Chapter 6

Instruction for occurrence report (next test item)

“For the next part of the test you will receive information concerning an occurrence. Please
listen carefully and take notes.”

Occurrence reporting ( TEYP VAR )

“When you were at a foreign airport and your aircraft was at the holding point Alpha for
runway 25, ATC were communicating with other aircraft in the local language which you
could not understand.

You were instructed and given clearance to line-up and take off runway 25. An expeditious
line-up, followed by rolling take-off were executed.

ATC then instructed you to stop, which took some seconds to comply with due to the
instruction not being very clear.

Take-off was rejected after reaching 65 kts, runway was vacated and brakes were cooled.
ATC had ordered the rejected take-off due to a B737 about to land on an intersecting runway
ahead.”

QUESTION 112: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-112: We were waiting at the holding point Alpha for runway 25.

ATC gave us line up and take off clearance.

At the sametime, ATC was communicating with another aircraft in

the local language which we couldn’t understand.

During takeoff roll, ATC instructed us to stop.

We rejected the takeoff at 65 knots, then vacated the runway.

We didn’t know what happened.

After then ATC advised us that the takeoff was rejected due to a

landing Boeing 737 on an intersecting runway.

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Occurrence reporting

“After departing Runway 16 your aircraft was cleared to climb to FL280.

When passing FL117, ATC instructed you to maintain FL110 on reaching, but no reason was
given for this action. You called ATC to confirm instruction whilst your TCAS showed an
aircraft above descending. You disconnected Autopilot and descended to FL 106 at which
point the other aircraft was indicating 800 ft above and still descending.”

QUESTION 113: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-113: After we took off, ATC cleared us to climb FL 280.

As we were climbing to FL 280.

ATC instructed us to maintain FL 110 while passing FL 117

without giving any reason.

At the same time, we noticed a descending aircraft on TCAS.

Immediately we disconnected autopilot and descended FL 106.

When we reach FL 106, the other aircraft was still descending and
it was 800 feet above us.

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Occurrence reporting

“Your aircraft was established on ILS approach for runway 09. You were instructed to reduce
speed to 150 kts and than at 8nm to minimum approach speed. Clearance to land was given
quite early. After landing ATC instructed you to expedite vacating runway at Exit 15 due to
aircraft close behind.

You had just vacated the runway when the landing B737 passed close behind you during its
landing roll.

You are sure the B737 landed whilst you were still on the runway 09. ATC were talking to the
B737 in the local language which you could not understand.”

QUESTION 114: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-114: We established on ILS approach for runway 09.

ATC first instructed us to reduce the speed to 150 Knots, and

then at 8 miles to minimum approach speed.

We received the clearance quite early.

After we landed, ATC instructed us to expedite vacating runway at

exit 15 due to close aircraft behind.

When we had just vacated the runway, landing aircraft which was
a Boeing 737 passed close behind us.

I am sure that Boeing landed on the runway when we were still on

the runway.

ATC was talking to the landing aircraft in the local language which
we couldn’t understand.

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Occurrence reporting

“During approach into a foreign airport, at altitude 3300 feet, you requested ATC to fly
overhead the field, to visually position left base for runway 21.

This was approved by ATC who told you, that you were No. 1 and cleared to land.
When you were over the airport at 1500 feet, a military jet fighter was observed in your 11
o'clock position.

A few seconds later a TCAS Resolution Advisory was received on board your aircraft.
You informed ATC, who after a moment told you, that you were No. 2 to land.

Instructions to the jet fighter were in the local language which you did not understand.”

QUESTION 115: Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?
(120 sec)

ANSWER-115: We were at an altitude of 3300 feet,

And we requested to fly overhead the field,

And left base visual aproach for runway 21.

ATC approved our request.

We were number 1 and cleared to land.

While we are at an altitude of 1500 feet, we recognized a military

jet fighter at 11 o’clock position.

A few seconds later TCAS (tikes) Resolution Advisory was

received.

Then we reported the situation to ATC and ATC told us that we

were number 2 to land.

