第一篇：中國(guó)民航飛行員航班飛行流程

中國(guó)民航飛行員航班飛行流程--------轉(zhuǎn)自carnoc

讓我們用波音757來(lái)模擬一個(gè)北京到上海浦東的航班，來(lái)揭開飛行那神秘的面紗。

飛行前地面準(zhǔn)備

飛行前一日準(zhǔn)備

在接到飛行任務(wù)后，機(jī)長(zhǎng)和副駕駛在飛行前一天的下午來(lái)到飛行情報(bào)室進(jìn)行飛行前的準(zhǔn)備。主要是熟悉所飛航線的導(dǎo)航數(shù)據(jù)、降落及備降機(jī)場(chǎng)的使用細(xì)則、飛行程序，并且在準(zhǔn)備結(jié)束后與機(jī)組其他成員一起就明日的飛行做出詳細(xì)分工安排。

取得放行許可

清晨，機(jī)長(zhǎng)按照航班時(shí)刻，提前1小時(shí)來(lái)到飛機(jī)上，副駕駛已將飛機(jī)里加入所需的航油。民航班機(jī)在出港前需由空管部門給予放行許可ATC Clearance，其中應(yīng)包括：目的地、使用跑道、航路飛行規(guī)則、標(biāo)準(zhǔn)離場(chǎng)程序SID、航路巡航高度、應(yīng)答機(jī)編碼，如有必要還應(yīng)該包括：起始高度、離場(chǎng)頻率、特殊要求等。

地面活動(dòng)和起飛（塔臺(tái)）

推出開車

得到放行許可后，飛機(jī)開始做起飛前準(zhǔn)備，包括上客、裝貨、機(jī)務(wù)人員檢查完畢簽署文件放行飛機(jī)、地面商務(wù)值機(jī)人員與機(jī)組共同核對(duì)人員、飛機(jī)裝艙單正確等。副駕駛完成駕駛艙的初步準(zhǔn)備工作，包括在飛行管理計(jì)算機(jī)（FMS）里輸入今日飛行的主要數(shù)據(jù)，等待機(jī)長(zhǎng)進(jìn)行檢查；乘務(wù)員們也來(lái)到飛機(jī)上，機(jī)上共有8名乘務(wù)員，她們?cè)诔藙?wù)長(zhǎng)的安排下對(duì)客艙、旅客餐食、機(jī)上供應(yīng)品進(jìn)行準(zhǔn)備；大約在起飛前25分鐘時(shí)，旅客們開始登機(jī)。機(jī)長(zhǎng)和副駕駛各自坐在駕駛艙的左右駕駛座上。機(jī)長(zhǎng)打開了“系好安全帶”的信號(hào)，設(shè)置了飛機(jī)停留剎車，開始對(duì)飛行管理計(jì)算機(jī)的內(nèi)容進(jìn)行檢查。飛行管理計(jì)算機(jī)里存儲(chǔ)了航空公司所飛航班的大部分信息，飛行員僅需要輸入相應(yīng)代碼即可，計(jì)算機(jī)會(huì)自動(dòng)生成航路。今天共有178名乘客，飛機(jī)的起飛重量為102噸，副駕駛根據(jù)艙單（客貨裝載表）在計(jì)算機(jī)里輸入了起飛速度。打開航行燈光（左紅、右綠、尾白），皮托管開關(guān)、防冰開關(guān)（如需要）等。數(shù)分鐘后，機(jī)長(zhǎng)確認(rèn)了準(zhǔn)備工作已完成，在駕駛艙的顯示器上已表明所有艙門都已關(guān)好，乘務(wù)長(zhǎng)報(bào)告客艙準(zhǔn)備完畢。所有準(zhǔn)備完成后，機(jī)組要請(qǐng)求推出許可，在得到許可后，方可啟動(dòng)發(fā)動(dòng)機(jī)，叫做推出開車。機(jī)長(zhǎng)示意副駕駛向塔臺(tái)請(qǐng)示開車，同意后飛機(jī)在五分鐘后啟動(dòng)好發(fā)動(dòng)機(jī)。

地面滑行

飛機(jī)由停機(jī)位推出開車后，開始向塔臺(tái)地面管制申請(qǐng)滑行的放行許可，滑行許可中應(yīng)包括：使用滑行道，將滑行所到達(dá)的跑道號(hào)及必要時(shí)的特殊規(guī)定，如：“CCA197，經(jīng)過滑行道Z3，Z2，L，36L，在 L 稍等?！痹诘玫酵夂箝_始滑行，這時(shí)乘務(wù)員正在對(duì)旅客進(jìn)行航空安全的廣播和示范，逐一檢查旅客系安全帶的情況。

進(jìn)入跑道

當(dāng)滑行到跑道外時(shí)，應(yīng)該在跑道外標(biāo)記的等待位置等待，待得到進(jìn)入跑道的放行許可后，方可進(jìn)入跑道，嚴(yán)格禁止沒有允許進(jìn)入跑道！進(jìn)入跑道許可中的指令有固定含義，如：“跑道外等待”應(yīng)該將飛機(jī)停止在跑道聯(lián)絡(luò)道以外?！斑M(jìn)跑道等待”則為允許進(jìn)入跑道，但需要在跑道內(nèi)等待，不得起飛；而“進(jìn)跑道，地面風(fēng)XX度XX米/秒，可以起飛跑道XX”則為進(jìn)入跑道可以直接起飛。

允許起飛

飛機(jī)已經(jīng)滑行到跑道上，當(dāng)塔臺(tái)管制員發(fā)給允許進(jìn)入跑道的放行許可后，飛機(jī)可以進(jìn)入跑道等待起飛指令，在得到起飛許可并復(fù)誦起飛許可后（包括可以起飛，修正海壓，如指令中包括其他特殊規(guī)定，也應(yīng)復(fù)誦，但可以不復(fù)誦地面風(fēng)）可以起飛離地。自動(dòng)剎車開關(guān)在“RTO”（中斷起飛）位置，機(jī)組將襟翼放到規(guī)定度數(shù)，并向客艙發(fā)出了起飛的信號(hào)。按照準(zhǔn)備時(shí)的約定，這個(gè)起飛動(dòng)作由副駕駛完成，機(jī)長(zhǎng)把飛機(jī)對(duì)正跑道后將飛機(jī)交給副駕駛操縱。起飛是一個(gè)直線加速運(yùn)動(dòng)，是飛機(jī)功率最大和機(jī)組操作最繁忙的時(shí)候，它分兩個(gè)階段，首先以最大功率在地面滑跑，在起始階段由于速度不大，方向舵不起作用，飛行員控制著前輪方向，以保持飛機(jī)直線前進(jìn)；當(dāng)速度到每小時(shí)80公里時(shí)駕駛員用駕駛桿操縱飛機(jī)，但在達(dá)到?jīng)Q斷速度Vl以前，駕駛員的手絕對(duì)不離油門桿，以便在發(fā)生突然情況時(shí)中止起飛。超過Vl速度后駕駛員必須繼續(xù)起飛，因?yàn)檫@時(shí)的速度太大，再中斷起飛，飛機(jī)會(huì)沖出跑道造成事故。飛機(jī)開始在跑道上滑跑，副駕駛?cè)褙炞⒌夭倏v著飛機(jī)，當(dāng)飛機(jī)速度加速到80海里時(shí)，機(jī)長(zhǎng)按程序發(fā)口令“80海里”，副駕駛回答“檢查”以確定飛機(jī)處于操縱之中?！癡1”（決斷速度）、“抬輪”，副駕駛按口令將飛機(jī)前輪抬起，這時(shí)飛機(jī)速度大約為150-160節(jié)。幾秒種后，飛機(jī)離地開始上升。兩臺(tái)馬力強(qiáng)勁的噴氣式（英制羅羅）發(fā)動(dòng)機(jī)使飛機(jī)以約3000英尺/分的爬升率沖向云霄。

離場(chǎng)（進(jìn)近）

聯(lián)系離場(chǎng)

飛機(jī)離地后，約在1000英尺建立積極爬升姿態(tài)后，機(jī)長(zhǎng)配合副駕駛將飛機(jī)起落架和用于增加升力的襟翼收回以減少上升阻力，副駕駛則接通了3部自動(dòng)駕駛儀中的1部，讓飛機(jī)處于自動(dòng)駕駛狀態(tài)。如是程序管制，應(yīng)報(bào)告飛機(jī)已經(jīng)離地；如為雷達(dá)管制，等待管制員發(fā)給聯(lián)系離場(chǎng)（進(jìn)近）部門的換頻許可。聯(lián)系離場(chǎng)（進(jìn)近）后，根據(jù)管制員發(fā)出的指令上升到規(guī)定高度，并按照管制員給予的標(biāo)準(zhǔn)離場(chǎng)程序SID進(jìn)行離場(chǎng)飛行。當(dāng)達(dá)到過渡高度3000米時(shí)（各機(jī)場(chǎng)TA、TL有所不同），將高度表?yè)苷祻腝NH調(diào)到QNE.巡航（區(qū)調(diào)）

聯(lián)系區(qū)調(diào)

