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Flightpath
AVIATION ENGLISH FOR PILOTS AND ATCOs
DVD TRANSCRIPTS
Unit 2. Danger on the Runway
PART 1
FSS = Flight Service Specialist
CONTROLLER Trans Air 275, active runway 14, winds calm,
altimeter 2993.
PILOT Roger, Trans Air 275, we are two miles on final for 14.
NARRATOR Its not only aircraft that can wander onto an
active runway.
DRIVER Truck 20 leaving garage for Air Eastern hangar.
FSS: Truck 20, proceed via Bravo, Charlie, Echo. Hold short
of runway 14, traffic on final.
DRIVER Um, roger. Bravo, Echo, Charlie, hold short of 14;
truck 20.
FSS Truck 20, thats CHARLIE ECHO.
DRIVER Roger.
NARRATOR The driver of this truck doesnt understand the
directions hes been given by the Flight Service Specialist.
He thinks hell annoy him by asking for clarification.
The Flight Service Specialist hears the uncertainty in the
drivers messages, but he assumes the driver is fully aware
hes approaching the active runway, and that there is an
aircraft on final.
Pre-occupied with finding his way, the vehicle operator rolls
through the hold line at runway one-four ...
FSS Truck 20, get off the runway. NOW!
NARRATOR This time, the Flight Service Specialist noticed
the truck approaching the runway, but it could be a different
story at night or in poor visibility.
PART 2
TOWER: Tower controller
GROUND: Ground controller
CITATION: Citation First Officer
DASH: Dash Captain
TC1 Express three-five-two-five, taxi to position runway 6 Left.
DASH To position 6 left, Express 3525.
GROUND Citation Bravo 77, contact Tower on 118.9. Good
day.
CITATION Tower on 118.9 for Citation Bravo 77. Good day.
NARRATOR The Citation crew is behind schedule and in a
hurry to take off. Because of this, theyve misheard their taxi
instructions. Instead of taxiing to the end of Six Left, they
believe theyre to cross Six Left and proceed to Six Right.
Theyre approaching a mid-point intersection and are about
to enter the active runway.
The tower controller has landing traffic, and wants to
expedite Express 3525s take off.
TOWER Tannair 79, continue number one for runway six left,
traffic on the roll.
Express 3525, winds 070 at six, cleared for take off, Runway
Six Left.
DASH Cleared for take off runway Six Left, Express 3525.
CITATION Tower, Citation B77 with you on taxiway Delta for
Six Right.
1
PART 3
NARRATOR Distractions, uncertainty, poor visibility,
miscommunication, and working under pressure: These are
the conditions that can set the stage for a runway incursion.
Prevention is everyones responsibility. Pilots, air traffic
controllers, flight service specialists, and vehicle operators
should use common sense, and follow some basic safety
procedures.
TEXT 1) Avoid cockpit distractions
NARRATOR Avoid distractions in the cockpit while taxiing,
like running through checklists or engaging in unnecessary
conversation. Remember: a safe flight is from gate to gate.
TEXT 2) Be vigilant in marginal visibility
NARRATOR Be particularly vigilant at night or in poor
visibility. Look out for other traffic, and watch carefully for
airport signage.
TEXT 3) Know the airport
NARRATOR Become familiar with airport layout and taxiway
designations. Make this a part of your pre-flight preparations.
TEXT 4) Report poor signage and markings
NARRATOR Report faded or missing signage and markings
to ground control.
TEXT 5) Listen carefully to and repeat instructions
NARRATOR Listen carefully for instructions over the radio
and read-back all hold-short instructions.
TEXT 6) Use clear communications
NARRATOR Avoid ambiguous communications, and
TEXT 7) Dont make assumptions
NARRATOR ... make sure the person youre speaking to
understands what youve said.
TEXT 8) If in doubt, ask
NARRATOR Dont be afraid to ask for help or a repeat if
youre not sure.
