UNIT 1

CD1.01
Our first hotspot is taxiway E as we approach from taxiway C en route to runway 22R. The signage is
confusing, and a blast fence blocks the view of the end of the runway. Aircraft taxiing to 22R via C often turn
left too soon and end up on taxiway E. This can mean a very long taxi behind 22R.

CD1.02
A second problem area is taxiway Z crossing runway 13R I31 L. A right turn is required when crossing 13R
to taxiway Z on the opposite side. There are two taxi lines leading across. If you follow the wrong one, you
could end up with a conflict with arrival traffic on runway 13R. In this situation, advise ATC immediately and
get off the runway as quickly as possible.

CD1.03
A third area of concern is using Juliet to transition from A to B south-eastbound. Aircraft outbound from K and
KK may sometimes be issued the instruction 'Taxi left A. At J, transition to B.' It's very important not to miss
the turn onto B, because J leads across runway 22R.

CD1.05
C = Controller, P = pilot

C C798, say your position.

P e're clear of the runway on…er…N by B, MC798.
C C798, thank you. Taxi to the ramp via taxiways N and T. Report crossing runway 16.
P Roger. N, T and report crossing 16, MC798.
P MC798 is on N by the runways here…er…we can't see much because it's so foggy. Are we cleared
to cross straight ahead on N?
C MC798, cross runway 16. Join taxiway NT on the opposite side.
P NT on the opposite side. We're approaching K here…oh…there's somebody taking off!
C MC798, you shouldn't be near K. Hold your position!
P Tower, this is MC798. We are on a runway. I'm currently looking to the right at K. We are on 23R at
the intersection of 16. We did not connect on N. We are by K. K is to our right. We're on an active
runway. MC798.
C MC798, 23R is not an active runway.
P Er . . . I'm sorry, Ma'am. We're on 23L and 16, and I am facing K. I'm looking out the window and I
can see a sign that says '23C to my right, and there is a sign saying '16' to my left and a yellow sign
saying 'K' to my right, and another sign to my left.
C MC798. Just go straight ahead. Tell me when you get to the next sign please.
P OK, we're now on 23L. We are approaching K now.
C MC798. Roger. Turn right at K and make a slight left turn onto taxiway C. Hold short of runway 23R.
P We're on K and we're clear of the runway. We're approaching C on K.

Unit 2
CD1.07
P = Prochnow, C = Controller, V = Vette

P MAYDAY. MAYDAY. MAYDAY. Auckland Control. N45AC. I'm lost. I'm a Cessna 188 AgWagon.
C N45AC, Centre roger mayday,
V TE103 contacting N45AC.
P N45AC. Copy.
V N45AC. We are a DC-10 en route from Fiji to New Zealand. We received news of your situation. We are
offering assistance. Can you tell me what happened?
P TE103. Thanks. Departed Pago Pago at three this morning with around 22 hours endurance. I wanted to
have enough light to see my fixes. But the ADF stopped working correctly, and now unable to calculate
my position. N45AC.
V N45AC. We are going to try to establish VHF communication with you.
CD1.08
V Turn towards the sun and report your heading.
P Wilco. My heading is 274˚.
V N45AC. We are facing the sun. Our heading is 270. The difference is 4", so you are south of our
position. Now hold out your hand. How many fingers do you have between the horizon and the sun?
P About two and a half fingers.
V N45AC. We have four fingers, so you are south- west of our position. Fly heading 315˚.
P Heading 315˚.
V N45AC. Maintain your position, so we can establish your position using the radio signal. We'll
maintain our heading until we lose contact. Then we will turn left to re-establish contact, and then try
to box you in this way. We'll contact you again very soon. N45AC. It's getting dark. What time is your
sunset?
P The sun is setting now, and it is 0752 zulu.

CD1.09
V N45AC. Sunset on Norfolk Island is 0730 zulu. That means you are 5.6˚ E and 30˚ S of Norfolk
Island. Maintain your heading.
P TE103. I can see a light. I think it's an oil rig.
V N45AC. Your co-ordinates are 31˚ S, 170˚21' E. You are 150 miles from Norfolk Island.

CD1.13
P = pilot, C = controller

P MAYDAY, MAYDAY, MAYDAY. TJB.

C TJB. Pass your message.
P MAYDAY, MAYDAY, MAYDAY. We're lost.
C TJB. Say last known position.
P Last known position was 15 miles south-east of CELRA VOR. TJB.
C TJB. Roger, last known position 15 miles south east of CELRA VOR. Remain straight and level.
P I'm straight and level right now. We're in total IMC. I can't see the ground.
C TJB. Squawk 7700 on your transponder sir.
P Squawking 7700. TJB.
C TJB. I don't have you on my screen. Can you confirm your aircraft type, altitude and speed?
P We're in a Beech Baron. Altitude 3,000ft. Speed 110kt. TJB.
C TJB. Please state fuel on board and persons on board.
P I have 780Ib of fuel, and eight persons on board. Endurance is approximately 1h30…I can see the
ground now. I can see trees, and I can make out…high ground on each side of the aircraft…