當(dāng)飛機(jī)由進(jìn)近或塔臺(tái)移交給區(qū)調(diào)，并被告知換頻許可后，應(yīng)立刻主動(dòng)聯(lián)系XX區(qū)調(diào)，并報(bào)告自己的高度，位置以及應(yīng)答機(jī)編碼，區(qū)調(diào)進(jìn)行確認(rèn)后發(fā)出新的指令，然后按照區(qū)調(diào)給予的指令進(jìn)行巡航飛行。15分鐘后，飛機(jī)開始在1萬(wàn)米左右的高空平飛。飛行計(jì)算機(jī)顯示，此時(shí)的高空風(fēng)向?yàn)槲黠L(fēng)，速度為130公里/小時(shí)，所以飛機(jī)由于順風(fēng)的緣故，地速達(dá)到了980公里/小時(shí)。飛機(jī)的航向正飛向航線上的一個(gè)航路點(diǎn)，此時(shí)的飛機(jī)由安裝在飛機(jī)上的GPS或慣性基準(zhǔn)系統(tǒng)并參考地面VOR臺(tái)來(lái)定位。飛越了一個(gè)航路點(diǎn)后，飛機(jī)自動(dòng)轉(zhuǎn)彎并飛向下一點(diǎn)，副駕駛向區(qū)域管制員報(bào)告了位置、高度和時(shí)間，管制員在雷達(dá)上進(jìn)行了識(shí)別。機(jī)長(zhǎng)和副駕駛在整個(gè)平飛過程中始終嚴(yán)密監(jiān)視著駕駛艙內(nèi)的幾塊顯示儀，它們顯示著飛機(jī)各個(gè)系統(tǒng)的運(yùn)轉(zhuǎn)情況。與此同時(shí)，客艙內(nèi)顯得十分舒適?？照{(diào)系統(tǒng)自動(dòng)將環(huán)境溫度調(diào)節(jié)到適宜的程度，艙頂上的液晶顯示器將飛機(jī)的現(xiàn)在位置標(biāo)在地圖上。飛機(jī)達(dá)到預(yù)定高度后，保持水平勻速飛行狀態(tài)，這時(shí)如果沒有天氣變化的影響，飛行員可以依靠自動(dòng)駕駛儀按照選定的航線以一定速度和姿態(tài)穩(wěn)定飛行，幾乎不需要操縱，一般只需進(jìn)行必要的監(jiān)控，該階段的飛行事故率最低。

聯(lián)系同一管制區(qū)的不同扇區(qū)

當(dāng)在同一個(gè)管制區(qū)內(nèi)分為多個(gè)扇區(qū)時(shí)，管制員會(huì)發(fā)出“聯(lián)系XX xxx.xx”，這時(shí)雖然是要求換頻聯(lián)系下一個(gè)管制單位，但是呼叫還應(yīng)保持原來(lái)的呼號(hào)，如：北京2扇向5扇區(qū)移交，那么當(dāng)頻率換到133.2后，仍需呼叫“北京（區(qū)調(diào)）”，而不是“鄭州（區(qū)調(diào)）”，更不是“前方（區(qū)調(diào)）”。

聯(lián)系下一個(gè)管制區(qū)

當(dāng)飛機(jī)飛越一個(gè)管制區(qū)到下一個(gè)管制區(qū)之前，管制員會(huì)發(fā)出“聯(lián)系XX（區(qū)調(diào)）（頻率）xxx.xx”這時(shí)向本區(qū)管制員復(fù)誦并再見后應(yīng)立刻、主動(dòng)聯(lián)系到下一個(gè)區(qū)調(diào)的管制員，并進(jìn)行位置、高度和時(shí)間位置報(bào)告（在雷達(dá)管制區(qū)域中可省略）、所開應(yīng)答機(jī)編碼。飛行了數(shù)個(gè)小時(shí)，副駕駛已經(jīng)和上海區(qū)域管制員建立了聯(lián)系，機(jī)長(zhǎng)則從無(wú)線電里收聽浦東機(jī)場(chǎng)的最新情報(bào)通播ATIS，以便得到最新的天氣和跑道情況?？团摰娘@示屏上已經(jīng)顯示了預(yù)達(dá)時(shí)間，乘務(wù)員們開始進(jìn)行著陸前的準(zhǔn)備工作。為了安全，機(jī)上的衛(wèi)生間在著陸前20分鐘起關(guān)閉使用，“系好安全帶”的信號(hào)燈伴隨著咚的一聲閃亮了。

脫離巡航高度開始下降（區(qū)調(diào)）

下降高度

當(dāng)飛機(jī)即將到達(dá)浦東機(jī)場(chǎng)一定距離時(shí)，根據(jù)區(qū)調(diào)指揮的高度將飛機(jī)下降到規(guī)定高度，為飛機(jī)的進(jìn)場(chǎng)做好準(zhǔn)備，此時(shí)機(jī)組只是復(fù)誦管制員指令，并按照指令進(jìn)行操作即可。飛機(jī)開始下降，自動(dòng)駕駛儀將油門收至慢車位，機(jī)頭下俯，如無(wú)沖突用經(jīng)濟(jì)、舒適的下降率下降?？团撛鰤合到y(tǒng)自動(dòng)調(diào)整客艙氣壓以適應(yīng)著陸機(jī)場(chǎng)氣壓。飛機(jī)沿預(yù)定航跡進(jìn)入機(jī)場(chǎng)的空中走廊，在6000米高度時(shí)通過了VMB走廊口，此時(shí)距機(jī)場(chǎng)約100公里。

聯(lián)系進(jìn)近

對(duì)不設(shè)進(jìn)近的機(jī)場(chǎng)，由區(qū)調(diào)指揮下降到進(jìn)場(chǎng)高度時(shí)移交給塔臺(tái)引導(dǎo)飛機(jī)進(jìn)場(chǎng)，并按要求根據(jù)指令使用雷達(dá)或標(biāo)準(zhǔn)進(jìn)場(chǎng)程序STAR進(jìn)場(chǎng)即可（國(guó)內(nèi)繁忙機(jī)場(chǎng)有時(shí)會(huì)臨時(shí)調(diào)配）；如果機(jī)場(chǎng)設(shè)置了進(jìn)近，當(dāng)飛機(jī)按照規(guī)定下降到進(jìn)場(chǎng)高度后，飛至機(jī)場(chǎng)走廊口或飛臨進(jìn)近管制區(qū)邊界時(shí)區(qū)調(diào)管制員會(huì)告知飛行員換頻聯(lián)系進(jìn)近，由進(jìn)近引導(dǎo)飛機(jī)進(jìn)場(chǎng)，可使用雷達(dá)管制和程序管制。

進(jìn)場(chǎng)（進(jìn)近）

起始進(jìn)近

在進(jìn)場(chǎng)階段應(yīng)該嚴(yán)格按照空管發(fā)出的指令進(jìn)行操作，并復(fù)誦管制員指令，嚴(yán)守高度、速度；如為程序管制的機(jī)場(chǎng)，進(jìn)近一般采用標(biāo)準(zhǔn)進(jìn)近方式引導(dǎo)，會(huì)告知飛行員使用哪個(gè)STAR（國(guó)內(nèi)繁忙機(jī)場(chǎng)有時(shí)會(huì)臨時(shí)調(diào)配），飛行員復(fù)誦后，自行按照機(jī)場(chǎng)的標(biāo)準(zhǔn)進(jìn)場(chǎng)圖、儀表進(jìn)近圖進(jìn)行自主領(lǐng)航，并按照?qǐng)D上標(biāo)記的報(bào)告點(diǎn)進(jìn)行信息報(bào)告。如果為雷達(dá)管制，空管一般會(huì)進(jìn)行雷達(dá)引導(dǎo)，在雷達(dá)引導(dǎo)進(jìn)入最后進(jìn)近階段或切入航向道后，自己就可以自主調(diào)速了（國(guó)內(nèi)繁忙機(jī)場(chǎng)有時(shí)會(huì)有速度限制），飛行員不必按照標(biāo)準(zhǔn)儀表進(jìn)近圖標(biāo)記的報(bào)告點(diǎn)進(jìn)行信息的報(bào)告，只需在管制員要求的報(bào)告點(diǎn)報(bào)告。在穿越過渡高度層3600米時(shí)，將高度表?yè)苷祻腝NE調(diào)到浦東機(jī)場(chǎng)的QNH [ZSSS，ZSPD起降時(shí)，900米（不含）以上統(tǒng)一使用ZSPD的QNH，900米（含）以下使用起降場(chǎng)的QNH]，機(jī)長(zhǎng)繼續(xù)操縱飛機(jī)實(shí)施進(jìn)近程序，在距離機(jī)場(chǎng)25公里時(shí)開始減速。

