计的进近时间为 54 分。 65.No delay expected.预计无延误。

66.Delay not determined, numerous aircraft holding for weather improvement.延误不确定，很多飞机在等待天气好转。

67.Cleared to exit the hold, fly direct to ML.Contact Approach on 128.35.可以推出等待，直飞 ML。联系进近128.35。

68.Approach clearance canceled, turn left direct to DA, climb to 4000 feet, hold as published,expect further clearance at time 50.取消进近许可，左转直飞 DA，上升到 4000 英尺，按公布的航图等待，预计进一步许可时间 50 分。

69.Ready for approach.准备好进近了。

更新时间：2016-07-29

7 70.Request leave the holding pattern.请示退出等待程序。

71.After paing SY VOR, leave the hold on heading 250, cleared for VOR approach Runway 06.过 SY VOR 台后，推出等待，航向 250，可以 VOR 进近，跑道 06。 72.Leave JFK VOR heading 210.离开 JFK VOR，航向 210。

73.Cleared to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.可以飞往 LHR，按公布的航图在 LHR 等待。保持高度 8000 英尺。预计进一步许可在 18分。

74.Hold south of AMS VOR at 9000 feet, inbound track 270 degrees, left hand pattern, outboundtime 1 minute.Expect further clearance at 46.在 AMS VOR 台以南等待，高度 9000 英尺，向台航迹 270，左等待，出航时间 1 分钟。预计进一步许可时间 46 分。

75.Cleared to the 180 radial of PER VOR at 15 DME.Hold south, left hand pattern, outboundtime 2 minutes, expect approach clearance at 37.可以在 PER VOR 台 180 度径向线 DME 15 海里处向南左等待，出航时间 2 分钟，预计进近许可时间 37 分。

76.Information P received, stand 03, ready to copy ATC 更新时间：2016-07-29

8 clearance.通播 P 收到，03 停机位准备好抄收 ATC 许可。

77.Gate 26, request clearance to London with information F.26 停机位，请示去往伦敦的放行许可，通播 F 收到。 78.Cleared to destination, flight planned route, cruising level 330, departure Runway 04, initialaltitude 7000 feet.HZ-01 Departure, squawk 2563, departure frequency 124.35.可以按计划放行到目的地，巡航高度层 330，离场跑道 04，起始高度 7000 英尺。HZ-01 离场，应答机 2563，离场频率 124.35。

79.Cleared to destination via ZAM, flight planned route, D03 Departure, cruising level 230,squawk 3763.可以按计划航路经 ZAM 放行到目的地，D-03 离场，巡航高度层 230，应答机 3763。

80.Cleared to destination via flight planned route, Runway 36R, LKO-01 Departure, initially climbto 4500 feet, cruising level 310, when airborne contact 119.7, squawk 2515.可以经计划航路放行到目的地，跑道 36 右，LKO-01 离场，起始爬升到 4500 英尺，巡航高度层 310，离地后联系 119.7，应答机 2515。

81.Cleared via ZF-01 Departure, initial altitude 5000 feet.Departure frequency 125.9.Cruisinglevel 290, departure Runway 更新时间：2016-07-29

9 04.Squawk 6563.可以经 ZF-01 离场，起始高度 5000 英尺，离场频率 125.9，巡航高度层 290，离场跑道04，应答机 6563。

82.Cleared to destination via flight plan route.Departure Runway 36L.HZ-01D Departure.Initialaltitude 5000 feet.Cruising level 330.Departure frequency 119.45, squawk 5667.可以按计划航路放行到目的地机场，离场跑道 36 左，HZ-01D 离场，起始高度 5000 英尺，

巡航高度层 330。离场频率 119.45，应答机 5667。

83.Recleared to destination via ZF-01 Departure, Runway 36R, rest of clearance unchanged.重新允许经 ZF-01 离场到目的地，跑道 36 右，其余航路不变。 84.Recleared to destination via B213, WHA, R343, rest of route unchanged.重新允许经 B213，WHA、R343 飞往目的地，其余航路不变。 85.Cleared to destination via flight planned route, initial climb to 2700 feet, request level change en-route, departure frequency 120.3, squawk 0722.可以按计划航路飞往目的地，起始上升到 2700 英尺，航路上申请改变高度，离场频率120.3，应答机 0722。

第二章 机场通话术语

86.Gate15, information C, ready to copy ATC clearance.更新时间：2016-07-29

10 15 停机位，通播 C 收到，准备好抄收 ATC 放行许可。 87.Cleared to destination, BK02 RNAV Departure, initially 3000 feet, departure frequency 125.4, squawk 3311.可以飞往目的地机场，BK-02 RNAV 离场，起始高度 3000 英尺，离场频率 125.4，应答机3311。

88.Say again all after 3000 feet.3000 英尺之后的内容再说一遍。

89.Say again all before departure frequency.离场频率之前的内容再说一遍。 90.Say again the initial altitude.再说一遍起始高度。

91.Unable to cro LX FL150 due weight, maintaining FL130.重量原因，不能在高度层 150 通过 LX，保持高度层 130。 92.Destination Beijing, request departure information.目的地北京，请示离场信息。 93.Bay24, request start-up.24 号停机位，请示开车。

94.Start up approved, QNH 29.91.可以开车，修正海压 29.91。

95.Start up approved, altimeter setting 29.91.可以开车，高度表设置 29.91。

更新时间：2016-07-29

11 96.Start up at 35, QNH 997.35 分开车，修正海压 997。

97.Expect start up at 35, QNH 1030.预计 35 分开车，修正海压 1030。

98.Expect departure at 49, start up at own discretion, QNH 1004.预计 49 分离场，开车时间自己掌握，修正海压 1004。 99.Radio check on 118.3.118.3 校波。 100.I read you 5.我听你 5 个。

101.You are unreadable.无法听清。

102.Can you speak slower? 你能说慢点吗？ 103.How do you read? 你听我声音怎样？

104.QNH 997, I say again, QNH 997.修正海压 997，我再说一遍，修正海压 997。 105.Stand 27, request pushback.停机位 27，请示推出。