CD1.14
C TJB. Can you fly into VFR?
P Affirm, I can see high ground to the north. I'm flying up a valley, with woods to the north, and fields
below me. There is a road below me.
C TJB. Confirm that you can see a road.
P Affirm. I can see a road.
C TJB. What side of the valley is the road on?
P The highway is to my right, on the south side of the valley.
C TJB. Can you make out a river?
P Affirm. There is a river.
C TJB. Is the river on the north side of the road?
P Affirm. The river is…no…the road is crossing the river. The river is now on the south side of the
road.
C TJB. Can you clarify that the road crossed the river and is now on the south side of the road?
P Negative. The road is now on the north side of the river. The road is now turning south-east…there's
a reservoir below me now.
C TJB. Can you see a communications mast at 12 o'clock, at about 4 miles?
P Affirm. There is a communications mast at 12 o'clock.
C TJB. Turn hard left and make a 180˚ turn, heading 265˚. Expedite.
P Making 180˚ left turn, heading 265˚. TJB.
P I'm coming out of the valley and I can see a built- up area ahead and a lake at one o'clock. TJB.
C TJB. There is an airport with a tower 5 miles north-west. Say intentions.
P I'd like to land. Can you give me vectors?
Unit 3
CD1.15
J = Jean, airline employee, M = Mehmet, pilot

J Mehmet...can I have a word?

M Sure, Jean. How can I help you?
J Well, you know the airline is upgrading the fleet…I was wondering - what's your opinion on the two
options.
M They're looking at the Boeing 777 and the Airbus A320, aren't they?
J That's right.
M Well both of them are very sophisticated vehicles - they both use fly-by-wire technology.
J Sorry Mehmet - can you just explain what 'fly-by-wire' means?
M In a fly-by-wire aircraft, the pilot manoeuvres the aircraft by operating a computer. But in a
conventional aircraft, the pilot uses a control column that is physically linked to the control surfaces.
J So if the A320 and 777 are both fly-by-wire, what's the difference?
M The 777 has an override function.
J I'm not sure what you mean by 'an override function'.
M OK - it's a system that allows the pilot to ignore the built-in limits.
J OK.
M On the other hand, the A320 has built-in protection.
J What do you mean?
M In other words, the Airbus computer doesn't allow pilots to do anything dangerous. There are limits
on the Airbus to increase safety.
J So basically, on an Airbus the computer has ultimate control, and on the Boeing 777 the pilot
decides.
M That's correct.
J Can you give me an example?
M For example, computers stop the pilot climbing more than 30°, so that the plane doesn't stall. And
there are protections to prevent overspeed. That is, it stops the pilot from going faster than is safe.
J So that makes it safer, right?
M Well, in my opinion, when you fully automate and protect the system, you reduce the pilot's
capability. To put it another way, sometimes the aircraft should allow manual control. I mean, you
shouldn't limit the pull-up capability, for example to miss another plane or the ground. At the
Habsheim airshow for example, built-in protection didn't allow the pilot to pull up, and the plane
crashed. But sometimes built-in protection can prevent an accident…a Boeing 757 hit a mountain in
Colombia because the crew didn't retract the speed brakes as they climbed. The speed brakes on an
A320 retract automatically.
J It seems that there are good arguments on both sides.
M Well yes - they're both extremely safe.

CD1.17
PNF = pilot non-flying, C = controller, PF = pilot flying

PNF Brest, M246. Request descent.

C M246. Cleared, descend FL150.
PF What the…?The lights have gone. And we've lost the autopilot…and autothrust. I have manual
control.
PNF The engines sound OK. The primary flight displays have gone.
PF I can't see the standby horizon, but I can just make out the horizon outside. I've got control of the
attitude. Call Centre and tell them what's happening. Declare an emergency and tell them what's
happened.
PNF MAYDAY, MAYDAY, MAYDAY. M246. We have a system failure - our lights are not working and our
displays are down. I don't think they're receiving us because the radio's lost its power.
PF OK let's try to get the system going again.
PNF So, if I shine my flashlight on the ECAM...that's better.
PF Try rebooting the system.
PNF The instructions are on the lower screen.
PF I've got control and communications. Follow the instructions step by step.
PNF OK, I can only access the instructions one at a time.
PF First, read the instruction. Then follow it. Check it before you delete it.
PNF OK, so .. instruction number one says…Number eight didn't help.
PF What's the next instruction?
PNF So…let's try number nine…Ah! The system's back on line. We've got power.
PF Right. First, try to contact ATC so they know our situation. Ask for a holding pattern. Then we can try
to see what went wrong.