準(zhǔn)備降落

當(dāng)管制員在最后進(jìn)近階段對(duì)速度有限制時(shí)，應(yīng)嚴(yán)格遵照?qǐng)?zhí)行，如果遇到管制員要求保持大表速進(jìn)近時(shí)，應(yīng)該保持至少180節(jié)以上的速度飛行，直到管制員解除速度限制；當(dāng)管制員發(fā)出?把進(jìn)近速度減至最小時(shí)”，飛行員應(yīng)該調(diào)速至失速速度以上的最低安全速度飛行。減速主要通過減小油門、放襟翼、減速板等手段來(lái)實(shí)現(xiàn)的。進(jìn)入最后進(jìn)近階段或切入航向道后（HIS上的航向信號(hào)開始移動(dòng)），一般進(jìn)近開始將飛機(jī)移交給塔臺(tái)，得到進(jìn)近發(fā)出的換頻聯(lián)系塔臺(tái)的指令后，飛行員應(yīng)迅速、主動(dòng)聯(lián)系塔臺(tái)，報(bào)告自己建立航道的跑道號(hào)。

注：3個(gè)信標(biāo)臺(tái)的典型配置情況（其位置在“儀表進(jìn)近圖”上一般都有標(biāo)明）：

外指點(diǎn)標(biāo)（outer marker，縮寫OM）通過OM上空時(shí)，座艙中的OM燈亮，摩爾斯電碼聲音為“長(zhǎng)，長(zhǎng)，長(zhǎng)”。

OM通常是飛機(jī)切入電子下滑道GS的位置，通過OM上空時(shí)，座艙中的GS指針應(yīng)在中央位置。典型情況下，此時(shí)飛機(jī)高度大約為2500-4000英尺AGL，OM距離跑道入口大約7-10海里。

中指點(diǎn)標(biāo)（middle marker，縮寫MM）通過MM上空時(shí)，座艙中的MM燈亮，摩爾斯電碼聲音為“短，長(zhǎng)，短，長(zhǎng)”。MM建在離跑道入口3500英尺（1067米）處，由于GS一般都是3度的，可以計(jì)算出此時(shí)飛機(jī)與跑道接地區(qū)的相對(duì)高度差為200英尺（61米）

內(nèi)指點(diǎn)標(biāo)（inner marker，縮寫IM）通過IM上空時(shí)，座艙中的IM燈亮，摩爾斯電碼聲音為“短，短，短，短”。并不是每條跑道都建有IM的，IM離跑道入口很近，如果飛機(jī)沿正確的下滑道下降高度進(jìn)近，那么飛機(jī)應(yīng)該在到達(dá)IM上空時(shí)，所處高度位置“決斷高度”，即DA（精密進(jìn)近為“決斷高”DH），一般為200英尺，如不能目視跑道就要復(fù)飛。

機(jī)場(chǎng)降落（截獲航向道后）

降落階段

當(dāng)飛行員與塔臺(tái)管制員建立聯(lián)系后，按照管制員給出的指令要求開始進(jìn)近飛行；當(dāng)機(jī)場(chǎng)條件可以落地時(shí)，管制員會(huì)發(fā)出落地許可，其中應(yīng)包括：航班號(hào)，可以落地，地面風(fēng)，重要天氣，修正海壓，特殊情況等內(nèi)容。飛行員應(yīng)復(fù)誦：航班號(hào)，可以落地，修正海壓和特殊情況等內(nèi)容。機(jī)長(zhǎng)發(fā)出口令讓副駕駛放出襟翼，在塔臺(tái)指揮下，飛機(jī)進(jìn)近到跑道的延長(zhǎng)線外15公里，放下起落架。機(jī)載ILS接收到了下滑道GP信號(hào)（HIS上的下滑信號(hào)開始移動(dòng)），同時(shí)機(jī)組據(jù)規(guī)定減速及放匹配的襟翼度數(shù)，以確?！跋禄谩保ㄊ冀K在中間位置）。自動(dòng)剎車開關(guān)設(shè)在適當(dāng)擋位。

注：關(guān)于盲降ILS（由航向臺(tái)、下滑臺(tái)和信標(biāo)臺(tái)組成）

航向臺(tái)LLZ信號(hào)范圍左右±35°，距跑道25海里開始信號(hào)可靠

下滑臺(tái)GP 信號(hào)范圍上下±1.4°，距跑道10海里開始信號(hào)可靠（下滑角一般3°）

落地

當(dāng)跑道內(nèi)沒有活動(dòng)障礙時(shí)，如跑道上飛機(jī)脫離或航道前方?jīng)]有進(jìn)近飛機(jī)時(shí)，管制員會(huì)發(fā)出繼續(xù)進(jìn)近指令，收到此指令時(shí)，飛機(jī)應(yīng)該繼續(xù)沿航道下滑進(jìn)近，同時(shí)觀察PAPI的指示，并注意無(wú)線電高度表指示的真高/場(chǎng)壓高，直到得到降落許可；當(dāng)飛行員由于某些原因不能繼續(xù)降落要求復(fù)飛時(shí)（如飛機(jī)到達(dá)決斷高度還沒有得到降落許可時(shí)），應(yīng)該先進(jìn)行復(fù)飛操作，應(yīng)保持航向復(fù)飛，并在上升期間盡快聯(lián)系塔臺(tái)，并告知復(fù)飛原因后，要求提供引導(dǎo)。無(wú)線電高度表指示高約60英尺時(shí)斷開自動(dòng)駕駛，改為手動(dòng)操作；當(dāng)飛機(jī)下降到離地面7－8米高時(shí)，要把機(jī)頭拉起；到1米高左右把飛機(jī)拉平，以平行地面姿態(tài)下降，一般稱為平飄（以防重著陸），先是兩個(gè)主輪平衡著地，前輪仍然離地，以一定迎角滑跑一段距離以增加阻力，然后前推駕駛桿使前輪著地，飛機(jī)平穩(wěn)地降落在跑道上。

脫離跑道

飛機(jī)接地后，自動(dòng)放出減速板減速，發(fā)動(dòng)機(jī)也使用了反噴裝置，加上自動(dòng)剎車，速度很快減小到了滑行速度。原則上應(yīng)該在滑行速度低于80節(jié)以下關(guān)閉反推裝置、減速板及襟翼，在速度低于30節(jié)后關(guān)閉自動(dòng)剎車，以較高的速度從脫離跑道，之后立刻向塔臺(tái)報(bào)告“XX（塔臺(tái)），（航班號(hào)）跑道xx脫離了”。然后由塔臺(tái)移交給地面管制（如果有地面管制），由地面管制通知停機(jī)位和滑行路線，復(fù)誦后機(jī)長(zhǎng)操縱飛機(jī)按照指定路線滑行，副駕駛啟動(dòng)了輔助動(dòng)力裝置APU使飛機(jī)在發(fā)動(dòng)機(jī)熄火后仍提供足夠的電力和空調(diào)供應(yīng)。

到位停車

飛機(jī)停在指定停機(jī)位/廊橋口，再次聯(lián)系塔臺(tái)或地面告知已到位。機(jī)長(zhǎng)關(guān)閉了發(fā)動(dòng)機(jī)，示意乘務(wù)員可以安排旅客下機(jī)了。旅客離機(jī)后，地面服務(wù)人員開始登機(jī)進(jìn)行衛(wèi)生清潔、餐食補(bǔ)給； 機(jī)外，數(shù)輛特種車輛正在給飛機(jī)加油、加水、處理污物、搬運(yùn)行李貨物。而駕駛艙里，機(jī)長(zhǎng)和副駕駛一起，又開始對(duì)下一個(gè)航班進(jìn)行充分的準(zhǔn)備工作……

第二篇：中國(guó)民航飛行員體檢標(biāo)準(zhǔn)

中國(guó)民航飛行員體檢標(biāo)準(zhǔn)

(不適用于其他國(guó)家,不適用于港澳臺(tái)地區(qū))新標(biāo)準(zhǔn)對(duì)視力的要求為，任何一眼裸眼視力達(dá)到0.7或以上，雙眼遠(yuǎn)視力達(dá)到1.0或以上。如果任何一眼裸眼視力低于0.7，則必須同時(shí)滿足下列條件：裸眼遠(yuǎn)視力不低于0.3；矯正視力不低于1.0；屈光度不超過正負(fù)3.00D（球鏡當(dāng)量）。新標(biāo)準(zhǔn)還明確規(guī)定，做了角膜屈光手術(shù)的一律當(dāng)作視力不合格。

男生身高不足170厘米或超過187厘米；

體重不足50公斤；

骨與關(guān)節(jié)疾病或畸形； 明顯的“O”型或“X”型腿；

久治不愈的皮膚病，如頭癬、濕疹、牛皮癬、慢性蕁麻疹等； 6 慢性腸胃道疾??； 肝炎或肝脾腫大，HbsAg陽(yáng)性； 8 腎炎或血尿，蛋白尿； 精神病家族史，癲癇病史； 10 顏面五官明顯不對(duì)稱； 11 暈車、暈船； 12 口吃； 耳朵流過濃，聽力差，經(jīng)常耳鳴； 14 視力低于0.7（C字表）； 肺結(jié)核； 較重的砂眼或倒睫； 直系親屬（三代內(nèi)）有被關(guān)、管、殺或參加邪教組織者