106.Pushback approved, Runway 31.更新时间：2016-07-29

12 可以推出，跑道 31。 107.Stand by pushback.推出稍等。

108.Pushback at own discretion.推出时间自己掌握。

109.Pushback approved, long pushback.可以推出，多推点。

110.Pushback to taxiway A approved.可以推出到滑行道 A。

111.Pushback approved, facing west.可以推出，朝西。

112.Cancel pushback, we have maintenance problem.取消推出，我们出现问题需要维修。

113.Ground, Cockpit.Ready for pushback.地面，驾驶舱，推出准备好了。 114.Brakes released.刹车释放了。

115.Starting Number One.启动一发。

116.Brakes set, disconnect.刹车刹住，断开。 117.Request taxi.更新时间：2016-07-29

13 请示滑出。

118.Taxi via taxiway C to holding point Runway 24.经由滑行道 C 滑至跑道 24 等待点。

119.Taxi to holding point Runway 24, traffic in sight.划到跑道 24 等待点，看见飞机了。

120.Request taxi back for maintenance purpose.请示滑回维修。

121.Negative.We need 10 minutes to cool the brakes.不行，我们需要 10 分钟冷却刹车。

122.Approaching holding point, request croing Runway 24.接近等待点，请示穿过 24 跑道。 123.Hold short of Runway 24.24 跑道外等待。

124.Holding, traffic in sight.等待，飞机能见。

125.Cro Runway 24, report runway vacated.穿过 24 跑道，脱离跑道报。

126.Unable to vacate via A2, request full length of runway.不能经由滑行道 A2 脱离，请示全跑道。 127.Croing Runway 24, wilco.穿越跑道 24，照办。

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14 128.Runway vacated.脱离跑道。

129.Giving way to B747 paing from left to right.给从左向右通过的波音 747 让道。

130.Follow the greens to holding point Runway 05R.沿绿灯滑到跑道 05 右等待点。

131.Cro red stop-bar at A1, we understand stop-bar unserviceable.A1 穿过红色停止灯，明白原来它不工作了。

132.After landing Airbus320, cro Runway 24, report vacated.空客 320 落地后穿越跑道 24，脱离报。 133.Taxi to holding point C3, Runway 36.滑到跑道 36 C3 等待点。

134.Behind Boeing747 paing left to right, taxi to holding point A1 Runway 24.从左向右通过的波音 747 之后，滑到 24 跑道 A1 等待点。 135.Ready for departure.离场准备好。

136.After departure, climb straight ahead until 3000 feet.起飞后，直线爬升至 3000 英尺。

137.Cancel SID, maintain runway heading.更新时间：2016-07-29

15 取消 SID，保持跑道航向。 138.Lining up Runway 01C.对正 01C 跑道。

139.Ready for immediate departure.立即起飞准备好。

140.Cleared for immediate takeoff.可以立即起飞。

141.Runway 06, cleared for takeoff.Report airborne.跑道 06，可以起飞，离地报。

142.Cleared for takeoff, Runway 06, wilco.可以起飞，跑道 06，照办。

143.Airborne, paing 500 feet for 4000 feet.离地，通过 500 英尺，继续上升 4000 英尺。 144.The airbus on final in sight.看见了五边空客飞机。

145.Behind Airbus on short final, line up behind.短五边空客飞机之后，对正跑道。

146.After departure, turn left heading 190, Runway 24R, cleared for takeoff.起飞后，左转航向 190，跑道 24 右，可以起飞。 147.Request right turn when airborne due weather.天气原因，请示离地后右转。

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16 148.Take off immediately or hold short of runway.立即起飞，否则跑道外等待。

149.Take off immediately or vacate runway.立即起飞，否则脱离跑道。

150.Hold position, cancel takeoff, I say again, cancel takeoff.原地等待，取消起飞，再说一遍，取消起飞。 151.Holding position.原地等待。

152.Stopping! Engine fire.中断起飞，发动机起火了。 153.Request return to ramp.请示滑回机坪。

154.Tire burst, poible evacuation on runway.爆胎了，可能要在跑道上疏散。

155.Negative intersection departure due performance.由于性能限制，不能使用减跑道起飞。

156.Affirm.We can accept intersection departure from C2.可以。我们接受从 C2 进跑道起飞。

157.Request intersection departure from C2.请示从 C2 减跑道起飞。

158.Request Takeoff Runway Available (TORA) from 更新时间：2016-07-29

17 intersection C2.请问从 C2 起飞的可用跑道长度是多少？

159.Request Accelerate-Stop Distance Available (ASDA) from intersection D1.请问从 D1 进跑道的可用加速停止距离是多少？

160.Request Takeoff Distance Available (TODA) from intersection E3.请问 E3 道口的可用起飞距离是多少？

161.Line up and wait.Understand one aircraft to depart from A2.对正跑道、等待。明白有飞机从 A2 起飞。

162.Taxi via A2, backtrack and line-up Runway 18.经 A2 滑行，180 度调头，对正跑道 18。

163.Airbus 330 heavy, 8000 feet, Information X.空客 330 重型，8000 英尺，通播 X 收到。 164.Join right-hand downwind, Runway 34.加入 34 跑道右三边。

165.Number Two, follow airbus 330 on base.第二个，跟着四边空客 330。

166.Number Two, traffic in sight.第二个，看到了飞机。

167.Straight-in visual approach, Runway 34.更新时间：2016-07-29

18 直接目视进近，跑道 34。

168.Extend downwind, Number Two, airbus 320 in sight.延长三边，第二个落地，看见空客 320 了。 169.Orbit right.Number Two.右转一圈，第二个。

170.Number Two, follow airbus 320 ahead.第二个，跟着前机空客 320。 171.Make a short approach.短五边进近。

172.Long final, airfield in sight.长五边，机场可见。

173.Continue approach Runway 25.继续进近，跑道 25。

174.Runway 27, cleared to land.跑道 27，可以落地。

175.Short final, request wind check.短五边，请问风向风速。

176.Request low pa due unsafe landing gear indication.不安全起落架指示，请示低空通场。

177.Low pa approved Runway 27, not below 500 feet.可以低空通场，跑道 27，高度不低于 500 英尺。 178.Landing clearance canceled.Continue approach.更新时间：2016-07-29

19 取消落地许可。继续进近。

179.Behind the Boeing737, cleared to land.跟着波音 737，可以落地。 180.Request low approach.请示低高度进近。

181.Runway not in sight, going around.跑道不可见，复飞了。

182.No contact at minimum, going around.决断高，跑道不可见，复飞了。 183.Wind shear, going around.风切变，复飞了。

184.Going around, localizer fluctuation.复飞了，航向道波动。

185.Follow the standard mied approach procedure, climbing to 3000 feet.按标准复飞程序，爬升到 3000 英尺。

186.Take first right.When vacated, contact Ground 118.35.第一个道口右转。脱离跑道后，联系地面 118.35。 187.After vacated contact Ground 121.6.脱离后联系地面 121.6。