TEXT 9) Be patient, and keep your cool
NARRATOR Delays happen be patient, and keep a cool
head.
TEXT 10) Be helpful
NARRATOR If you think a pilot or vehicle operator is lost or
unsure of their position, offer assistance ...
TEXT 11) Be courteous
NARRATOR ... and always be courteous and professional in
your communications.
Reproduced with permission of the Minister of Public Works and Government Services, Canada.
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DVD TRANSCRIPTS
Clip 3 40 seconds
ATCO CJet 333, continue approach, Runway 15 Left, Number
1
CJET F/O Continue approach Runway 15 Left, C-Jet 333
ATCO B-Jet 110, taxi to and hold at intersection A 3 for
Runway 15 Left.
BJET F/O Holding at intersection A 3 for Runway 15 Left,
B-Jet 110.
... Check list completed.
BJET CAPTAIN OK, thank you, check list completed.
ATCO A-Jet 234, Runway 15 Left, cleared for take-off.
AJET CAPTAIN Cleared for take-off, Runway 15 Left A-Jet
234.
ATCO B-Jet 110, behind landing 15 Left, line up and wait
behind.
BJET F/O Behind landing (traffic) Runway 15 Left, lining up
and wait behind, B-Jet 110.
OK, thats our landing. Lining up.
ATCO C-Jet 333, wind 170 degrees, 7 knots, runway 15 Left,
cleared to land.
CJET F/O Cleared to land, Runway 15L, C-Jet 333.
... Whats that here? Right! Go right!
Reproduced with the kind permission of the European Organization for the Safety of Air Navigation
(EUROCONTROL).
Photocopiable
DVD TRANSCRIPTS
PART 4
PART 2
NARRATOR The captain then checks with United Dispatch to
see if they have any reports of volcanic activity.
CAPTAIN This is United 869 ...
DISPATCH Copy all that United 869.
CAPTAIN Were getting some kind of dust or something on
the .. up here. I want to ... put on my mask. Lets do the, ah,
Smoke, Fumes, Odour QRC (Quick Reference Checklist).
F/O [inaudible, then] ... engine number four has failed.
PART 3
NARRATOR The first officer has no sooner started the
checklist when he see the number 4 engine failing. The
captain allows that the dust situation is manageable and
calls for the engine 4 failure checklist. Suddenly the number
1 engine begins to show indications near the red line limits
and the captain chooses to shut that engine down and calls
for the Engine Limits Surge / Stall QRC checklist. As the first
officer acknowledges that order, the captain says, There
go number 2 and number 3 engines. We need to shut them
down as well and declare a Mayday.
PART 5
NARRATOR While the emergency scenario has played out
aboard United 869, the Air Traffic Control system has begun
receiving alerts of a volcanic eruption in the geographic
vicinity of United 869. The Alaska Volcano Observatory
has received seismic alerts fromt eh Russia Volcano
Observatory, signifying that Russian Mount Shevelush has
apparently erupted, and they have activated their notification
procedures.
After receiving the emergency declaration from United
869, Dispatch does a sweeping weather check for suitable
emergency airfields in the vicinity and determines that the
Petropavlovsk-Kamchatskiy airport is the best choice. The
arrival weather is suitable and the runway length is 11,155
feet. After checking a suitable route to the airport that will
avoid further contamination from the ash cloud, Dispatch
coordinates all of that information with the crew. They also
take steps to notify airport officials of the diversion of 869
to their airport and the nature of the support that flight 869
needs upon their arrival.
During the recovery to Petropavlovsk-Kamchatskiy, the flight
crew are successful in restarting two of the failed engines.
The crew completes the approach to the airport and lands
successfully.
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Part 1
Part 2
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DVD TRANSCRIPTS
Part 3
NARRATOR Controllers should be aware that high RT
occupancy has implications for their own workload and
for pilots monitoring the frequency. Splitting sectors can
significantly reduce RT workload, which reduces the chance
of an error being made and increases the chances of picking
up an incorrect readback.