Unit 4

CD1.19
P1 = pilot 1, P2 = pilot 2, GI = ground agent 1, G2 = ground agent 2

P1 OK, that's the pre-flight checklist finished. Is the cargo nearly ready?
P2 Yes, the containers for the next leg are loaded. I think the ground handlers are with the fork-lift truck
unloading the animals now. I'll go and check on progress.
P1 OK. We need to push back in twenty minutes really, at five past one. I don't want to miss our slot.
P2 Hey, how's it going down here? Nearly ready?
G1 We've got a problem in the aft hold! A cage door is damaged, and one of the lions is breaking out of
its cage!
P2 Is everyone OK?
G1 Yes, everybody's safe - we got out quickly and closed the door behind us. What should we do?
P2 I'd rather know what's going on in there before I make any decisions. This is what I'd like you to do -
open the door quickly, assess the situation, and close it again.
G1 Well…OK. There he is. He's halfway out.
G2 Look - the cage lock's broken off. And also the thing that holds the door onto the cage is broken.
G1 The hinge? Yes, that's broken too. So, we've got a cargo net for catching him, but someone's got to
get in and throw it over him.
P2 Look, I don't want anyone to put themselves in danger. I'd prefer to get some help with this. We need
a vet.
G1 I agree. Oh no - he's out. Close the door again, quick!
CD1.22
PNF = pilot non-flying, C = tower, PF = pilot flying
C S27H. Contact departure 121.75. Good day sir.
PNF Contact departure 121.75, S27H, thank you.
PF After take-off checklist.
PNF After take-off checklist, complete.
PF What was that?
PNF What?
PF That noise?
PNF Oh! The windshield!
23
PF That's a multiple strike!
PNF That was four birds! Engine number one is still running.
PF Where's the power? We're rolling left.
PNF There's no data on the screen for engine number one.
PF We need to get wings level. Increase thrust on number one.
PNF lncreasing thrust.
PF OK, wings level.
PNF The engine's not running properly.
PF It's hard to remain level. Help me.
PNF Any power on number one?
PF I don't know. I can't see any power at all. The displays read nothing. I think we need to shut it down. I intend to shut down
number one.
PNF OK, shut down number one.
PF Shutting down number one.
PNF More power on two and three. lncreasing power on two and three.
PF OK. Can you clean the windshield? Get those wipers on.
PNF Wipers on.
C S27H Moi Tower. We see flames and smoke from your left engine. Is everything OK?
PNF No, a bird has gone into the engine. We hit lots of birds at 1,800ft. We've lost number one engine. S27H.
C S27H. Your number one engine has ingested birds. Are you declaring an emergency?
PNF Declaring an emergency. We're planning on coming back. S27H.
C S27H. State persons on board.
PNF Three crew members.
C S27H. State fuel on board.
PNF Er…194,000kg.
PF Holding wings level is difficult.

CD1.22
PNF = pilot non-flying, C = tower, PF = pilot flying
C S27H. Contact departure 121.75. Good day sir.
PNF Contact departure 121.75, S27H, thank you.
PF After take-off checklist.
PNF After take-off checklist, complete.
PF What was that?
PNF What?
PF That noise?
PNF Oh! The windshield!
23
PF That's a multiple strike!
PNF That was four birds! Engine number one is still running.
PF Where's the power? We're rolling left.
PNF There's no data on the screen for engine number one.
PF We need to get wings level. Increase thrust on number one.
PNF lncreasing thrust.
PF OK, wings level.
PNF The engine's not running properly.
PF It's hard to remain level. Help me.
PNF Any power on number one?
PF I don't know. I can't see any power at all. The displays read nothing. I think we need to shut it down. I intend to shut down
number one.
PNF OK, shut down number one.
PF Shutting down number one.
PNF More power on two and three. lncreasing power on two and three.
PF OK. Can you clean the windshield? Get those wipers on.
PNF Wipers on.
C S27H Moi Tower. We see flames and smoke from your left engine. Is everything OK?
PNF No, a bird has gone into the engine. We hit lots of birds at 1,800ft. We've lost number one engine. S27H.
C S27H. Your number one engine has ingested birds. Are you declaring an emergency?
PNF Declaring an emergency. We're planning on coming back. S27H.
C S27H. State persons on board.
PNF Three crew members.
C S27H. State fuel on board.
PNF Er…194,000kg.
PF Holding wings level is difficult.
CD1.24
C S27H. Say intentions.
PNF What are we going to do? Go around to the left?
PF Yes. I don't intend to land with this much fuel on board. Turn left, dump fuel and get back down.
PNF We're going to make a left orbit of the airfield. S27H.
C S27H. Can you make right turns?
PNF Negative, sir. Right turns will be very hard. I'd prefer to turn left.
C S27H. Understand you are unable to make right turns. Turn left at your discretion.
PF OK, we need to dump fuel as soon as possible.
PNF We plan to dump fuel to landing weight. S27H.

Unit 5
CD1.25
I = interviewer, T = Thiago
I Welcome back to Radio Action. I'm here with champion air-race pilot, Thiago Silvo Corbera. Now,
Thiago, can you tell us a little about aerobatic manoeuvres?
T The two basic manoeuvres are the loop, which is where you fly a vertical circle. You can fly an inside
loop, where you pitch up into a circle, or an outside loop where you pitch down into a circle. And
there's the roll, either a half roll -where the wings turn 180˚ to inverted flight so that you fly upside-
down, or a full roll, where you rotate 360˚.
I And what about the more complex manoeuvres?
T The barrel roll is where you complete one loop and one roll at the same time, making a flight path
similar to a horizontal corkscrew, like when you open a bottle of wine. A more complex manoeuvre is
the Cuban eight, which again is a combination of loops and rolls. This manoeuvre makes a shape
like a number eight. My favourite manoeuvre is the tail slide. That's a straight vertical climb up until
you lose momentum. You then fall backwards, tail first, until the nose drops through the horizon to a
vertical down position, and then you drop back into level flight. Moves like this are fun, but the most
important thing in an air race competition is completing the course as fast as you can.
I What aeroplane are you flying today?
T I'm flying an Extra 300s.
I And how is this different from normal aircraft?
T Well, they are quite different in that they are much lighter than normal aircraft and they have more
power for their weight. This aircraft only weighs 672 kg but is has a 300 HP engine. Another key
difference is that the control surfaces, the ailerons, rudder and elevators, deflect at least 25˚, which
is much more deflection than conventional aircraft. This is so you can make the hard manoeuvres at
high speed.
I Do you ever get scared?
T The scariest moment I've ever had was doing a manoeuvre called the hammerhead. You start by
flying vertically, but then slow down and apply full rudder and full opposite aileron. You then yaw
180° to a nose-down attitude. But this time the aileron didn't release properly, and I almost went into
a spin and crashed. Luckily, I got control, and when I landed, I checked the control systems and
found a leak in the hydraulic lines.
I And how are you feeling about the air race today?
T I've done a lot of training, and I'm feeling positive.
I Well, good luck, and thanks for talking to us.
T My pleasure. Thank you.