188.Taxi to Stand 27 via Taxiway A.经滑行道 A，滑行到停机位 27。

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20 189.Taxi to the end of Runway.滑到跑道末端。

190.Confirm construction work adjacent to Gate 37.证实停机位 37 附近正在施工。

191.Confirm centerline taxiway lighting unserviceable.证实中线滑行道灯不工作。

192.Confirm PAPI light unserviceable.证实 PAPI 等不工作。

193.The Runway light is too bright.Request dim it.跑道灯太亮，请调暗一些。

194.Flock of birds 3 miles final.五边 3 海里处有鸟群活动。

195.Runway covered with patches of water, braking action medium.大片水覆盖跑道，刹车效应中等。

196.Confirm airport rescue and fire facilities category.证实机场救援和防火设备的种类。

197.Is the weather improving or deteriorating? 天气在转好，还是恶化？

198.Thicker patches of fog exist further along the runway.RVR significantly reduced.跑道末端有浓雾，跑道视程明显变差。

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21 199.Confirm current RVR le than 400 meters.证实当前跑道视程小于 400 米。

200.Confirm visibility more than 1000 meters.证实能见度大于 1000 米。 201.Is mid-point RVR available? 中点跑道视程可用吗？ 202.Confirm RVR Runway 27.证实跑道 27 的跑道视程。

203.RVR Runway 27 is 600 meters.跑道 27 的跑道视程为 600 米。

204.Confirm touchdown RVR greater than 350 meters.证实接地点跑道视程大于 350 米。 205.Confirm stop-end RVR 150 meters.证实停止端跑道视程为 150 米。

206.Confirm midpoint RVR more than 550 meters.证实中间跑道视程大于 550 米。

207.Confirm threshold Runway 27 displaced.证实跑道 27 入口内移。

208.The runway surface is damp.Braking action good.跑道道面潮湿，刹车效应好。

209.Confirm the reason for our flight suspension.证实一下航班暂停的原因。

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22 210.Confirm our flight has been suspended due bio-hazards at destination.证实一下航班暂停是因为目的地机场生化物品泄露。 211.Confirm the reason for impounding our aircraft.证实扣押我们飞机的原因。

212.Tow approved via A to remote apron.可以经滑行道 A 拖至远机坪。 213.Request de-icing.请示除冰。

214.Request frost removal only at the gate.请示只在停机位除霜。

215.De-icing completed.Request taxi.完成除冰，请示滑出。

216.Request start engine at the gate.请示停机位开车。 217.Request time check.请示校时。

218.Request backtrack.请示掉头。

219.Unable BK-1A Departure due performance.BK-1B.性能原因，不能 BK-1A 离场，请示 BK-1B 离场。

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Request 23 220.Request departure instruction.请示离场指令。

221.When airborne, track extended center-line, cleared for takeoff, Runway 18.离地后，保持跑道中心延长线方向，可以起飞，跑道 18。 222.Contact Arrival 118.050.联系进近118.050。

223.Request remote apron for maintenance purpose.维修原因，请示远机坪停机。 第三章 雷达通话术语

224.Continue present heading.继续当前航向。

225.Resume own navigation to BK.恢复自主导航至 BK。

226.Confirm identification lost.证实识别丢失。

227.Identified, position 50 miles east of BK.已识别，位置 BK 以东 50 海里。

228.30 miles from touchdown, contact Approach 118.1.离接地点 30 海里，联系进近118.1。 229.Three sixty turn left.左转 360 度。

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24 230.Orbit left for delay.延误，左转一圈。 231.Looking out.正在寻找。

232.Traffic in sight.看见飞机了。

233.Negative contact due IMC.由于仪表气象条件，不能看见。 234.Traffic paed and clear.冲突飞机已通过，无影响。 235.Squawk 7563.应答机 7563.236.Reset squawk 5101.重置应答机 5101。 237.Squawk ident.应答机识别。 238.Squawk standby.应答机待命（模式）。

239.Squawk Charlie and code 5120.应答机 C 模式，编码 5120。 240.Stopping squawk Charlie.停止应答机 C 模式。

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25 241.Affirm squawk 7500.证实应答机 7500。

242.Altimeter 1003 8000ft.高度表 1003，高度 8000 英尺。

243.Negative squawk ident due transponder failure.应答机失效，无法识别。 244.Turn right heading 340.右转航向 340。

245.Turn right 20 degrees.右转 20 度。

246.Leave BK heading 190.离开 BK，航向 190。 247.Fly heading 285.航向飞 285。

248.Stop turn heading 070.停止转弯，航向 070。

249.Request heading 180 due weather.天气原因，请示航向 180。

250.Confirm danger area 113 active.证实危险区域 113 有活动。

251.Your radar vector appears to be taking us to the prohibited area, confirm.更新时间：2016-07-29

26 雷达引导好像把我们带入了禁飞区，证实。

252.50 miles right of track approved, when able, proceed direct TB.可以右偏 50 海里，如可以，直飞 TB。 253.Indicated speed 270 knots.指示空速 270 节。

254.Maintain 300 knots or le.保持速度不大于 300 节。

255.Maintain 180 knots until 8 miles from touchdown.保持 180 节直到离接地点 8 海里。

256.Maintain Mach decimal 82, transition speed 310 knots.保持马赫数点 82，转换速度 310 节。

257.Maintain speed 280 knots or greater for separation.因间隔，速度保持 280 节或更大。 258.Cro CK at 35 or later.飞越 CK 台 35 分或之后。 259.Cro DG at 24 or earlier.飞越 DG 台 24 分或之前。 260.Do not exceed 280 knots.速度不要超过 280 节。

261.Reduce speed to 240 knots.减速到 240 节。

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27 262.Increase speed to 300 knots or greater.加速到 300 节以上。

263.Increase speed by 10 knots.速度增加 10 节。

264.Resume normal speed.恢复正常速度。

265.No speed restrictions.没有速度限制。

266.Request speed 200 knots due configuration.构型原因，请示速度 200 节。

267.Request speed 250 knots due turbulence.由于颠簸，请示速度 250 节。

268.Omit position reports until LN.LN 前省略位置报。 269.Next report at IP.下一报告点 IP。

270.Report required only at boundary.只要求在交接点报告。

271.We have traffic at our 12 o’clock, 5 miles, 500 feet below, climbing.活动飞机在 12 点钟方位，5 海里，500 英尺以下，上升。 272.Traffic indication at our 1 o’clock, 4 miles, same 更新时间：2016-07-29