ATC instructed the jet fighter but the instruction was in the local
language which we could not understand.

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Occurrence reporting ( TEYP VAR )

“You were flying your aircraft on final approach, 5 nm behind a B747.

ATC instructed an A320 on the ground, to line up after the landing B747.

You saw the B747 in front land, and immediately after, the A320 taxi from the holding point,
to line up on the threshold.

You questioned the ATC about the lining up Airbus, but the ATC instructed you to continue
your approach.

Soon after, ATC then instructed you to go around from 400 feet before the A320 commenced
take-off roll.”

QUESTION 116: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-116: We were on final approach, 5 miles behind a Boeing 747.

Meanwhile we heard ATC instructed an Airbus 320 on the ground,

to line up after the landing Boeing 747.

After the landing of Boeing, the Airbus taxied onto the runway to
line up.

We questioned the ATC about the lining up Airbus, but the ATC
instructed us to continue approach.

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Soon after, ATC instructed us to go around.

As a result, we executed go around at an altitude of 400 feet,

before the Airbus commenced take-off roll.

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Occurrence reporting ( TEYP VAR )

“You were flying into a foreign airport and you were cleared to make an ILS apprch on RW
12.

During the approach, you called the ATC at the "Outermarker" and again at 2 nm, but there
was no acknowledgement from ATC.

At approximately 450 ft a light aircraft was observed in your 2 o'clock position at the same
level, passing right to left.

You estimated that the flight path of your aircraft was converging with the light aircraft.
Due to local language being used and no word from ATC you were unsure of the traffic
situation and decided immediately to initiate a go around.”

QUESTION 117: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-117: We were cleared to make an ILS approach runway 12.

During the approach, we didn’t get any acknowledgement from

ATC at the outer marker and again at 2 miles.

Approximately, at an altitude of 450 feet, we observed a light

aircraft on our 2 o’clock position at the same level on a
converging path.

ATC didn’t give any acknowledgement and conversation was in

the local language.

Because of that, we decided immediately to initiate a go-around in

order to prevent a collision.

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Occurrence reporting ( TEYP VAR )

“You were at a foreign airport and given clearance to line up and wait RWY 32 Right. The
instruction was read back and you entered the RWY.

On lining up, an aircraft was seen turning onto a final approach at approximately 4 miles.
Your TCAS was showing an inbound aircraft at 2 nm and plus 500 ft.

You had not received your take off clearance.

Your pilot non flying transmitted to the ATC that your aircraft was lined up on 32 Right with
landing traffic 300 ft behind.

There was then a transmission in the local language and approximately 20 seconds later the
approaching aircraft, a B737, flew directly overhead between 100 and 200 ft and landed
about 600 metres ahead.”

QUESTION 118: Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?
(120 sec)

ANSWER-118: We were at a foreign airport and given clearance to line up and

wait RWY 32 Right.

While entering the runway we recognized an aircraft on final

approach around 4 miles.

We had not received our take off clearance.

However on our TCAS an inbound traffic was at 2nm ,plus 500 ft.

Meanwhile pilot non flying transmitted to the ATC (that) we were

lined up on Runway 32R.

There was a transmission in local language and approximately 20

seconds later, a B737 flew directly overhead between 100 and 200
ft above and landed about 600 metres ahead.

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Occurrence reporting ( TEYP VAR )

“You were on approach at a foriegn airport and were handed over, from approach to tower,
at 6 DME.

At 4.5 DME tower instructed you to continue approach.

At 1.2 DME and passing 300 feet you checked with tower and you were told again to
continue.

At 200 feet AGL (your Decision Height) you were visual with the runway and observed a
vehicle in the touch down area rapidly vacating the runway.

At 150 feet the vehicle was clear of the runway and you were then 'cleared to land'.

Conversation between the tower and vehicle was in the local language and the tower did not
advise you at any time concerning the presence of the vehicle on the runway.”

QUESTION 119: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-119: While we were approaching to a foreign airport for landing,

we were handed over from approach to tower at 6 miles
and we were cleared to approach.