中國(guó)民航飛行員身體條件(不適用于其他國(guó)家,不適用于港澳臺(tái)地區(qū))1．基本條件：

報(bào)考者身高須在165-185厘米之間；體重在50公斤以上；平靜血壓不超過18.4/11.7千帕（138/88毫米汞柱）；按空軍“C”字型視力表，申請(qǐng)者雙裸眼視力分別要在1.0以上,無(wú)色盲和色弱；身體上沒有文身和刺字。

2．凡有下列病史或體征者不宜上站報(bào)名體檢：

四肢殘缺或身體有明顯畸形；有開顱、開胸手術(shù)以及頭部外傷昏迷史者；經(jīng)常腰腿痛或一年內(nèi)有骨折史者；有慢性腸胃病或7歲后患過傳染性肝炎者；食物、藥物過敏史；嚴(yán)重偏食及豬、牛、羊肉均不吃者；患過腦膜炎、腦炎、腎炎、結(jié)核病或有哮喘及經(jīng)?？人哉?；經(jīng)常頭痛、頭昏、失眠者；家庭及本人有精神病、癲癇或本人有暈劂史者；口吃結(jié)巴者；有夢(mèng)游癥或13歲后仍有尿床現(xiàn)象者；耳聾、經(jīng)常耳鳴或耳內(nèi)流膿者；乘車船惡心、嘔吐者；牙齒脫落3個(gè)以上或明顯咬合不良者；明顯斜視者；平時(shí)戴眼鏡學(xué)習(xí)者及夜盲者。

第三篇：中國(guó)民航飛行員英語(yǔ)900句題庫(kù)

第一章

基本通話術(shù)語(yǔ)

1.Climbing at 1000 feet per minute or geater.繼續(xù)以每分鐘1000英尺或更大的上升率上升。

2.Maintaining own separation and

VMC , descending to FL80.保持好自己的間隔和目視氣象條件，下降到高度80.3.Experiencing icing conditions.Request further descent.遇到結(jié)冰條件，請(qǐng)求進(jìn)一步下降。

4.Experiencing severe turbulence.Request further descent.遇到嚴(yán)重顛簸。請(qǐng)求進(jìn)一步下降。

5.Request radar vectors for visual approach Runway.請(qǐng)求雷達(dá)引導(dǎo)，目視進(jìn)近，跑道22.6.Request Taxi

to south maintenance ramp.請(qǐng)求滑行到南邊的維護(hù)機(jī)坪。

7.Expect hold at HUR VOR for 10 minutes due traffic.由于沖突飛機(jī)，預(yù)計(jì)在HUR VOR臺(tái)等待10分鐘。

8.After passing SY VOR ,leave

the hold on heading 250,cleared for VOR approach Runway 06.過SY VOR 臺(tái)后，離開等待，航向250，可以VOR進(jìn)近，跑道06號(hào)。

9、Clearer to LHR, hold at LHR as published.Maintain 8000 feet.Expect further clearance at 18.可以飛往LHR，并按公布的航圖在LHR等待。保持高度8000英尺。預(yù)計(jì)進(jìn)一步許可保持18分鐘。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臺(tái)180度徑向線DME 15 海里處向南等待，左等待，背向時(shí)間兩分鐘。預(yù)計(jì)進(jìn)近許可時(shí)間37分。

11.Information P received ,stand 03 ,ready to copy ATC clearance.收到通播P，停機(jī)位03號(hào)，準(zhǔn)備好抄收ATC許可。

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.可以飛往目的地機(jī)場(chǎng)，按照計(jì)劃的飛行路線，巡航高度層330，離場(chǎng)跑道04號(hào)，起始高度7000英尺。HZ-01號(hào)標(biāo)準(zhǔn)儀表離場(chǎng)，應(yīng)答機(jī)2563，離場(chǎng)頻率124.35.第二章

機(jī)場(chǎng)管制通話術(shù)語(yǔ)

1、Say again all after 3000 feet.3000英尺后的內(nèi)容再說(shuō)一遍。

2、Destination Beijing, request departure

information.目的地北京，請(qǐng)求離場(chǎng)信息。

3、Start-up

approved ,altimeter setting

29.91。可以開車，高度表設(shè)定值29.91（英寸汞柱）。

4、Expect departure 49,Star-up at own discretion，QNH 1004.預(yù)計(jì)49分離港，開車時(shí)間自己掌控，修正海壓1004.5、You are unreadable.無(wú)法聽清。

6、Can you speak slower.你能說(shuō)慢點(diǎn)嗎？

7、Pushback approved , long

pushback.可以推出，多推點(diǎn)。

8、Negative.We need 10 minutes to cool the brakes.不行。我們需要10分鐘冷卻剎車。

9、Approaching holding point, request crossing Runway 24.接近等待點(diǎn)，請(qǐng)求穿越24號(hào)跑道。

10、Cross Runway 24,report runway vacated.穿越24號(hào)跑道，脫離跑道時(shí)報(bào)告。

11、Unable to vacate via A2,request full length of Runway.不能經(jīng)由滑行道A2脫離，請(qǐng)求全長(zhǎng)跑道。

12、After departure , climb straight ahead until 3000feet.起飛后，直線爬升至3000英尺。

第三章

雷達(dá)管制通話術(shù)語(yǔ)

1、Maintain Mach decimal 82,transitiom speed 310knots.保持馬赫數(shù)點(diǎn)82，轉(zhuǎn)換速度310節(jié)。

2、Traffic indication at our 1 o’clock, 4miles,same altitude ,converging.活動(dòng)飛機(jī)顯示在1點(diǎn)鐘方位，4海里，同高度，正在匯聚。

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

4、NOTAM says glide slope for Runway 15 is Unserviceable, confirm.飛行員通告表明15號(hào)跑道下滑故障，證實(shí)。

5、In case of going around ,turn left heading 210.如復(fù)飛，左轉(zhuǎn)航向210.6、Transponder unserviceable.應(yīng)答機(jī)故障。

第四章

進(jìn)近管制通話術(shù)語(yǔ)

1、Right heading 040 until passing FL70 then track direct to BK.右轉(zhuǎn)航向040，直到通過高度層70，然后直飛BK.2、Request straight-in L=ILS approach Runway

24.請(qǐng)求直接盲降進(jìn)近，跑道24號(hào)。

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

4、Runway in sight.看見跑道了。

5、Passing outer marker.過外指點(diǎn)標(biāo)了。

6、Report MQR outbound.MOR 背臺(tái)報(bào)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 臺(tái)265度徑向線，DME距離25至30海里之間等待，高層100，向臺(tái)軌跡085，右等待，預(yù)計(jì)進(jìn)近時(shí)間1022.8、Hold at 20 DME of ST VOR ,FL100,inbound track 260 degrees, left turns, limiting outbound distance 24 DME.在ST VOR臺(tái)DME20海里等待，高度層100，向臺(tái)航跡260度，左轉(zhuǎn)，限制背臺(tái)距離DME24海里。

9、Overhead YV , maintaining 3000feet,entering hold.飛越Y(jié)V，保持3000英尺，進(jìn)入等待。

10、Leaving FL60 ,descending to 2500 feet ,QNH 1008.離開高度層60，下降到2500英尺，修正海壓1008.11、Position 10miles northeast of LN.位置在LN東北方向，10海里。

12、No ATC speed restrictions。Contact Tower 118.9.ATC沒有速度限制。聯(lián)系塔臺(tái)118.9。

13、Surveillance radar approach Runway 27 ,maintaining 2200 feet.監(jiān)視雷達(dá)進(jìn)近，跑道27號(hào)，保持2200英尺。

14、Precision radar approach Runway 27 heading 260,descending to 25000 feet ,QNH 1014.精密雷達(dá)進(jìn)近，跑道27號(hào)，航向260，下降到2500英尺，修正海壓1014

15、Maintain own separation and VMC ,descend to FL50.保持好自己的間隔和目視氣象條件，下降到高度層50。

16、Climb to FL210,level restrictions of KODAP-01 Departure canceled.上升到高度210，取消KODAP-01號(hào)標(biāo)準(zhǔn)儀表離場(chǎng)的高度限制。

17、Climb to FL210,cross AU at FL 100 or below.上升到高度210，飛越AU時(shí)不高于高度層100.18、Descend to FL100,cross YU FL150 or

above.下降到高度層100，飛越Y(jié)U時(shí)不低于高度層150。

19、Continue approach Runway 36R ,maintain visual separation with preceding traffic.繼續(xù)進(jìn)近，跑道36右，與前機(jī)保持目視間隔。

20、Unable circling approach due company policy.Request diversion.由于公司政策，不能盤旋進(jìn)近。請(qǐng)求改航。

21、RNAV approach not available due FMS database.Request VOR approach.由于FMS數(shù)據(jù)庫(kù)原因，RNAV不可用。請(qǐng)求VOR進(jìn)近。

22、Cleared for LDA approach Runway 24.可以航向道偏離進(jìn)近，跑道24號(hào)。

23、Unable RNAV

due equipment, request conventional arrival.由于設(shè)備，不能RNAV進(jìn)近，請(qǐng)求常規(guī)進(jìn)場(chǎng)。

24、Unable RNAV，loss of RAIM，request NDB approach.由于RAIM丟失，不能RNAV進(jìn)近，請(qǐng)求NDB進(jìn)近。