CD1.27
The Extra 300s has a length of 22.6 ft or 6.9 m, a height of 8.5 ft or 2.6 m, and an unladen weight of 1,480 Ib or
672 kg. The combined wing area is 98 ft²- or 9.1 m². The Extra 300s has a grating of +/-I0 gs, and has a Lycoming
6-cylinder power plant which produces 300 HP. giving a VNE speed of 220 kt. Its stall speed is 60 kt. The aircraft
can climb at a rate of 3,200 ft or 975 m - per minute and roll at a rate of 400˚ per second. Its range is
approximately 944 km or 510 nm.

CD1.29
P = pilot, C = controller

P Approach. Executive 56. We're having trouble controlling the attitude. It's difficult to establish level
flight. Declaring an emergency. Executive 56.
C Executive 56, roger your emergency. State intentions.
P We'd…er…like to come back to your airport but we are still trying to fight the pitch and bank. We've
got low hydraulic pressure and we've got very little deflection on the elevator or ailerons. Executive
56.
C Executive 56. Just tell me what you need and I'll get it for you.
P It's very difficult to pull or turn on the column…er…we're using asymmetrical thrust…er…we're using
the engines to turn. We can only make big turns. Executive 56.
C Executive 56. Roger. Big turns only. Manoeuvre at your discretion.
P We're going to go out west and then make a straight in approach if that's possible. We're fighting to
keep it straight and level. We will need a very long final. I don't think we have spoilers, reverse thrust
or brakes, so we'd like the longest runway possible. Executive 56.

CD1.30
C Executive 56. OK, a visual on runway 07. Would you like emergency assistance at the far end of the
runway?
P Affirm, Executive 56.
C Executive 56. The services have been activated. Do you want me to line you up with the end of the
runway right now?
P Yes please, but we're really struggling to follow a heading. Please keep giving us vectors to the field.
Executive 56.
C Executive 56. Roger. Turn left heading 050˚.
P 050˚. We're adopting landing configuration now to slow us down. Executive 56.
C Roger. Executive 56.
P We have flaps and…er…and landing gear is down and control is easier now. We have the field in
sight.
C Executive 56. Roger. You are cleared to land runway 07. Wind 170˚ with 26kt.

CD1.31
P Approach, we're down safely, but we overran the runway Executive 56.
C Executive 56. Glad you're all OK. Is there anything else you need?
P We'll need help getting back to the apron. Executive 56
C Executive 56. Roger. You're off the end of the runway. We'll get a tow truck to take you back.

Unit 6
CD1.33
P = presenter, A = Antonio, G = Greta, Y = Yacine

P So, what does everyone think about this - is it possible to separate your personal life from your work
life? Yes, Antonio ...
A I don't think it is. For example, I heard recently about a senior captain who had just signed on for a
three-day pattern of flying after spending three days off duty at home. After take-off he heard 'gear
up' called but he retracted the flaps by mistake. Anyway, they found out afterwards that he was
worried about money, and that his baby son had kept him awake, and so he was exhausted and
unfocused at work.
P Well that illustrates how personal worries can affect performance. Things like a relationship
breakdown or financial difficulties can cause stress which can impact work. So what can people do
to help them cope with stress?
A Try and identify the sources of stress. Some experts suggest keeping a diary to record what events
affect your energy and time. For some people there might be something specific that triggers anger
or anxiety, or they might just feel overworked.
P So how can you avoid getting really run down?
Y You should try to take holidays from work regularly. Organize your schedule around them. And take
regular breaks while you're working too.
G When you're starting to feel a bit down, I think it can help to talk to a friend about your problems and
feelings.
A But if the cause of stress is outside of your control, you may want to get professional help on how to
deal with it. Some companies provide counselling for employees.
Y For me, the best way of dealing with stress is to make sure you exercise, eat and sleep well. And if
you can't sleep, well, then I suggest you see your doctor.
G Oh ... Another good idea is to try and make more time for those things you enjoy. Take regular
opportunities to relax. I would advise a stressed friend or colleague to try some stress-reducing
techniques such as meditation or a massage.
A That's great. I think you've come up with some really good ways of coping with stress. Now ...

CD1.36
CPT = captain, C = controller, M = medical advisor, F = first officer

CPT Cairo Centre, this is Divestream 290.