28 altitude, converging.仪表显示活动飞机在 1 点钟方位，4 海里处，同高度，正在汇聚。

273.Request vectors.请示引导。

274.Unable to receive transmiion on that frequency.那个频率不能收报。

275.Request 15 miles final.请示五边 15 海里。

276.Maintain 3000 feet until glide path interception.保持高度 3000 英尺，直到截获下滑道。

277.NOTAM says glide slope for Runway15 is unserviceable, confirm.飞行员通告表明 15 跑道下滑道不工作，证实。 278.Confirm ILS frequency for Runway 17L.证实跑道 17 左盲降频率。

279.In case of going around, turn left heading 210.如复飞，左转航向 210。

280.Advise transponder capability.请告知应答机可以模式。 281.Transponder Charlie.应答机 C 模式。

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29 282.Transponder unserviceable.应答机不工作。

283.ADS-B transmitter 1090 (ten-ninety) data link.ADS-B 发射机 1090 数据链。

284.ADS-B receiver 1090 (ten-ninety) data link.ADS-B 接收机 1090 数据链。 285.Negative ADS-B.没有 ADS-B。

286.Re-enter ADS-B aircraft identification.重新输入 ADS-B 飞机识别码。 287.Stop ADS-B transmiion.停止 ADS-B 发射。

288.Stop squawk transmit ADS-B only.停止应答机只发报 ADS-B。

289.Fly no further west of your current position.当前位置不要再往西飞了。

290.Unable identify the waypoint, request radar vectors.不能识别此航路点，请示雷达引导。

291.Right heading 120, my own terrain clearance.右转航向 120，自行避让地形。 292.Heading 120, correction, 140.航向 120，更正，140。

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30 293.We are too low to the surrounding terrain.Confirm we are still being radar vectored.我们高度太低，周围有地形。证实我们仍然雷达引导。 294.Confirm we are still above your minimum vectoring altitude.证实我们仍然高于你们的最低引导高度。 第四章 进近通话术语

295.Right heading 040 until paing FL70 then direct to BK.右转航向 040，直到通过高度层 70，然后直飞 BK。 296.Direct to JO, descend to FL50.直飞 JO，下降到高度层 50.297.Paing FL70.通过飞行高度层 70.298.Descending to 4000 feet QNH1005, expect ILS approach Runway 24.下降到 4000 英尺，修正海压 1005，预计盲降进近，跑道 24。 299.Request straight-in ILS approach Runway 24.请示直接盲降进近，跑道 24。

300.Cleared straight-in ILS approach Runway 24, descend to 3000 feet, QNH1011.可以直接盲降进近，跑道 24，下降到 3000 英尺，修正海压 1011。

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31 301.Airfield in sight, request visual approach.机场可见，请示目视进近。

302.When established on the localizer, descend on the glide path.建立航向道后，沿下滑道下降。 303.Established on the localizer.建立航向道。

304.Fully established Runway 24.航向道下滑道截获，跑道 24。

305.Cleared VOR-DME approach Runway 24, descending to 3000 feet QNH1007.准许 VOR/DME 进近，跑道 24，下降到修压 3000 英尺，修正海压 1007。

306.Runway in sight.看见跑道。

307.Number One, contact Tower 118.7.第一架，联系塔台 118.7。 308.Paing outer marker.过外指点标。

309.Report MQR outbound.MQR 背台报。

310.Procedure turn completed, localizer established.更新时间：2016-07-29

32 程序转弯完成，航向道建立。 311.Request visual approach.请示目视进近。

312.Cleared visual approach Runway 24.可以目视进近，跑道 24。

313.Request holding instructions.请示等待指令。

314.Hold over BKM VOR at FL100, inbound track 280 degrees, left hand pattern, outbound time 1 minute.在 BKM VOR 台等待，高度层 100，向台航迹 280，左等待，出航时间 1 分钟。

315.Request holding procedure.请示等待程序。

316.Hold on the 265 radial of BKM VOR between 25 and 30 miles DME, FL100, inbound track 085, right hand pattern, expected approach time 1022.在 BKM VOR 台 265 度径向线，DME 距离 25 至 30 海里之间等待，高度层 100，向台航迹

085，右等待，预计进近时间 1022.317.Hold at 20 DME of ST VOR, FL100, inbound track 260 degrees, left turns, limiting outbounddistance 24 DME.更新时间：2016-07-29

33 在 ST VOR 台 DME 20 海里等待，高度层 100，向台航迹 260，左等待，限制出航距离 DME24 海里。

318.Overhead YV, maintaining 3000 feet, entering hold.飞越 YV，保持 3000 英尺，进入等待。 319.Leaving BKM VOR heading 110.离开 BKM VOR 台，航向 110。

320.Leaving FL60, descending to 2500 feet, QNH1008.离开高度层 60，下降到 2500 英尺，修正海压 1008.321.Position 10 miles north east of LN.当前位置 LN 东北方向 10 海里。

322.Turn right heading 180 for base leg.右转航向 180，加入四边。

323.Reduce to minimum approach speed, turn right heading 230, cleared for ILS approach Runway 27.降低到最小进近速度，右转航向 230，可以盲降进近，跑道 27。 324.No ATC speed restrictions.Contact Tower 118.9.ATC 没有速度限制，联系塔台 118.9。 325.Three sixty turn left for delay.由于延误，左转 360 度。

326.Continue present heading, expect through the localizer for spacing.更新时间：2016-07-29

34 继续飞当前航向，由于间隔，预计穿过航向道。

327.Surveillance radar approach Runway 27, maintaining 2200 feet.监视雷达进近，跑道 27，保持 2200 英尺。 328.QNH1003, threshold elevation 196 feet.修正海压 1003，入口标高 196 英尺。

329.Precision radar approach Runway 27 heading 260, descending to 2500 feet, QNH1014.精密雷达进近跑道 27，航向 260，下降到 2500 英尺，修正海压 1014。

330.Cleared to JEMMY via BK-1A Arrival.可以经由 BK-1A 进场程序到 JEMMY。 331.Descend to reach 5000 feet by BK.BK 点前下降高度到 5000 英尺。

332.When ready, descend to FL200.Report leaving FL300.准备好时，下降到高度层 200。请示离开高度层 300。 333.Descend immediately FL250.立即下降到高度层 250。

334.Descend to altitude 12000 feet QNH 1000.下降到高度 12000 英尺，修正海压 1000。

335.Descend to height 2000 feet QFE 997 hectopascals.下降到场压高 2000 英尺，场压 997 百帕。

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35 336.Descend to 8000 feet at 1000 feet per minute or greater.下降到 8000 英尺，下降率保持或大于 1000 英尺。