25、RAIM alert，going around.RAIM 警告，復(fù)飛了。

26、Proceed to AK ,hold as published ,expect approach clearance at 30.直飛AK，按航圖等待，預(yù)計(jì)進(jìn)近許可30分。

27、Holding northwest of VYK VOR FL120,what is the delay for approach? VYK VOR 臺(tái)西北等待，高度120，請(qǐng)問進(jìn)近的延誤情況。

28、Request to extend the holding pattern for accomplishing the checklist.請(qǐng)求延長(zhǎng)等待以完成檢查單。

29、Request extended holding to burn fuel to reduce

the weight.請(qǐng)求延長(zhǎng)等待以便消耗油減少重量。

30、Join right hand downwind, visual approach Runway 24.加入右三邊，目視進(jìn)近，跑道24號(hào)。

31、Stand by.We are carrying out procedures.稍等，我們正在執(zhí)行程序。

第五章

緊急情況通話術(shù)語(yǔ)

1.Our FMS has malfunctioned.Request radar vectors.我們的飛行管理計(jì)算機(jī)故障了，請(qǐng)求雷達(dá)引導(dǎo)。2.Unable to maintain altitude, request leaving RVSM airspace.不能保持高度，申請(qǐng)離開RVSM空域

3.We have smoke coming from our avionics bay.We are evacuating.Request fire trucks.我們有煙霧來(lái)中我們的電子設(shè)備艙。我們正在緊急撤離。申請(qǐng)消防車。

4.We are having flight control problems.我們有飛行操縱問題。

5.Our flight control computers are not functioning well.We are having difficulty maintaining level flight, unable RVSM.我們飛行操作計(jì)算機(jī)工作不太理想，我們保持平飛有些困難，不能再RVSM空域飛行。

6.The aircraft has a tendency to roll to the right.I need additional airspace to maneuver.飛機(jī)有向右橫滾的趨勢(shì)，我需要更多的空域來(lái)機(jī)動(dòng)

7.We have finished the checklist but still cannot retract some of the speed brakes.Request the longest runway for landing.我們完成了檢查單但還是不能收回一部分減速板。申請(qǐng)最長(zhǎng)的跑道落地。

8.We cannot fully extend the flaps.Request the longest runway for landing.我們不能完全放出襟翼。申請(qǐng)最長(zhǎng)的跑道落地。

9.We have asymmetric flaps.Airplane is rolling to the left.Request holding to solve the problem 我們的襟翼位置不一致，飛機(jī)正向左橫滾。申請(qǐng)等待解決故障 10.Request vectors for long final.We are controlling the airplane with mechanical backup.請(qǐng)求雷達(dá)引導(dǎo)到長(zhǎng)五邊。我們正在用機(jī)械備用設(shè)備操作飛機(jī)。11.We have a problem with fuel temperature.Request holding position on the taxiway.我們的燃油溫度有問題。請(qǐng)求滑行道上原地等待。12.We are leaking fuel slowly.Request diversion.我們有慢速漏油。申請(qǐng)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 passengers.我們已經(jīng)有大量燃油漏到機(jī)坪。申請(qǐng)消防車待命和客梯車讓旅客離機(jī)。

14.Our hydraulic systems have a malfunction.Request descent to lower levels to extend flaps in advance.我們的液壓系統(tǒng)有個(gè)故障。請(qǐng)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.由于液壓失效，申請(qǐng)最長(zhǎng)的跑道和雷達(dá)引導(dǎo)到寬的三邊。16.We still have only one hydraulic system.Request the longest runway for landing.我們?nèi)匀挥幸惶滓簤合到y(tǒng)。申請(qǐng)最長(zhǎng)的跑道著陸。

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

我們?nèi)稳挥幸惶滓簤合到y(tǒng)。申請(qǐng)最長(zhǎng)的跑道著陸

第六章

其他情況通訊術(shù)語(yǔ)

1.One passenger is having difficulty breathing.Request descent to a lower level to reduce cabin altitude.我們的左發(fā)防冰系統(tǒng)故障，申請(qǐng)立即上升來(lái)脫離結(jié)冰區(qū)域。2.A stressed passenger attempted to open an emergency exit.Request airport security on arrival.一名鬧情緒的旅客試圖打開應(yīng)急出口。申請(qǐng)機(jī)場(chǎng)保安到場(chǎng)。3.A pregnant passenger is in servere pain.Request priority landing and ambulance to arrival.一名孕婦承受劇痛。申請(qǐng)優(yōu)先著陸和救護(hù)車到場(chǎng)。

4.There was a fight onboard among a few passengers.One of them is now bleeding seriously.Request police and ambulances on arrival.幾名旅客在機(jī)上打斗。其中一人現(xiàn)在流血嚴(yán)重。請(qǐng)求警察和救護(hù)車到場(chǎng)。

5.Many passengers and crew were injured due severe turbulence.We will advise the number and severity of injuries when able.由于嚴(yán)重顛簸，多名旅客和機(jī)組都受傷了。如能夠，我們將告知受傷人數(shù)和嚴(yán)重性。

6.We found a passenger unconscious from a drug overdose in the lavatory.Request police and ambulance on arrival.我們發(fā)現(xiàn)一名旅客在洗手間服藥（或毒品）過量失去意識(shí)了。請(qǐng)求警察和救護(hù)車到場(chǎng)。

7.We can see two masked men with sharp weapons on our cockpit door surveillance camera.They are kicking the cockpit door.我們通過駕駛艙監(jiān)控?cái)z像機(jī)看見兩個(gè)頭戴面具手拿利器的人。他們正在踢駕駛艙門。

8.One of the terrorists is about forty years old.He is about 180cm tail, wearing a brown shirt and dark pants.一名恐怖分子大約40歲。他有180厘米高，穿著棕色襯衫和深色褲子。

9.A terrorist is trying to access the cockpit.He is about 30years old.He is wearing a hat and backpack.一名恐怖分子正試圖接近駕駛艙。他約30歲。戴一頂帽子并雙肩背包。

10.The purser reports there are over ten hijackers onboard.They are threatening to kill passengers if we don’t fly to another destination.乘務(wù)長(zhǎng)報(bào)告機(jī)上有超過10名搶劫犯。正威脅我們?nèi)绻伙w往另一個(gè)目的地，他們要?dú)⑺缆每汀?/p>

11.Some explosives were discovered behind a panel near the back of the cabin 客艙后部的一個(gè)面板后面發(fā)現(xiàn)一些爆炸物。12.What do the bomb-disposal experts suggest we do? 拆彈專家們建議我們做什么？

13.We are unsure of our position due to navigationg failure.If any stationg can hear me ,please respond.由于導(dǎo)航失效，我們不確認(rèn)位置。如有任何電臺(tái)能聽見我們，請(qǐng)回話。

14.We only have standby magnetic compass due instrument failure.Now heading 245.Request navigationg assistance.我們因儀表失效只有備用磁羅盤?，F(xiàn)在航向245.請(qǐng)求導(dǎo)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.我們由于飛行管理計(jì)算機(jī)失效不能確定位置。最后已知位置FUPAD以北5海里，現(xiàn)在航向165以避開天氣。

16.We have injuries resulting from our TCAS maneuver.Request ambulance on arrival.TCAS機(jī)動(dòng)導(dǎo)致部分旅客受傷。請(qǐng)求救護(hù)車到場(chǎng)。

17.Some of the cabin crew are injured.They were serving meals during the TCAS maneuver.部分客艙機(jī)組受傷了。TCAS機(jī)動(dòng)時(shí)他們正在供餐。18.Some passengers have been scalded by hot drinks.一些旅客被熱飲料燙傷了。

19.We will reach our minimum fuel if we are delayed any further.如果我們進(jìn)一步延誤，我們將達(dá)到最低燃油量。

20.We are declaring minimum fuel.We will have less than 30minutes endurance by the time we ger to our destination.我們宣布最低燃油量。我們到達(dá)目的地之后會(huì)有少于30分鐘續(xù)航時(shí)間。

21.Request runway change for departure due high crosswind.由于較大側(cè)風(fēng)，請(qǐng)求換起飛跑道。

22.Request to delay the approach due tail wind beyond limits 由于順風(fēng)超限，請(qǐng)求延遲進(jìn)近。

23.Request holding instructions due weather near the runway threshold.由于跑道入口處附近的天氣，請(qǐng)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，立即右轉(zhuǎn)的話我們?cè)竭^地形的裕度可能不夠。當(dāng)前速度的轉(zhuǎn)彎半徑為4海里

25.We had to overshoot because of wake turbulence.我們不得不復(fù)飛的原因是尾流。

26.Not ready for immediate takeoff due possible wake turbulence from departing heavy aircraft.沒有準(zhǔn)備好立即起飛，剛起飛的重型機(jī)可能有尾流。27.Unable CAT II approach due crew qualification.不能II類進(jìn)近的原因是機(jī)組資質(zhì)。28.Transmission blocked ,say again.被干擾了，再說(shuō)一遍。29.Standby, high pilot workload.稍等，飛行員工作負(fù)荷較大。