C Divestream 290 Cairo Centre. Pass your message.
CPT We have a medical situation on board. We are contacting MedLink now. Divestream 290.
C Roger, you have a medical problem on board. Keep us advised. Cairo Centre.
M MedLink. I'm Dr Slowinski. Which flight are you calling from please?
F This is Divestream flight 290 and this is Moustaf, the first officer.
M Thanks Moustaf. How can I help you?
F We have a passenger, a young man from Belgium. He's having difficulty breathing, he's
 shaking badly, and his eyes are shut.
M How old is the man?
F He's in his late twenties.
M Is he able to communicate?
F No. I don't think he can hear anyone. He's crying in pain.
M OK, you should move the other passengers away from the patient, if possible.
F Luckily his seat is to the rear of the aircraft, so we've already moved the other passengers away.
M Good. Have you removed his seat belt?
F Yes, we have. We've laid him down on the floor.
M That's good. Where has he been?
F From his passport, it looks like he has been on holiday in Egypt for ten days.
M Have you found any other information about him?
F No, we haven't found anything else yet. We're looking through his belongings.
M Has he eaten or drunk anything?
F No, the crew haven't begun to serve drinks yet.
M I see you are travelling to Paris CGD. How long have you been airborne?
F We've been in the air for about 15 minutes.
M So you're still climbing. Are you climbing rapidly?
F Yes we are. ATC asked for a steep climb out of Cairo due to traffic.
FA Moustaf, he has just started coughing blood, and we think he is losing consciousness.
F Oh dear . ..
FA I've just looked in his hand luggage. I found a hotel receipt, a wallet and a scuba-diving log book. It
looks like he dived this morning.
M Did I just hear that the patient dived this morning?
F Er ... yes.
M OK, this sounds like it is a case of decompression sickness, which is a critical condition. You should
stop climbing and descend right away if you can - every foot you climb could seriously affect the
patient's health. You should divert and find an alternate airport that has medical services. Try asking
ATC to help you find an alternate that is close to a decompression chamber. There should be a
diving decompression chamber somewhere on the Red Sea.
F Roger, levelling off and initiating descent ...

Unit 7
CD2.01
Most passengers know what they can and can't bring into an airport. It's obvious that you mustn't bring
anything explosive on board. Although some people still try, even when they know it's illegal. The owner of the
black powder knew he wasn't allowed to transport it without declaring it as dangerous goods. You have to declare
dangerous goods or you are breaking the law. Less than one percent of cargo incidents reported involve
dangerous goods which have been correctly declared. It's difficult to understand for example how someone let
chemical solutions and corrosive solids on board without question just because they were labelled as 'laundry
products'. Maybe better dangerous goods training is required.

CD2.02
PA = voice over public address, R = radio presenter, S = smoke-jumper, 0 = operations manager, P =
pilot

PA All jumpers. We have a 1 km2 fire 82 km southwest. Get suited. Get your full kit. Line up for
inspection. We have a 43 departure.
R It's a hot summer's day in the far east of Russia, and I'm on my way to a wild fire. I'm here with the
aerial fire service, who fight the many fires that burn through the forests of northern Asia. Andrei
Jachmenkov is a smoke-jumper. Andrei – Could you describe your work to us?
S I jump to the ground to bring the fires under control. It's dangerous work - you have to be fit, both
mentally and physically. And you have to keep a cool head and make fast decisions.
R The fire service looks after hundreds of square kilometers from the Arctic to the borders of Mongolia.
When the office receives a report of smoke, they scramble an airborne fire-fighting team. At least
four smoke-jumpers are dropped to cut away the vegetation to contain the fire, and air-tanker pilots
tackle the blaze by spraying the area with water or fire-retardant liquid. I have here operations
manager, Alex Letov. Alex - Would you tell us how fires are caused?
O Sometimes the fires are started by people. For example, this spring an industrial gas tank exploded,
causing a serious wild fire. But our typical fires are ignited by lightning storms, and because the
 forest gets very dry over the summer, the trees catch fire easily and fires can spread over a large
area quickly. But September and October is definitely our busiest time of year, before the winter rain
and snow arrives. We have to respond early to the fire, when it's much more manageable…much
easier to put out.
R Tatyana Dubrova flies an Antonov 2 for the fire service.
P When that siren goes…that's when the job really begins. I have to try to get a low altitude and air
speed for the jumpers, and all the time think of the terrain, the trees, the wind. I sometimes have to
make two or three traffic circuits to make a safe drop.
R The jumpers are getting ready to drop into the forest. Andrei - Can you talk about your work on the
ground?
S We have to make absolutely sure the fire has gone out. Extinguishing it completely can take days.
The most difficult part is finding a road so you can get out of the forest again. OK, here we go…
P Jumpers, don't talk. Get ready...drop zone! Jump! Go! One! Two! Jumpers away…

CD2.04
C = controller, PF = pilot flying, PNF = pilot non-flying, CCM = cabin crew manager

C Siberian 3A, Kunming Centre, maintain FL 380, Mach .85

PNF Maintain FL 380, Mach .85 Siberian 3A.

CD2.05
PF What was that? This isn't right.
PNF What's happened?
PF Three circuit-breakers have tripped. They're showing a problem.
PNF Where's the problem?
PF In one of the washrooms. Maybe the fan overheated.
PNF I'll ask the cabin crew manager to look into it.
PF I'll try and reset the circuit-breakers.
PNF OK.
CCM Yes, hi, I'm getting reports of an unpleasant smell back here, coming from the rear washrooms, like
an electrical burning smell. Some of the passengers are getting a little uncomfortable with it.
PNF Could you move the passengers away?
CCM Sure, will do.
PNF Go have a look
CCM I'll check it out now.
PF Why didn't it set off the smoke detector? I'm not happy with this at all. Something's wrong.
CCM There was smouldering in the washroom. I don't know if any wiring has come loose. I sprayed it with
the extinguisher - I think it's gone out.
PNF What do you think caused it?
CCM I don't know. Maybe the vacuum outlet overloaded. I couldn't see where it was coming
from. I'II go back now and double check.
PF Yeah, go. We need to know the source of the fire.
CCM I'II take my goggles, just in case.
PF Yeah, We'll put our masks on. Go back, but don't get yourself incapacitated.