337.Maintain own separation and VMC, descend to FL50.保持好自己的间隔和目视气象条件，下降到高度层 50。 338.Increasing rate of climb.增加爬升率。

339.Unable expedite climb due weight.由于重量，不能加快爬升。

340.Climb to 6000 feet, follow KODAP-01 Departure.爬升到 6000 英尺，按 KODAP-01 号离场。

341.Paing altitude 2300 feet, climbing to FL80.过高度 2300 英尺，爬升到高度层 80。

342.Climb to FL210, level restrictions of KODAP-01 Departure canceled.爬升到高度层 210，取消 KODAP-01 号离场高度限制。 343.Climb to FL 210, cro AU at FL100 or below.爬升到高度层 210，飞越 AU 时不高于高度层 100。 344.Climb to FL290, level at time 55.爬升到高度层 290，55 分到达。

345.Unable FL390 by boundary, request FL330.交接点之前不能到达高度层 390，请示高度层 330。

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36 346.Descend to FL100, cro YU FL150 or above.下降到高度层 100，通过 YU 时不低于高度层 150。 347.After paing North Cro, descend to FL150.过了 North Cro，下降到高度层 150。

348.We are far above profile.Request holding.我们太高了，请示等待。

349.Stop descent at 5000 feet.5000 英尺停止下降。

350.Expedite descent until paing FL80.快速下降通过高度层 80。 351.Expect descent after AK.预计过 AK 后下降。

352.Continue approach Runway 36R, maintain separation with preceding traffic.继续进近，跑道 36 右，与前机保持目视间隔。 353.Contact Control 80 miles after BK.过 BK 80 海里处联系区调。

354.Request change to London Control.请示换到伦敦管制频率。 355.Monitor Tower 118.1.监听塔台频率 118.1。 356.Remain this frequency.更新时间：2016-07-29

visual 37 本频率长守。

357.We can see the approach lights at 200 feet.200 英尺，我们能看到进近灯。

358.Cleared VOR approach Runway 36, followed by circling to Runway 18.可以 VOR 进近，跑道 36，按照航图目视盘旋，跑道 18 落地。 359.Expect commencing approach at time 50.预计开始进近时间 50 分。

360.Unable circling approach due company policy.Request diversion.由于公司政策，不能盘旋进近。请示改航。 361.Request RNAV approach.请示 RNAV 进近。

362.RNAV approach not available due FMS database.Request VOR approach.由于 FMS 数据库原因，RNAV 不可用。请示 VOR 进近。 363.Cleared for LDA approach Runway 24.可以 LDA 进近，跑道 24。

364.Unable RNAV due equipment, request conventional arrival.设备原因，不能 RNAV 进近，请示传统方式进近。

365.Unable RNAV, lo of RAIM, request NDB approach.更新时间：2016-07-29

38 RAIM 丢失，不能 RNAV 进近，请示 NDB 进近。 366.GPS primary lost, going around.失去 GPS 主用，复飞了。 367.RAIM alert, going around.RAIM 警告，复飞了。 368.Negative RNAV.不能 RNAV 进近。

369.Proceed to AK, hold as published, expect approach clearance at 30.直飞 AK，按航图等待，预计进近许可 30 分。

370.Request hold for weather improvement, visibility below company minima.请示等待天气好转，能见度低于公司最低要求。

371.Hold at BKM VOR FL250, right hand pattern, expect further clearance at 23, landing delay at destination airport 30 minutes.在 BKM VOR 台等待，高度层 250，右等待，预计进一步许可在 23 分，目的地机场着陆延

误 30 分钟。

372.Holding northwest of W VOR FL120, what is the delay for approach? W VOR 台西北等待，高度层 120，请问进近延误情况。

更新时间：2016-07-29

39 373.Request to extend the holding pattern for accomplishing the checklist.请示延长等待以完成检查单。

374.Request extended holding to burn fuel to reduce the weight.请示延长等待以便耗油减少重量。

375.Cleared for CAT II ILS approach Runway 24.可以 II 类盲降进近，跑道 24。

376.Join right hand downwind, visual approach Runway 24.加入右三边，目视进近，跑道 24。

377.Continue approach, prepare for poible go around.继续进近，做好可能复飞的准备。

378.Disregard.We made the wrong transmiion.指令作废。我们报错了。

379.Roger, request continue approach.明白，请示继续进近。

380.Stand by.We are carrying out procedures.稍等。我们正在执行程序。 381.Wilco, words twice.照办，发送两遍。 第五章 区域通话术语

382.Maintaining FL350, expect descent after BKM VOR.更新时间：2016-07-29

40 保持高度 350，预计过 BKM VOR 台后下降。

383.Climb to and maintain FL310.Maintain Mach number decimal 81 or greater until BKM VOR.上升并保持高度层 310。BKM VOR 台前保持马赫数点 81 或更大。 384.Descend to and maintain FL 270.Do not exceed Mach number decimal 79.下降到并保持高度层 270.不要超过马赫数点 79.385.Continue climb to FL 290, cro BKM VOR not above FL 230.继续爬升到高度层 290，飞越 BKM VOR 台不高于高度层 230。 386.Negative, unable cro BKM VOR at or above FL230 due performance.不行，由于性能不能在飞越 BKM VOR 台时高于高度层 230.387.Maintaining FL310 until advised.保持高度层 310，等通知。

388.Descend to FL170, cro BKM VOR at or above FL210.下降到高度层 170，飞越 BKM VOR 台时高于高度层 210。 389.Affirm, cro BKM VOR at or above FL190.同意，飞越 BKM VOR 台时高于高度层 190。

390.Negative, unable to cro BKM VOR below FL170.不行，飞越 BKM VOR 台时不能低于高度层 170.391.Affirm, cro BKM VOR at or before 55.更新时间：2016-07-29

41 同意，在 55 分或之前通过 BKM VOR 台。

392.Negative, unable to cro BKM VOR at 43 or later.不行，不能在 43 分或之后通过 BKM VOR 台。

393.Request lose time en route due landing delay at destination airport.由于目的地机场延误，请示航路上消耗时间。

394.Request lose time en route to finish the checklist.请示航路消耗时间以完成检查单。

395.Request parallel offset from current track due weather ahead.由于前方天气，请示平行偏置当前航迹。

396.Request parallel offset from current airway for 30 minutes due icing condition.由于结冰条件，请示航路上平行偏执飞行 30 分钟。