There are other practical steps that controllers can take to
reduce the chance of communication error occurring:
Monitor all readbacks
If the frequency gets busy, dont speed up your delivery; it
doesnt help
Avoid multiple instructions; ideally, dont include more
than two instructions in one transmission
For some operators, consider issuing only one instruction
per transmission
Whenever practicable, reduce the number of level change
instructions that you issue to each aircraft
Keep frequency changes separate from other instructions
If you detect a level bust which may result in a loss of
separation, do not waste time by asking the aircraft
involved to confirm the cleared level; pass good and
effective avoiding action; use the words avoiding action;
and if its urgent, then make it sound urgent.
If a pilot reports that he or she is responding to a TCAS
Resolution Advisory, acknowledge the message and pass
pertinent traffic information.
Photocopiable
DVD TRANSCRIPTS
Reproduced with the kind permission of the European Organization for the Safety of Air Navigation
(EUROCONTROL).
Photocopiable
DVD TRANSCRIPTS
Reproduced with the kind permission of the European Organization for the Safety of Air Navigation
(EUROCONTROL).
Photocopiable
DVD TRANSCRIPTS
Part 1
Part 2
NARRATOR 1 Well let the crew help tell you the story after
the aircraft was established on the localizer for RWY 08.
NARRATOR 2 The Glideslope capture happened almost
immediately after the Approach mode was selected. The
captain had the aircraft in Vertical Speed mode to slow down
and was concerned that the aircraft seemed to accelerate as
it pitched down with the Glideslope capture.
FO2 (V/O) As we came round the arc, everything was fine,
but suddenly at glide slope intercept, everything became
rushed. The aircraft pitched down, but now the aircraft was a
lot faster than it should be, as you come into the descent for
the ILS.
NARRATOR 2 But the ILS indications were all correct, so the
captain concentrated on managing the energy problem.
CAPTAIN (V/O) I reconciled it by saying, tail wind, heavy
weight.
FO1 (V/O) There were no flags, no warnings of any sort
to indicate that there was anything other than an autopilot
capture of a valid localizer and a valid glide slope. But we
were just reacting to the circumstances and doing what we
had to do to intercept what we thought was the glide slope.
NARRATOR The first officer did not remember talking to Apia
tower about this time because he was focused on assisting
the captain with the management of the aircraft energy
problem.
FO1 (V/O) We were getting pretty preoccupied with
managing the airplane and slowing down the configuring.
CAPTAIN Flaps 15 ... Gear down, please.
FO1 (V/O) We were travelling quite fast; we had to use the
speedbug to slow down. We had to use the gear to slow
down. We had to select Flap 15 and then after Flap 15,
we had to select Flap 25 to get the airplane to slow down
enough.
CAPTAIN (V/O) The high-energy situation demanded the
use of intermediate flap settings, plus the speedbrake.
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DVD TRANSCRIPTS
Part 3
Part 2
BOB HENDERSON Although they didnt understand precisely
what was wrong, the conflict generated for each of them
from: the distance/altitude anomaly and the apparent
closeness of the lights on the adjacent island caused them
each to break their mindset of the ILS being correct and
make a safe decision to go around, establish the aircraft
clear of terrain and above safety height and then examine
their options. The investigation revealed that it took them
only an incredibly few fifteen seconds to unlock this mindset
generated by years of aviation experience.
CHRIS KRIECHBAUM When pilots crosscheck information
they do so because they are aware of possible errors.
Over the years we have learnt about many of the technical
errors which occur and we are continually improving our
understanding of human error. It is easy to accept the most
compelling information, in this case the ILS; this is normal
human nature. What this event has taught us, yet again,
is that we must remain vigilant and always be careful to
validate all the information we are presented with. When the
crew of NZ60 went around, they did so because their trust in
the systems and the aircraft had been violated.
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