CD2.06
CCM I can't get back there.
PNF Why not?
CCM The smoke's too heavy.
PNF Are the passengers OK?
CCM People are starting to have trouble breathing.
PNF We have to go down.
PF Initiating an emergency descent.
Unit 8
CD2.08
The weather here is very changeable. Winters can be overcast with drizzle but summers can be clear
and warm. As a result of the warm Atlantic winds, the temperature remains quite high - it rarely snows and is never
very icy. Aircraft usually depart on the south-west heading due to prevailing south-westerly winds. The airport
operator has just resurfaced the runway, and because of this sometimes there can be standing water and it can be
slippery. Pilots using the airport at Bristol should be careful of this.

The weather here is quite predictable from season to season as we are in the middle of the continent. In winter
there is cold weather and snow and the wind is northerly, from the Arctic. But the problems come in the summer
months, when different pressure zones can cause very hot, sticky and humid conditions one moment, and then
severe thunderstorms the next. This leads to quite long
delays as aircraft have to enter holding patterns and wait to be vectored in to land. Approaches to the airfield can
be quite rough, particularly for smaller aircraft.

Winter is quite mild this far south -the problems come for us in early summer. In the summer rainy season, the
monsoon results in heavy rain and high humidity at Kerala aerodrome, with strong south-westerly winds. It can
therefore be difficult to predict the heavy rains, and flooding can happen at any time. It's quite common for parts of
the airfield to flood, and we have to close the airport for days when the rain is heavy. As a consequence, pilots
need to be careful just before the monsoon.

CD2.10
ASS = ATC shift supervisor, ATC 1, 2 = air traffic controllers 1, 2

ASS OK everyone. We've got a severe weather front coming at us on tonight's shift. We have a big storm
coming in from the north with strong westerly winds and gales, hail and heavy snow. All of the
control positions are going to be affected.
ATC 1 Sorry sir, I didn't catch the word before 'control positions' - did you say all of the control
positions? Is it that bad?
ASS I'm afraid so - it's going to be a busy evening, especially for those working the approach
position. Lots of aircraft will want to land or divert before the snow starts.
ATC 2 Excuse me, I couldn't hear that last bit.
ASS We've got some heavy snow approaching and we'll have to get incoming aircraft down quickly or
help them to divert. I hope it's going to get easier as the traffic volume decreases during the night.
For tower, the night and morning shifts are going to be easier.
ATC 2 Sorry, sir - What did you say after 'morning shift'?
ASS It's going to be easier, because traffic is not going to move at the airport until tomorrow
afternoon. The upper airspace is going to be very quiet over the next 12 hours as many flights are
grounded.
ATC 1 I'm sorry sir. What was the first part of the sentence?
ASS To repeat - the upper airspace is going to be quiet during the next 12 hours because many flights will
be grounded. For eastbound aircraft, it's not going to be easy flying into Bristol today, so we'll have
to work hard to get this traffic co-ordinated. Now, any more questions? No? Then good luck
everyone.

CD2.12
E = ES23, C = controller, PF = pilot flying, PNF = pilot non-flying

E Shenton tower. ES23. We're ready for departure but we can see lightning out to the right. Can we…
er…wait here until the weather passes? ES23.
C ES23. Affirm. Hold short of runway. Stand by.
E Holding short of runway. ES23.
C Quickair 638. Tower and departing aircraft observe increasing rain and lightning south-west of the
field. Amend your altitude...maintain 2,000.
PNF Maintaining 2,000. Quickair 638
PF That's the edge of the storm to the left of the airport. Can we get a report on the weather?
PNF I'd appreciate a PlREP from the company traffic in front of us. Quickair 638.
C Quickair 638. Roger. Stand by.
Quickair 638, Company 737 just exited the runway, sir. He said 'smooth ride'.
PF Say again. Quickair 638.
C Quickair 638, Company 737 said 'smooth ride'.
PF Roger, smooth landing conditions. Thank you. Quickair 638.
CD2.13
C Quickair 638. Cleared to land runway 27R. Surface wind 270˚ at 19 kt. Visibility 700 ft and
decreasing.
PNF Roger, cleared runway 27R. Wind 270˚ at 19 kt. Visibility 700 ft and decreasing. Quickair 638.
C Quickair 638. Wind now 250˚ at 21 kt.
PNF 250˚ at 21 kt. Quickair 638.
C Quickair 638. That's wind 250˚ at 23 kt.
PNF 250˚ at 23 kt. Quickair 638.

CD2.14
C Attention all aircraft. Runway 27 arrival. Microburst alert. Be on the alert for wind shear.
35 kt loss one mile final. Quickair 638. Threshold wind now 250˚ at 24 kt. Watch out for any
microburst activity. Be careful on short final.
PF Roger, wind speed now 24 kt. Looking out for microburst activity. Thank you. Quickair 638.
PNF That's -10 kt. Watch out! We're losing speed!
PF OK, we're -20 kt. This wind shear is going to prevent us from landing. Let's take it around to the right.
PNF Wind shear recovery profile. Maximum power. Nose up. Flaps and gear as they are.
PF Maximum power, nose up, positive climb.
UNIT:9
CD2.17
We were asked to pick up a VIP from a field by a large house, and take him to a Royal Navy ship for the day.
There were clear blue skies when we left, and we landed by the house, shut down and got out, ready to meet
Prince Charles. After briefing him on the aircraft and safety, we strapped him in and started up. Once we
were airborne, we called up the ship which was only
about five miles away. We went over the top of the cliffs ready to let down, and suddenly all we could see
was thick white fog. The best way to get onto a ship when the weather is not too good is to get the ships'
radar to guide you in. So we went into the fog it was about 600 ft above sea level. Three-quarters of a mile
from the ship, at around ... oh ... 275 ft, the ship suddenly radioed and said 'We've lost you on radar.
Continue visually'. Well It's difficult to continue visually through fog so I decided that ... er ... we would go
around, the ship. While we waited for them to clear us to come back round, I spoke to the prince, who has
flown in the navy, and I explained what the options were. One option was to let down early to get down below
the fog to about 100 ft, which is low enough to be a bit risky. I felt a bit worried because the situation was not
routine, but anyhow
that's the option we took. When we reached about 150 ft, I could just make out the outline of the ship about
half a mile away. So I let down a little bit more, came out from under the fog, and I landed safely. The Prince
got out, thanked me very much for some very good flying and went off for his day on board the ship.