397.Proceed offset 10 miles right of track until abeam BKM VOR.右偏航迹 10 海里知道正切 BKM VOR 台。

398.Cleared offset 25 miles left of track for 30 minutes.可以航迹左偏 25 海里飞 30 分钟。

399.Offset canceled, turn right to rejoin the A1 before BKM VOR.取消偏置，BKM VOR 台前右转重新加入 A1。

更新时间：2016-07-29

42 400.Clear of weather, request to resume flight route.已绕飞天气，请示回到航路。

401.Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest unchanged.上升到并保持高度层 290，重新直飞 BKM VOR 台，其余不变。 402.Estimating croing LV NDB 1123.预计 1123 飞越 LV NDB 台。

403.Paing POU at 43, maintaining FL310, estimating MLT at 55, next NLD.当前位置 POU，43 分，高度层 310 保持，预计 MLT 55 分，下一点 NLD。

404.BKM 47, FL170 descending to FL120, abeam NLD VOR at 55.BKM 47 分，高度层 170，下降到高度层 120，55 分正切 NLD VOR 台。

405.Report 25 miles from BKM VOR.距离 BKM VOR 台 25 海里报。

406.Report 34 miles from Top of Descent.距离下降顶点 34 海里报。

407.Report croing 270 radial BKM VOR.过 BKM VOR 台径向线 270 报。

408.Report 28 miles DME 210 radial BKM VOR.更新时间：2016-07-29

43 BKM VOR 台 210 度径向线 28 海里报。 409.Climb to FL220, report paing FL170.爬升到飞行高度层 220，通过高度层 170 报。 410.Descending immediately to FL190.立即下降到高度层 190。 411.Leaving FL220 for FL190.离开高度层 220，下降到高度层 190.412.Request clearance to enter controlled airspace northeast of BKM VOR at FL240 at time 43.请示在 BKM VOR 台西北方向高度 240，时间 43 分时进入管制空域的许可。

413.Remain outside controlled airspace, expect joining clearance at time 55.还在管制空域外，预计 55 分进入。

414.Request to leave controlled airspace by descent.请示通过下降离开管制空域。

415.Request to leave controlled airspace by climb.请示通过爬升离开管制空域。

416.Descending to 5000 feet QNH 1014, report paing 7000 feet.下降到 5000 英尺，修正海压 1014，过 7000 英尺报。 417.Request VMC descent to FL60.更新时间：2016-07-29

44 请示目视气象条件下降到飞行高度层 60。

418.Descending to FL60, maintain VMC FL90 to FL70, report traffic in sight at FL80.下降到高度层 60，高度层 90 到高度层 70 之间保持目视气象条件，高度层 80 看见活动飞机报告。

419.Request join airway A1 at DAPRO.请示在 DAPRO 加入 A1 航路。

420.Cleared to destination airport via DAPRO, flight planned route, FL240, join A1 at FL240.可以按计划放行通过 DAPRO 到目的地，飞行高度层 240，在高度层 240 加入 A1 航路。

421.Remain outside controlled airspace, expect further clearance at 55.仍在管制空域外，预计 55 分有进一步许可。 422.If FL240 not available, we accept FL220.如果高度层 240 不可用，我们接受高度层 220。

423.Cleared to leave A1 via BKM VOR, maintain FL230 while in controlled airspace.可以经由 BKM VOR 台离开 A1，在管制空域保持高度 230。 424.Confirm we are under radar control.证实我们在雷达管制区。

425.Confirm radar service is terminated.更新时间：2016-07-29

45 证实雷达服务终止。

426.Radar service is terminated due technical failure.Maintain Mach number decimal 81 or le for separation.由于技术故障雷达服务终止。保持马赫数点 81 或更小以保持间隔。

427.Confirm radar control is resumed.证实雷达管制恢复。

428.Radar control is resumed, track direct to BKM VOR and increase speed to Mach number decimal 84.雷达管制恢复，直飞 BKM VOR 台，增速到马赫数点 84.429.Affirm RVSM.可以 RVSM。

430.Negative RVSM due equipment downgraded.设备降级，不可以 RVSM。

431.Request clearance into RVSM airspace.请示进入 RVSM 空域许可。 432.Unable RVSM due turbulence.由于颠簸不能 RVSM。 433.Ready to resume RVSM.准备好，恢复 RVSM。

更新时间：2016-07-29

46 434.Position 42N（North）165E (East) at 0800, FL390, estimating 44 N 180E at 0900 45N 170W next.当前位置北纬 42 度，东经 165 度，时间 0800，高度层 390，预计到达北纬 44 度、东经

180 度时间 0900，下一位置北纬 45 度、西经 170 度。 435.At 150W (west) contact San Francisco Radio, primary 3494, secondary 11342.在西经 150 度联系旧金山，主用 3494，备用 11342。 436.At 144E (east) squawk 2000.东经 144 度时，应答机换 2000。 437.CPDLC connected.CPDLC（control-pilot data link communication）已连接。 438.Continue CPDLC make position report via CPDLC.继续 CPDLC，由 CPDLC 做位置报。

439.SELCAL CODE EFFG, request SELCAL check.选择呼叫代码 EFFG，请示选呼检查。

440.CPDLC unserviceable, request to revert to voice communication.CPDLC 不工作，请示恢复语音通讯。 第六章 紧急通话情况

441.The air conditioning system has malfunctioned.更新时间：2016-07-29

47 空调系统已故障。

442.We have only one air conditioning pack operational.Request a new cruising level below FL300.我们仅有一个空调组件工作，请示低于高度层 300 的新巡航高度。

443.All our air conditioning packs have malfunctioned.Request rapid descent to MEA .所有空调组件已经故障，请示立即下降到最低航路高度。 444.We had a malfunction of one air conditioning pack.Request descent to a lower level.一个空调组件故障，请示下降到低高度。

445.We have lost electrical power to the cabin air compreor.Request immediate descent to 10,000 feet.客舱空气压缩机失去电源，请示立即下降到 10000 英尺。 446.We just had a smoke emergency.We need to depreurize the airplane to let in fresh air.Request rapid descent to 8000 feet.我们刚出现了烟雾紧急情况，需要释压让新鲜空气进入。请示快速下降到 8000 英尺。

447.We have unusual smell from air conditioning packs.更新时间：2016-07-29

48 Request stop climb at 7000 feet.空调组件出现异常气味，请示保持 7000 英尺，停止爬升。 448.Many paengers are suffering from smoke inhalation.Request medical aistance on arrival.许多乘客吸入烟尘，请示到达时医疗救助。