第四篇：中國(guó)民航飛行員英語(yǔ)PEPEC900句

第一章 基本通話術(shù)語(yǔ)

1.Maintaining FL310.2.Descending to FL290.3.Reaching FL190.4.Maintaining FL90 over WXJ.5.Continue descent to 3000 feet，QNH 1012.6.Passing 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 passing 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.20.Expedite descent to FL180.21.Expedite climb to FL190.22.Climb to FL280 expedite until passing 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 less.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.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, passing 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 56.62.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 passing 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 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.第二章 機(jī)場(chǎng)通話術(shù)語(yǔ)

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 cross 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? 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 crossing Runway 24.123.Hold short of Runway 24.124.Holding, traffic in sight.125.Cross Runway 24, report runway vacated.126.Unable to vacate via A2, request full length of runway.127.Crossing Runway 24, wilco.128.Runway vacated.129.Giving way to B747 passing from left to right.130.Follow the greens to holding point Runway 05R.131.Cross red stop-bar at A1, we understand stop-bar unserviceable.132.After landing Airbus320, cross Runway 24, report vacated.133.Taxi to holding point C3, Runway 36.134.Behind Boeing747 passing 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, passing 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, possible evacuation on runway.155.Negative intersection departure due performance.156.Affirm.We can accept intersection departure from C2.157.Request intersection departure from C2.158.Request Takeoff Runway Available(TORA)from intersection C2.159.Request Accelerate-Stop Distance Available(ASDA)from intersection D1.160.Request Takeoff Distance Available(TODA)from intersection E3.161.Line up and wait.Understand one aircraft to depart from A2.162.Taxi via A2, backtrack and line-up 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.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 pass due unsafe landing gear indication.177.Low pass 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 missed approach procedure, climbing to 3000 feet.186.Take first right.When vacated, contact Ground 118.35.187.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 less 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.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.第三章 雷達(dá)通話術(shù)語(yǔ)

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 passed 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.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 less.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.Cross CK at 35 or later.259.Cross 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.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 transmission 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.286.Re-enter ADS-B aircraft identification.287.Stop ADS-B transmission.288.Stop squawk transmit ADS-B only.289.Fly no further west of your current position.290.Unable identify the waypoint, request radar vectors.291.Right 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.第四章 進(jìn)近通話術(shù)語(yǔ)

295.Right heading 040 until passing FL70 then direct to BK.296.Direct to JO, descend to FL50.297.Passing 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.Passing 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.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.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.Passing altitude 2300 feet, climbing to FL80.342.Climb to FL210, level restrictions of KODAP 01 Departure canceled.343.Climb to FL 210, cross AU at FL100 or below.344.Climb to FL290, level at time 55.345.Unable FL390 by boundary, request FL330.346.Descend to FL100, cross YU FL150 or above.347.After passing North Cross, descend to FL150.348.We are far above profile.Request holding.349.Stop descent at 5000 feet.350.Expedite descent until passing FL80.351.Expect descent after AK.352.Continue approach Runway 36R, maintain visual separation with 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, loss 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.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 possible go around.378.Disregard.We made the wrong transmission.379.Roger, request continue approach.380.Stand by.We are carrying out procedures.381.Wilco, words twice.第五章 區(qū)域通話術(shù)語(yǔ)

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, cross BKM VOR not above FL 230.386.Negative, unable cross BKM VOR at or above FL230 due performance.387.Maintaining FL310 until advised.388.Descend to FL170, cross BKM VOR at or above FL210.389.Affirm, cross BKM VOR at or above FL190 390.Negative, unable to cross BKM VOR below FL170.391.Affirm, cross BKM VOR at or before 55 392.Negative, unable to cross 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.401.Climb to and maintain FL290, re-cleared to track direct to BKM VOR, the rest unchanged.402.Estimating crossing LV NDB 1123.403.Passing 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 crossing 270 radial BKM VOR.408.Report 28 miles DME 210 radial BKM VOR.409.Climb to FL220, report passing 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 passing 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.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 less for separation.427.Confirm radar control is resumed.428.Radar control is resumed, track direct to BKM VOR and increase speed to Mach number 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.438.Continue CPDLC make position report via CPDLC.439.SELCAL CODE EFFG, request SELCAL check.440.CPDLC unserviceable, request to revert to voice communication.第六章 緊急通話情況

441.The air conditioning system has malfunctioned.442.We have only one air conditioning pack operational.Request a new cruising level below FL300.443.All our air conditioning packs have malfunctioned.Request rapid descent to MEA.444.We had a malfunction of one air conditioning pack.Request descent to a lower level.445.We have lost electrical power to the cabin air compressor.Request immediate descent to 10,000 feet.446.We just had a smoke emergency.We need to depressurize 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 passengers are suffering from smoke inhalation.Request medical assistance on arrival.449.Our pressurization system has malfunctioned.450.We have difficulty in controlling the cabin pressure.451.We have a cabin altitude problem.452.Our cabin rate of climb has red-lined.Request immediate descent.453.We have a slow cabin decompression.Request immediate descent.454.Our cabin altitude at one time had reached 16000 feet.Some passengers have symptoms of hypoxia.455.We are now depressurized and will fly a more shallow descent profile.456.Request descent rate less than 500 feet per minute due to unpressurized 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? 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 missed approach due to unstable ILS signals.475.The ILS signal was unstable.Request approach to another runway or request another type of approach.476.The DME indication is not correct.Confirm the DME is still in service.477.We have lost our flight plan after a flight management computer reset.478.We need a few minutes to reprogram the flight management computers.Request radar vectors.479.We need to reconfigure the flight management computers for approach.Request holding instructions.480.We are now flying with basic navigation due to systems failure.Request radar vectors.481.We have multiple failures on the inertial reference system.We are no longer able to fly oceanic route.Request return for landing.482.We do not meet GPS approach requirement due to flight crew qualifications.483.Our Airline policy does not allow us to perform CAT IIIC approach.484.Our operations manual forbids this procedure.485.Our Aviation Authority does not permit this procedure.486.We are unable to conform to the noise abatement procedure due performance.487.We are not qualified for CAT IIIB approach and auto-land.Request diversion.488.Our VHF number One receiver has failed.We are no longer 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.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 less 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? 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 passengers.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 passengers have all disembarked.524.A passenger 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 passengers.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 pressure.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 passengers.554.We might have a fuel leak near the wing root.Request fire trucks on arrival.555.We have fumes in the cabin, possibly 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, possibly 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 pressure.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 missed 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 cross altitudes? 602.Unable, TCAS RA.603.We are clear of conflict.Request further instructions.604.About twenty passengers and crew members were injured during the TCAS maneuver.Request diversion and medical assistance 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 pressure 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 excessive high cabin altitude.613.Our instrument indicates abnormal cabin pressure differential.614.Our fuel endurance is 48 minutes.We must leave the hold otherwise we will be at minimum fuel.615.Cockpit oxygen cylinder pressure 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 pass 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 transmissions.634.ADS-B equipment degradation, will advise when able to resume operations.635.GPS unreliable, terminating ADS-B transmissions.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 possible 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 less complex terrain.648.Our oxygen pressure 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 passengers as we are not sure where the smoke is coming from.652.Many passengers have suffered from smoke inhalation.Request medical services.39 653.There was heavy smoke in the cabin before we ventilated the aircraft.Request medical assistance for passengers after landing.654.The aircraft is depressurized.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 passenger has opened an over-wing emergency exit.The slide has deployed.Request to cancel our slot time.670.A passenger 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 passengers.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 loss of engine oil pressure.684.We have an engine oil leak.Request diversion.685.We have a low oil pressure 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 passengers.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 possible.700.Some passengers have cuts and burn wounds due onboard explosion.Request diversion and medical services upon arrival.43

第七章 氣象及其他現(xiàn)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 message.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 loss 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 missed 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 dissipating 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 passengers.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 passengers 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 passengers are evacuating.The bomb is still on board.776.A passenger has assembled 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 assistance.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 passengers 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 crossing 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 distress but no one’s responding.I can help relay his message.795.Message relay: The aircraft in distress 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 distress 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 possible hail ahead.50

第五篇：2010年中國(guó)民航飛行員發(fā)展現(xiàn)狀調(diào)查報(bào)告

2010年中國(guó)民航飛行員發(fā)展現(xiàn)狀調(diào)查報(bào)告

作者：caac 資訊編制：中國(guó)民用航空局

更新時(shí)間：2011-1-6 18:02:18

一、規(guī)章政策更傾向通航發(fā)展

2010年對(duì)于通用航空是非常具有歷史意義的，在5月初，民航局結(jié)合從2009年年底開始的在上海、廣州、沈陽(yáng)等地的實(shí)地調(diào)研情況，召開了全國(guó)通航飛行運(yùn)行研討會(huì)，向全國(guó)通航企業(yè)介紹了新頒布和修訂的有利于通航發(fā)展的規(guī)章政策，并了解了通航企業(yè)在發(fā)展中面臨的問題，為進(jìn)一步加速發(fā)展通航打下了基礎(chǔ)。