CD2.20
P PAN PAN, PAN PAN, PAN PAN. I'm having problems with my landing gear. Macair 319.
C Macair 319. Roger distress call. What is the problem with your gear?
P I can't see a green light for my nose gear. We felt and heard it extend, but there's no light. Request
low pass for visual inspection. Macair 319.
C Macair 319. Cleared low pass runway 09. Surface wind 010˚ at 10 kt. Not below 500 ft. QFE 1006.
Report final.
P Cleared low pass runway 09. Surface wind 190˚ at 10 kt. Not below 500 ft. QFE 1006. Macair 319.
C Macair 319. The nose gear appears down but ...

CD2.21

P I'm sorry. The nose wheel is in position? Is that correct? Macair 319.
C Macair 319. Negative, that's incorrect. The nose wheel appears down but it's at a 90°angle.
P I understand the nose gear is down but stuck at 90˚. Macair 319.
C Macair 319. Affirm. That's right. On runway heading, climb to altitude 2,000 ft.
P FL 20, runway heading. Can we circle the aerodrome? Macair 319.
C Macair 319. Cleared to circle the aerodrome…

CD2.22
P A30. Airborne.
C A30. It appears your main gear hasn't retracted.
P Roger, my main gear has retracted. Thank you sir. A30.
C A30. Negative. You haven't understood. Your main gear is not retracted. It is still visible.
P OK. Our main gear is stuck ... er ... OK A30.
C A30. Say intentions.
P Er ... We're trying to figure out the problem. Stand by sir. A30. C A30. Standing by.

CD2.23
C S62. You are seven miles out on long final. How is your landing gear?
P1 We've tried winding down the gear manually but it's stuck about halfway out. S62.
C S62. State intentions.
P1 We don't have much fuel. We're going to land this time. S62.
C S62. Use runway 34R. There is smooth ground on each side of the runway and you have a lot of
space. Crash, fire and rescue services have been activated.
P1 Runway 34R. I have the field in sight sir. S62.

CD2.24
P2 Tower, this is Fastair 350 on 3-mile final. The apron is to the right of runway 34R. Do you mean 34L
for the belly-landing for traffic behind me?
C Fastair 350. Affirm. Thank you. Break. S62. Use 34L. I say again, runway 34L.
P1 Runway 34L. We've wound the gear back up so we will have a smooth belly-landing. S62.
C S62. Roger. Smooth belly-landing.
Unit 10
CD2.25
RP = radio presenter, BP = Bob Pearson, JH = John Haskins, HC = Helen Clitheroe

RP If a Boeing 767 runs out of fuel, what do you have? A 132-ton glider. And that's exactly what
happened to Air Canada Flight 143, which was en route from Ottawa to Edmonton, cruising at
41,000 ft, when the first warning light came on. Captain Bob Pearson recalls…
BP We thought we had a failed fuel pump in the left wing, and switched it off. Our FMC showed more
than enough fuel remaining for the duration of the flight. We had no indication of a fuel shortage.
RP But when a second fuel-pressure warning light came on, Pearson decided to divert to Winnipeg.
They began descending, but the fuel flow stopped completely and they lost both engines due to fuel
starvation. The $40 million Boeing 767 became a glider, and the pilots were left with only a radio,
basic instruments and limited control. The crew soon realized they couldn't make it to Winnipeg.
They chose a disused Air Force base at Gimli, not knowing that it was being used for a family car-
racing day. John Haskins was on the ground.
JH It just came out of nowhere, almost silently. You could just hear this 'whoosh' sound, and you looked
around and there it was. It was coming in at this really strange angle, and we thought, 'it's going to
crash'. But then it landed. It was incredible.
RP Helen Clitheroe was one of the event organizers.
HC I only saw it when I heard the bang of the tyres bursting and the nose smashing down on the
runway, and all those sparks. When it stopped, we just picked up some extinguishers and tried to
fight the fire, and help all the passengers off.
RP The only injuries were to passengers using emergency slides. The question of how a
passenger jet with a fuel capacity of over 90,000 litres runs out of fuel remains for investigators.

CD2.26

RP Initial reports indicate problems with the fuel system. It seems that the cockpit fuel gauges were
inoperative. In this situation, after the fuel hoses are removed, the fuel load is checked by hand, like
when you check the oil in your car. The fuel measurement was then converted from volume to
weight. The problem was that the calculation was done in pounds, but the new Boeing 767 is a
metric machine. And so the system thought the data was in kilograms, not in pounds. The aircraft
had just half the required fuel for the journey, and the crew had no idea.