449.Our preurization system has malfunctioned.增压系统故障。

450.We have difficulty in controlling the cabin preure.我们控制座舱压力有困难。

451.We have a cabin altitude problem.座舱高度有问题

452.Our cabin rate of climb has red-lined.Request immediate descent.座舱爬升率达到红线，请示立即下降。

453.We have a slow cabin decompreion.Request immediate descent.座舱缓慢释压，请示立即下降。

454.Our cabin altitude at one time had reached 16000 feet.Some paengers have symptoms of hypoxia.座舱高度一度高达 16000 英尺，部分乘客出现缺氧症状。 455.We are now depreurized and will fly a more shallow 更新时间：2016-07-29

49 descent profile.我们现在正在释压，需要更平缓的下降剖面。

456.Request descent rate le than 500 feet per minute due to unpreurized cabin.由于客舱释压，请示下降率小于 500 英尺每分钟。

457.We are now ventilating with ram air.It is best that our rate of descent does not exceed 600 feet per minute.我们现在通过冲压空气通风，下降率最好不超过 600 英尺每分钟。

458.We have a problem with the avionics ventilation system.电子通风系统有问题。

459.We have an avionics ventilation problem.The skin heat-exchangers and blower fan have failed.电子通风系统有问题。蒙皮热交换器和鼓风机有故障。 460.The avionics ventilation is unserviceable.Request diversion to the closest suitable airport.电子通风不可用，请示备降到最近合适的机场。

461.We have severe vibration coming from the avionics ventilation fan.电子通风风扇有严重的抖振。

462.There are unusual noises coming from the avionics bay.更新时间：2016-07-29

50

第15篇：面试英语

I Have nearly 7 years experience in mechanical design ofCommunication productsFamiliar with all kinds of design characteristic of sheetmetal parts, plastic parts, parts of machining by cutting, extrusion parts of aluminium alloys, and relative machining proce.Language ability,skilled use of design software, there is a strong team spirit.

Good ability to communication and co-operation in working，Working hard, actively and strictly.优点

I do believe I poe lots of strengths.First, I have formed a habit of working under great preure, I am a hard working man; Second, I am independent, and always try to use my own methods to solve problems; Third, I am honest 我相信我拥有很多优势。首先,我养成了在巨大压力下工作的习惯,我是一个努力工作的人;第二,我是独立的,并且总是试图用自己的方法来解决问题;第三,我是诚实的

缺点

\"I cannot leave a job half-done and usually find myself thinking of poible solutions to problems while I am driving to work or in the shower.I also know I spend too much time in my work., I can\'t get enough leisure time.\"

先你不会把工作做了一半就不管了，你会在开车上班的路上或在淋浴的时候都在思考工作。其次你也觉得自己在工作上花太多的心思，而没有了休闲的时间。

未来五年内规划

I hope make a difference in the field of technology, and According to the developmentwith the company\'s management idea.For example, a senior engineer and project manager

在技术领域有所作为，并按照公司的管理思路发展。例如高级工程师、项目经理

第16篇：面试英语

Good morning, ladies and gentlemen! It is really my honor to have this opportunity for an interview.I hope I can make a good performance today.I\'m confident that I can succeed.Now I will introduce myself briefly.I am 23 years old, born in Heilongjiang province.I will graduate from Harbin Institute of Technology.My major is Electrical engineering and automation.And I got my bachelor degree after my graduation in the year of 2014.I spent most of my time on study, and I’ve paed CET-6 during my university.And I’ve acquired basic knowledge of my major.It is my long cherished dream to be an engineer and I am eager to get an opportunity to develop my ability.

I hope I could get the opportunity to join Emerson which I have desired for a long time.I have the confidence because I have such ability.I am a boy who is fervent, outgoing and creative.At the same time, I am quick in mind and careful in everything.I am looking forward to my studies and life in Emerson.I will soon prove that your decision of choosing me is the wisest.Thank you for giving me such a valuable opportunity.

That’s all.Thank you for giving me the chance.

As for good points, I think it is my diligence in work and learning, which promotes me to develop all the time and devote myself in my work and do a good job.I will try my best to finish it no matter how difficult it is.

I’m such a perfectionist that I will not stop until a job is well done .I often hope I can make the thing more excellent.

第17篇：英语面试

Q: What’s your strongest trait(s)?

A: Helpfulne and caring.

A: Adaptability and sense of humor.

A: cheerfulne and friendline.

Q: What’s the meaning of your English name?

A: Graham is my English name, which means a kind of Italian bread.The name is given by my profeional English teacher when he saw the word at first glance in a piece of paper.

Q: What’s the meaning of your email addre?

A: My email name is very common.JCY are the first letter of my Chinese name and 6528 is after four phone numbers of my home.

Q:Why did you select your major area of study?

A:I was quite good at mathematics and chemistry back in high school, so I chose a related major, polymer chemistry and physics.

Q: Where are you from? Where is your hometown?

A: I was born and raised in the city of Lin Yi.The town is located in the southeast of Shandong province.

Q: What subjects wereyourfavorite?Why?

A: I liked the subjects that include lots of experiments, such as modern analytical test methods.I found that I can learn more quickly by doing experiments than onlystudying the theories.I gue it’s partly because I am good with my hands, and doing experiments gives me a chance to learn in a creative way.

Q: What subjects were your least favorite? Why?

A: My least favorite courses include Marxism and Revolutionary History of China.I don’t like these subjects not because I am not a patriot─actually I love my country and I am fascinated by its revolutionary history.However, these subjects turned out to be disappointments as the textbooks and the ways they were taught were nothing but a repetition of the history subjects in our secondary school.

Q: Other than the courses you studied, what is the most important thing you learned from your college experience?

A: Well, I think the most important thing I have learnt in university is how to set appropriate goals and see them through.You know it is so easy for university students to waste time if they don’t set goals, so I set demanding goals to motivated myself.One is that I decided to do the experiment as much as poible,the other one is that I decided to be the leader of a club on campus.Doing experiments wasn’t quite difficult for me and I have done a lot of experiments besides several company experiments.

第18篇：英语面试——

Good morning, dear profeors.Thanks for giving me such a chance to be here for your interview..First of all, I’d like to briefly introduce myself.My name is ***.I come from ***, a small city in ***, which is rich in**.My major is materials science and technology at ***.Now, I am trying my best to obtain a key to Harbin Institute of Technology.