8月19日，民航業(yè)呼吁已久的低空開放終于破冰，在長(zhǎng)春、廣州等地區(qū)逐漸啟動(dòng)低空空域管理改革，并計(jì)劃從2011年至2015年，全國(guó)推廣改革試點(diǎn)，在北京、蘭州、濟(jì)南、南京、成都飛行管制區(qū)分類劃設(shè)低空空域，進(jìn)一步建立健全法規(guī)標(biāo)準(zhǔn)，優(yōu)化運(yùn)行管理模式，合理布局和建設(shè)服務(wù)保障網(wǎng)點(diǎn)，基本形成政府監(jiān)管、行業(yè)指導(dǎo)、市場(chǎng)化運(yùn)作、全國(guó)一體的低空空域運(yùn)行管理和服務(wù)保障體系。

低空開放將進(jìn)一步加速通航的發(fā)展，為通航企業(yè)開辟更為寬廣的飛行區(qū)域，擴(kuò)寬通航經(jīng)營(yíng)范圍，逐漸走出目前通航發(fā)展面臨的困境。

在各方的不懈努力下，截止到2010年10月31日，持有中國(guó)民航局頒發(fā)的各類飛行員執(zhí)照24277人（比去年同期增加5209人），其中私用飛行員執(zhí)照2602人（比去年同期增加1316人）、商用飛行員執(zhí)照11187人（比去年同期增加2778人）、航線運(yùn)輸飛行員執(zhí)照10482人（比去年同期增加1115人），多人制機(jī)組執(zhí)照6人。其中，非中國(guó)籍飛行員私照412人，商照161人，航線照1052人。

二、飛行員隊(duì)伍結(jié)構(gòu)分析

在航空公司的運(yùn)行中，飛行員具有非常重要的作用，航空公司飛行員隊(duì)伍的建設(shè)也是一項(xiàng)長(zhǎng)期而復(fù)雜的工作，技術(shù)能力結(jié)構(gòu)、年齡結(jié)構(gòu)、文化建設(shè)等，都關(guān)乎飛行員的正常飛行。

1．飛行員結(jié)構(gòu)趨于合理

在中國(guó)運(yùn)輸航空公司的飛行員應(yīng)至少持有商用飛行員執(zhí)照，在進(jìn)行機(jī)型改裝并積累足夠航空經(jīng)歷后，可申請(qǐng)航線運(yùn)輸飛行員執(zhí)照，通常的航線飛行機(jī)組由持有航線運(yùn)輸飛行員執(zhí)照的機(jī)長(zhǎng)與持有航線飛行員執(zhí)照或商用飛行員執(zhí)照的副駕駛組成，復(fù)雜、遠(yuǎn)程航線則增加航線運(yùn)輸飛行員執(zhí)照飛行員配合飛行。經(jīng)過民航局和各航空公司多年的努力，目前中國(guó)民營(yíng)航空運(yùn)輸飛行員的結(jié)構(gòu)逐漸趨于合理，航線運(yùn)輸飛行員執(zhí)照數(shù)量略多于商用飛行員執(zhí)照，航空公司副駕駛數(shù)量略多于機(jī)長(zhǎng)數(shù)量，這一比例也比較符合我國(guó)航空公司現(xiàn)有運(yùn)行模式，機(jī)組搭配更趨于科學(xué)合理。盡管如此，從航空公司長(zhǎng)遠(yuǎn)的發(fā)展來(lái)看，機(jī)長(zhǎng)數(shù)量對(duì)公司實(shí)力的影響是非常大的，目前我國(guó)航空公司對(duì)機(jī)長(zhǎng)的需求還是非常旺盛，培養(yǎng)更多的機(jī)長(zhǎng)將是航空公司一項(xiàng)重要的工作。

航線運(yùn)輸飛行員執(zhí)照和商用飛行員的比例相比，商用飛行員比例比去年略有上升，航線運(yùn)輸飛行員比例略有下降。

航線運(yùn)輸駕駛員執(zhí)照和商用駕駛員執(zhí)照的比例

2010年機(jī)長(zhǎng)和副駕駛的比例，與2009年基本持平。

機(jī)長(zhǎng)和副駕駛的比例

2．年齡結(jié)構(gòu)

飛行員這一行業(yè)對(duì)于飛行員的身體素質(zhì)和健康狀況具有相當(dāng)高的要求，尤其是在國(guó)際遠(yuǎn)程航線運(yùn)行方面，年輕飛行員在精力和體力方面都具有一定的優(yōu)勢(shì)。根據(jù)民航局有關(guān)飛行員數(shù)據(jù)統(tǒng)計(jì)分析，年齡在30歲以下的飛行員占到近30%，40—50歲具有相當(dāng)飛行經(jīng)驗(yàn)的成熟飛行員的比例也近15%。從下面的各年齡商照和航線執(zhí)照飛行統(tǒng)計(jì)表可以看出，我國(guó)飛行員的年齡更趨于年輕化，大量年輕飛行員作為新鮮血液補(bǔ)充到飛行員隊(duì)伍中，對(duì)于整個(gè)飛行員隊(duì)伍的穩(wěn)定和持續(xù)健康發(fā)展是非常有益的。從各年齡機(jī)長(zhǎng)數(shù)量統(tǒng)計(jì)表來(lái)看，在未來(lái)10年內(nèi)，即將退休的機(jī)長(zhǎng)恰好處于分布低谷區(qū)，對(duì)于各運(yùn)輸航空公司的運(yùn)行應(yīng)該不會(huì)產(chǎn)生大的影響，而1975年后年齡段的機(jī)長(zhǎng)數(shù)量則較為充足，這也是近年來(lái)各航空公司對(duì)于機(jī)長(zhǎng)的培養(yǎng)格外重視的結(jié)果。

各年齡商照和航線執(zhí)照飛行統(tǒng)計(jì)表

3.女性飛行員篤待發(fā)展

長(zhǎng)期以來(lái)，人們往往認(rèn)為飛行員這一被譽(yù)為“天之驕子”的特殊行業(yè)一定是男人的天下，但隨著現(xiàn)代先進(jìn)飛機(jī)自動(dòng)化程度的不斷提升，當(dāng)代飛機(jī)的飛行操作和管理理念更多需要的是操作指令的人工輸入和計(jì)算機(jī)完成的智能操縱，飛行員更多充當(dāng)?shù)氖秋w機(jī)的監(jiān)控者和管理者。飛行員這一職業(yè)，正吸引著越來(lái)越多的女性加入進(jìn)來(lái)。事實(shí)上，女飛行員在歐美等民航發(fā)達(dá)國(guó)家均較為普遍，以美國(guó)為例，截至2009年年底，美國(guó)共有女飛行員36808人，其中私照14322人，商照8289人，航線照5636人，還有持有其他執(zhí)照的女性飛行員。但從以下的統(tǒng)計(jì)表格中不難看出，中國(guó)女飛行員的數(shù)量還相對(duì)較低，而且其中包括外籍33人，中國(guó)香港3人，中國(guó)臺(tái)灣1人，內(nèi)地女飛行員僅142人，遠(yuǎn)遠(yuǎn)低于美國(guó)的數(shù)據(jù)。

4．飛行員英語(yǔ)能力現(xiàn)狀

距ICAO要求的所有國(guó)際地區(qū)航線必須配備4級(jí)以上英語(yǔ)通信能力飛行員的最后期限已經(jīng)不足半年了，中國(guó)民航飛行員的英語(yǔ)培訓(xùn)考試也正在緊鑼密鼓地進(jìn)行，各大航空公司紛紛抓緊最后這幾個(gè)月，強(qiáng)化各自飛行員的英語(yǔ)培訓(xùn)工作，民航局也在組織考試員和評(píng)分員加快對(duì)英語(yǔ)考試的評(píng)分和閱卷工作。

下圖為從2008年4月至2010年10月，運(yùn)輸航空公司參加中國(guó)民航英語(yǔ)等級(jí)考試情況統(tǒng)計(jì)，可以看出2010年更多的飛行員參加了英語(yǔ)等級(jí)考試，且通過人數(shù)及通過率明顯高于前兩年，證明更多的運(yùn)輸航空公司和飛行員已經(jīng)認(rèn)識(shí)到英語(yǔ)通信的重要性。

運(yùn)輸航空公司參加中國(guó)民航英語(yǔ)等級(jí)考試情況統(tǒng)計(jì)

5．近年發(fā)展趨勢(shì) 由于航空公司不斷發(fā)展，對(duì)飛行員的需求也是呈持續(xù)增長(zhǎng)的態(tài)勢(shì)，下圖是2008年到2010年10月，中國(guó)民航運(yùn)輸航空公司執(zhí)照數(shù)據(jù)的統(tǒng)計(jì)，從中可以看出總的飛行員數(shù)量一直是呈平穩(wěn)增長(zhǎng)的趨勢(shì)，航線執(zhí)照的數(shù)量增長(zhǎng)較緩，而商用執(zhí)照的增長(zhǎng)率明顯高于航線執(zhí)照。由此可以看出，各運(yùn)輸航空公司的副駕駛數(shù)量增長(zhǎng)較快，從統(tǒng)計(jì)數(shù)字表面看，副駕駛儲(chǔ)備將高于航空公司的運(yùn)行需要，副駕駛也將呈逐漸飽和的趨勢(shì)，但從實(shí)際了解，各大航空公司仍有2000多名剛進(jìn)入公司的商用執(zhí)照持有人尚未進(jìn)行改裝，因此對(duì)副駕駛的需求在一段時(shí)間內(nèi)仍然比較迫切。