We passed the 1.2 (one decimal two) miles at an altitude of 300

feet and continued to decision height.

At an altitude of 200 feet AGL, when we were passing the decision

height, suddenly I saw a vehicle crossing the runway.

But we didn’t have any information about the vehicle and we were
surprised.

At 150 feet the vehicle was clear off the runway.

Then the tower and the vehicle communicated in the local

language which we couldn’t understand.

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Occurrence reporting ( TEYP VAR )

“You were instructed to line up on RW 24 Right behind a landing King Air aircraft.

Shortly afterwards, another light jet aircraft reported on finals for RWY24 Right, and advised
it would need the full length of the runway.

The King Air was slow to vacate the runway, and by the time it had vacated, your aircraft was
cleared for take off and commenced the take off roll.

The light jet aircraft was instructed to land after your aircraft departed.

You were half way down the runway 24 during the take off roll, when the light jet aircraft
passed you on your starboard side. It appeared that the pilot of the light jet decided to do a
go around at the last moment.”

QUESTION 120: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-120: We were instructed to line up after a landing King Air aircraft.

At that time, another light jet reported final.

The King Air was slow to vacate the runway and we had to wait for
take off.

After its vacating, we began the take off roll.

When we rolled half of the runway, the light jet was going around
by our right side.

Probably the pilot decided to go around at the last moment.

The ATC couldn’t manage the air space well enough and couldn’t
make necessary separation.

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Occurrence reporting ( TEYP VAR )

“You were at the holding point R/W 27 for departure. You advised the Tower that you would
need more time to complete checks. The tower immediately instructed you to line up. Tower
also advised you that another aircraft was on approach approximately 14 nm out. When the
checks were completed, you were given the take off clearance. You then commenced your
take off roll, and had only moved forward 15 metres when ATC told you to stop. You
acknowledged the instruction and informed ATC that you were aborting the take off.
Immediately afterwards the ATC informed the other traffic on approach to go around. You
believe the original traffic information given by the ATC concerning the position of the
approaching aircraft was incorrect - the other aircraft was in fact much closer!”

QUESTION 121: “Please give an example of your verbal report to your operations
manager concerning this occurrence on return to your home base?”
(120 sec)

ANSWER-121: When we were at the holding point runway 27 for departure,

we advised the tower that we need more time to complete the
checks.

The ATC instructed us to line up and advised that another aircraft

was on approach approximately 14 miles out.

As soon as we completed the checks, the take off clearance was

given.

However, ATC instructed us to stop after we had just began to the

take off roll.

We followed the instructions and aborted the takeoff immediately.

ATC informed the approaching traffic to go around.

We believe that the other aircraft was much closer than it was
said.

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Occurrence reporting ( TEYP VAR )

“Whilst flying in Japan, a European airliner was cleared to maintain 7000 ft on QNH 992.
Japan uses altimeter settings in inches of Mercury and not in hectopascals or milibars.

The commander, knowing this, asked ATC to confirm QNH 992 hectopascals, or did they
mean 29.92 inches?

ATC replied "Climb 14000 ft on 29.92 inches".

If the commander of the European airliner had set 992 hectopascals on his altimeter, the
difference in altitude between 992 hectopascals and 29,92 inches would have been
approximately 600 ft. This clearly would have had serious fligh safety consequences.”

QUESTION 122.1: “Please explain what happened and the flight safety implications?” (60
sec)

ANSWER-122.1: The different use of altimeter setting in Japan would have caused
a serious accident.

The commander asked the ATC to confirm QNH 992 hectopascals.

ATC replied the call in inches of mercury.

The difference would have been 600 feet and this could have
caused an accident.

The commander’s precaution prevented a major accident.

QUESTION 122.2: “In regard to the commander's request for confirmation of altimeter
setting, do you consider the controller's reply was correct or not?
Please explain?” (30 sec)

ANSWER-122.2: The controllers reply was not correct.

The controller might have caused the commander to have an

accident.

The controller should have replied in hectopascals.

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