Four years\' college education give me a lot of things to learn, a lot of chances to try, and a lot of practices to improve myself.In fact, in a number of courses I received the highest exam scores in the cla and my profeional ranking is **.I was granted the scholarship every year and awarded the title of excellent students.Also, I have paed the CET-4, CET-6.All the knowledge my teachers taught me have developed my abilities in related aspects such as the skills in doing experiments and analyzing problems, also helped me a lot in my part-time jobs.

Besides above , I also have many interests in my spare time, such as reading especially those about inspiring stories , yoga ,basketball ,all the activities enrich my extracurricular life a lot .

Last but not least, my personalities.Generally speaking, I am a helpful easy-going and independent person with a sense of responsibility.If I could be lucky enough to be one member of this great university, I will concentrate on my study and make great efforts to learn as much as poible.

Although I have grasped the eential knowledge of the major, but I think at present, I can do many things in a superficial level, but not be competent to do things profeionally owing to lack of ample knowledge and ability.So I think further study is still urgent for me to realize self-value.

Ok, that is all.Thanks again for giving me this chance.

第19篇：英语面试

Q： Can you sell yourself in two minutes？ Go for it.（你能在两分钟內自我推荐吗？大胆试试吧！） A： With my qualifications and experience, I feel I am hardworking, responsible and diligent in any project I undertake.Your organization could benefit from my analytical and interpersonal skills.（依我的资格和经验，我觉得我对所从事的每一个项目都很努力、负责、勤勉。我的分析能力和与人相处的技巧，对贵单位必有价值。)

（二） Good morning ! It is really my honor to have this opportunity for an interview, I hope I can make a good performance today.I\'m confident that I can succeed.Now I will introduce myself briefly.I am 26 years old,born in shandong province .(General Introduction) I was graduated from Qingdao university.my major is electronic.and I got my bachelor degree after my graduation in the year of 2003.During university, I spent most of my time on study so that I have paed CET4/6 .and acquired basic knowledge of my major.(Education background) In July 2003, I began work for a small private company as a technical support engineer in QingDao.Because I\'m capable of more responsibilities, so I decided to change my job.And in August 2004,I left QingDao to BeiJing and worked for a foreign enterprise as an automation software test engineer.Because I want to change my working environment, I\'d like to find a job which is more challenging.Moreover Motorola is a global company, so I feel I can gain the most from working in this kind of company ennvironment.That is the reason why I come here to compete for this position.(Research experience and academic activity) I think I\'m a good team player and I\'m a person of great honesty to others.Also I am able to work under great preure.That\'s all.Thank you for giving me the chance

（三） good morning, my name is jack, it is really a great honor to have this opportunity for an interview, I would like to answer whatever you may raise, and I hope I can make a good performance today, eventually enroll in this prestigious company in September.Now I will introduce myself briefly,I am 21 years old,born in heilongjiang province ,northeast of china,and I am curruently a senior student at Beijing XX University.My major is packaging engineering.and I will receive my bachelor degree after my graduation in June.In the past 4 years,I spend most of my time on study,I have paed CET4/6 with an ease.and I have acquired basic knowledge of packaging and publishing both in theory and in practice.Besides, I have attend several packaging exhibition held in Beijing, which is our advantage studying here, I have taken a tour to some big factories and companies.Through these I have a deeply understanding of domestic packaging industry.Compared to developed countries, unfortunately, although we have made extraordinary progre since 1978,our packaging industry are still underdeveloped, me, unstable, the situation of employees in this field is awkward.But I have full confidence in a bright future if only our economy can keep the growth pace still.I would like to tell you that pursuing the major is one of my lifelong goal,I like packaging and I won\'t give up.If I can pursue my dream here, I will combine practice with my former education.I will work hard in these fields.I cannot describe my character well, but I know I am optimistic and confident.sometimes I prefer to stay alone, reading, listening to music, but i am not lonely, i like to chat with my clamates, almost talk everything ,my favorite pastime is valleyball,playing cards or surfing on line.Through college life,I learn how to balance between study and entertainment.By the way, i was a actor of our amazing drama club.I had a few glorious memories on stage .They are my pride.

第20篇：面试英语)

面试英语—自我介绍—实习实践

【实习实践】毕业求职，难免会有英文面试，怎么样介绍自己和曾经的实习实践活动呢？需要了解更多内容，请翻看国内首创、为应届生和无经验求职者独家打造的《面试英语应急一本通》！不仅从面试官和求职者角度为你提供二十个锦囊妙计，还助你走好面试成功三步曲，步步为赢！

【对话展示】

Q：Please make a brief introduction about yourself.请简单介绍下自己。

A：It’s a great honor for me to be here for the interview.My name is Wang Huijun.I am a fast learner and hard worker, open-minded and quick-witted.I think I am quite qualified to this job.Therefore, here I am.我叫王会军，很荣幸能来参加这次面试。我学习能力突出、勤恳能干、头脑开放、思维敏捷。我认为自己适合这份工作，所以来参加应聘。

Q：Have you ever done any social practice? 你有社会实践的经历吗？

A： Yes, I have been holding the post of editor as a part-time job in a student journal.有，我一直在一家学生杂志社做兼职编辑。 Q：What ability do you think should be fostered in this proce? 你认为在此过程中需要培养什么能力？

A: It’s the interpersonal skill.The biggest difficulty in my work was how to make effective personal profiles.However, it fosters my ability to communicate.主要是人际交往能力。 我在工作中遇到的最大困难就是怎样有效地进行人物专访。然而，这也培养了我与他人交流沟通的能力。

【巧问妙答】

关于收获感想：

Q：What did you get from various working experience? 你从各种工作经历中得到了哪些收获？‖how do you evaluate your part

-time jobs? 你如何评价自己的兼职工作？‖What ability do you think you have to enhance through your experience? 通过实践你认为自己需要提高何种能力？

A：I learned how to deal with all kinds of people.我学会了怎样与各种各样的人打交道。‖It was how to solve a lot of problems all by myself.我认为是独立处理各种问题的能力。‖I should say it was the importance of team work.我认为应该是团队合作的重要性。

【面试成功者这样说】

在实习实践中，困难挫折在所难免，这些看似不利的因素该如何应对呢？

首先，要诚实可信地把自己遇到的困难挫折叙述出来；同时，要着重强调自己的解决方案及对未来工作有何启发；最后，不忘加一句：But I can learn further in work to make up my disadvantages.不过，我可以在工作中进一步弥补我的不足。

【面试官这样说】

我们最看重的不是求职者实习实践时间的长短或工作量的多少，而是求职者是否能够从琐碎的实习实践中挖掘到非常闪亮的学习点，并能证明自己因此提高了工作能力。举一个有说服力的实例是最好的选择。

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