三、航空公司飛行員實(shí)力分析 1．大型航空公司實(shí)力強(qiáng)勁

國(guó)航、東航、南航等大型航空公司，具有豐富的運(yùn)行經(jīng)驗(yàn)以及先進(jìn)的管理模式和飛行員培養(yǎng)機(jī)制，一直是我國(guó)運(yùn)輸航空的中堅(jiān)力量。

大型航空公司飛行員配備

從以上圖表可以看出，國(guó)航、東航和南航作為三大支柱航空公司，仍然在人員配備上具有絕對(duì)優(yōu)勢(shì)，三大公司的飛行員總數(shù)接近我國(guó)飛行員總數(shù)的一半，另外幾家較大航空公司雖然從人數(shù)上與三大公司尚無(wú)法競(jìng)爭(zhēng)，但是彼此大致相當(dāng)，也具有與同其他公司進(jìn)行競(jìng)爭(zhēng)的能力，而良性的競(jìng)爭(zhēng)模式也有利于航空公司的健康發(fā)展。

2．小型民營(yíng)航空充滿競(jìng)爭(zhēng)力

一個(gè)國(guó)家民航業(yè)的強(qiáng)大與否，與航空公司之間的良性競(jìng)爭(zhēng)關(guān)系非常密切，不僅需要實(shí)力強(qiáng)大的航空公司，也需要眾多具有良好發(fā)展前景的小型航空公司參與競(jìng)爭(zhēng)和運(yùn)行，小型航空公司的加入，不僅會(huì)促使大型航空公司改善服務(wù)質(zhì)量，保證航班正常率，而且也為旅客提供了更多的選擇，在一些支線或短航線的運(yùn)行上，小型航空公司更具有特殊的競(jìng)爭(zhēng)能力。這些小型航空公司為了保證競(jìng)爭(zhēng)力，也會(huì)采取更多的鼓勵(lì)措施，吸引飛行員加盟，充實(shí)自己的飛行實(shí)力，為今后的發(fā)展儲(chǔ)備人才。

小型民營(yíng)航空公司飛行員配備

四、運(yùn)輸公司機(jī)型分析

在中國(guó)民航運(yùn)行的飛機(jī)主要是空客系列和波音系列，這兩大系列的飛機(jī)占據(jù)了大多數(shù)飛機(jī)市場(chǎng)，由于航線、運(yùn)行要求以及市場(chǎng)需求的不同，對(duì)于飛機(jī)機(jī)型也有各種不同的要求，還有其他許多機(jī)型在中國(guó)運(yùn)行。這些機(jī)型的機(jī)長(zhǎng)數(shù)量是保證該機(jī)型正常運(yùn)行的重要參數(shù)，下圖為在我國(guó)各主要機(jī)型的機(jī)長(zhǎng)占航線飛行員執(zhí)照的比例。

五、飛行員培養(yǎng)任重道遠(yuǎn)

中國(guó)民航的發(fā)展離不開飛行員的培養(yǎng)，大量飛機(jī)的引進(jìn)、更多航線的開辟，都需要更多的飛行員參與運(yùn)行，各航空公司也非常重視對(duì)后備力量的培養(yǎng)。中國(guó)民航局在2004年頒布了CCAR-141部，即《民用航空器飛行員學(xué)校合格審定規(guī)則》，對(duì)從事民航飛行員培訓(xùn)機(jī)構(gòu)的資格要求作出了詳細(xì)的規(guī)定。

國(guó)內(nèi)已有7所飛行員學(xué)校通過審定并正常運(yùn)行，分別是民航飛行學(xué)院、青島九天飛行學(xué)院、深圳鯤鵬國(guó)際飛行學(xué)校、湖北蔚藍(lán)、天津杰普遜飛行學(xué)院、海南航空學(xué)校和中國(guó)飛龍通用航空公司，另外還有天翔等航校正在籌備成立141部飛行員學(xué)校。

國(guó)外許多培訓(xùn)機(jī)構(gòu)也認(rèn)識(shí)到了中國(guó)民航運(yùn)輸飛行員培訓(xùn)市場(chǎng)的廣闊，從2005年開始，美國(guó)、加拿大、澳大利亞及歐洲一些國(guó)家和地區(qū)的許多航空學(xué)校申請(qǐng)并通過了民航局的審定，目前國(guó)外有30家學(xué)校進(jìn)行飛行員培訓(xùn)，美國(guó)16家，加拿大4家，澳大利亞6家，西班牙1家，法國(guó)3家。

國(guó)內(nèi)外飛行員訓(xùn)練人數(shù)比例

2010在國(guó)內(nèi)外進(jìn)行飛行員訓(xùn)練的學(xué)生共計(jì)3182人，其中國(guó)內(nèi)1533人、國(guó)外1649人。每年在國(guó)外參加培訓(xùn)的中國(guó)學(xué)生約1700人，多數(shù)能夠順利畢業(yè)。在國(guó)外航校訓(xùn)練的中國(guó)學(xué)生由于語(yǔ)言環(huán)境的影響，能夠較快適應(yīng)航線英語(yǔ)通信的要求，許多學(xué)生在國(guó)外就可以取得國(guó)際民航組織認(rèn)可的英語(yǔ)等級(jí)，回到中國(guó)航空公司后就能夠很快參加到國(guó)際航班的運(yùn)行，這對(duì)國(guó)內(nèi)航空公司而言，可以縮短英語(yǔ)培訓(xùn)的時(shí)間，境外訓(xùn)練已經(jīng)是我國(guó)民航快速發(fā)展所不可或缺的培訓(xùn)力量。下表為當(dāng)前各境外學(xué)校的培訓(xùn)規(guī)模，部分學(xué)校通過審定后尚未接收中國(guó)學(xué)生，未列在表中。

各境外學(xué)校培訓(xùn)規(guī)模

六、外籍飛行員

隨著中國(guó)民航的快速發(fā)展以及中國(guó)經(jīng)濟(jì)環(huán)境的改善、生活質(zhì)量的提高，中國(guó)民航成為許多發(fā)展中國(guó)家，甚至發(fā)達(dá)國(guó)家飛行員的就業(yè)選擇。中國(guó)民航越來(lái)越具有吸引力，到中國(guó)發(fā)展飛行事業(yè)成為一些外籍飛行員的新選擇。

來(lái)到中國(guó)就業(yè)的外籍飛行員既有具有豐富運(yùn)行經(jīng)驗(yàn)的資深飛行員，也有希望在中國(guó)積累運(yùn)行經(jīng)歷提升個(gè)人能力的年輕飛行員。他們的到來(lái)，既給中國(guó)飛行員帶來(lái)了壓力，也帶來(lái)了動(dòng)力。外籍飛行員從2006年開始陸續(xù)進(jìn)入中國(guó)航空公司或飛行院校，到目前大約已經(jīng)有1091人，比2009年增長(zhǎng)約210人，這些飛行員主要分布在具有國(guó)內(nèi)干線和國(guó)際航線的航空公司中。

外籍飛行員比例

在這些飛行員中，主要的來(lái)源是美國(guó)、巴西、韓國(guó)、加拿大、澳大利亞、新加坡等國(guó)家和地區(qū)。

外籍飛行員在國(guó)內(nèi)各航空公司分布

國(guó)內(nèi)各航空公司中，雇用外籍飛行員的主要集中在以上這些航空公司，特別是深圳航空公司、翡翠國(guó)際貨運(yùn)航空公司、長(zhǎng)城航空公司、國(guó)航、揚(yáng)子江快運(yùn)、上海國(guó)際貨運(yùn)航空公司、海南航空公司等。

籍飛行員進(jìn)入中國(guó)運(yùn)輸航空公司的數(shù)量也呈現(xiàn)逐年增長(zhǎng)的趨勢(shì)，從2004年到2010年，民航局為外籍飛行員頒發(fā)的執(zhí)照均呈增長(zhǎng)趨勢(shì)，2009年稍有放緩，這也與國(guó)外航空公司逐漸走出經(jīng)濟(jì)危機(jī)具有一定關(guān)系。

外籍人員執(zhí)照辦理趨勢(shì)圖

七、結(jié)語(yǔ)

中國(guó)民航在飛行員隊(duì)伍建設(shè)方面，通過幾年的努力，在規(guī)章建設(shè)、訓(xùn)練機(jī)制、管理系統(tǒng)、質(zhì)量控制等方面均建立了完善的體系。誠(chéng)然如此，我國(guó)飛行員在數(shù)量、管理水平等方面與世界民航發(fā)達(dá)國(guó)家仍然存在巨大的差距。認(rèn)清存在的差距、確定改進(jìn)的目標(biāo)、從基礎(chǔ)做起，仍然是今后民航飛行員管理工作的指導(dǎo)方針。

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