CD2.27
PNF = pilot non-flying, C = controller, PF = pilot flying, FA = flight attendant

C Polar 69. Roger. Report turning final, runway 29. Wind 320 at 10 kt.
PNF Report turning final, runway 29. Wind 320 at 10 kt. Polar 69.
PF Number one doesn't sound good. We're not running short of fuel, are we? We should have plenty of
fuel.
PNF We've got fuel, but fuel flow should be much higher. Torque pressure is meant to be at 100, not 40.
PF That's engine number one gone. Feather the engine.
PNF It's feathered.
PF Tell them we've got one engine shut down.
PNF PAN PAN, PAN PAN, PAN PAN. Bodo Tower, Polar 69. We've lost one engine…er…we're turning
final at this time.
PF I smell smoke! We're losing the other one. Contact tower and tell them to get the fire trucks out.
PNF Tower, Polar 69 request fire, crash, rescue services.
C Polar 69. Roger. I'll activate fire, crash, rescue. Say your fuel and persons on board.
PNF Polar 69. Roger. We've got two crew and 120 passengers. I don't know about fuel. We've got a fuel
problem.
PF Can we get the other engine going? We're not going to make it…we'll have to land
on the river.
PNF Tower, we've lost both engines. We're on final here to the river. Polar 69.
You want the gear up?
PF Yeah put it up. We don't want it to catch on the Ice. We've got smoke. Shut down number two.
PNF Pull both extinguishers?
PF Fire bottles.
 Tower, this is Polar 69. We're down on the ice, nobody's hurt. We had a fuel flow problem and we
lost power on the engines and couldn't get to the runway. We're on fire over here though…

CD2.29
T1 = trainer, T2/T3/T4 = trainees

T1 OK everyone, let's begin the workshop by looking at the causes of decompression. Now, have any of
you here ever had any decompression-related incidents?
T2 …er…well last year a flight of ours was delayed by four hours due to a cracked windshield. It was a
tiny crack, very difficult to see, but the captain refused to fly until maintenance replaced the
windshield.
T1 OK, it sounds like you guys did the right thing. Now, let's think about other possible causes of
decompression. Any ideas?
T2 Bird strike.
T1 Yes.
T3 Failing to lock a door.
T1 OK.
T3 Metal fatigue.
T1 Good. Here I've got photographs of some real incidents. Can you pass the photographs around,
please? First, here's a DC10 in June 1972, whose rear cargo door blew out due to a faulty lock.
Rapid depressurization occurred when the door tore away a spoiler and smashed into the tailplane.
OK, this one shows a famous incident of explosive decompression, this time with a Boeing 737 in
April 1988. The aircraft had corrosion, and also serious metal fatigue. Almost 35 m2 of metal tore
away from the upper part of the fuselage, cutting off the electrics, all communication lines and
oxygen supply. You can see here that the lower part of the airframe buckled and the nose dropped
down by one metre. Unfortunately, one life was lost when a member of the cabin crew was sucked
from the aircraft on decompression. Luckily, the nose gear locked down on landing.

CD2.30

In the picture you see here, a bird strike caused serious damage to a Boeing 767 in 2001 at FL120. A flock of
birds dented the aircraft nose, fuselage and wing leading edges, and punctured the aircraft skin eleven
times. One of the birds broke through into the cockpit and smashed the captain's instrument panel. Incidents
like these can be fatal, but here the captain wasn't injured, and the crew managed to land safely.

Fortunately, explosive decompressions like these examples are very rare, but cabin crew and flight crew
must be aware of the dangers. These incidents show that rapid decompression is very different to the
controlled environment of a cabin simulator.

CD2.32
P = pilot, C = controller, FA = flight attendant

P MAYDAY, MAYDAY, MAYDAY. Centre. Kite 63. Making an emergency descent.

C Calling station. Say again. Say again.
P This is Kite 63. 1 say again, Kite 63 making an emergency descent.
C Kite 63. Cleared to FL 100.
P Centre . . . 63.
C Kite 63. You're breaking up. Say again.
P We had a rapid decompression. We are just west of the PAYAM VOR, passing FL 240. Kite 63.
C Kite 63. Understand you are depressurized. You are cleared to FL 100. 1 say again. Descend to FL
100. Report reaching.
P FL 100. Kite 63.
P Centre this is Kite 63 level at 10,000. Request immediate landing.
C Kite 63. 1 can't hear you sir. Loud background noise.
P Centre this is Kite 63 level at 10,000. Request immediate landing.
C Kite 63. Read you 5. Squawk 7700.
P 7700.
C Kite 63. 1 understand you have lost cabin pressure. You are 40 miles from the field at your 11
o'clock, turn left heading 070˚ altimeter 1002. Say intentions.
P The captain is unconscious. Request immediate landing and medical services. Kite 63.
C Kite 63. Roger, straight in approach and landing runway 07. Wind 160 at 11 kt.
P Straight in approach and landing runway 07. Wind 160 at 11.
C Kite 63. Do you have any aircraft damage?
P Stand by.
C Kite 63. Standing by.
P You OK?
FA Yes. It's difficult to hear you.
P Have we got any damage back there?
FA I can't see unless I get out of my seat. Er…yes, the leading edges are badly dented, and the engine
inlet cowls. I couldn't see any further back. Are we going to be OK?
P Yes, we'll be fine. Is anyone injured?
FA Yes, two were injured when they fell from their seats in the turbulence. What happened?
P Hailstorm.
FA How long is it going to take to land?
P It'll take about 15 minutes.
FA 50 minutes might be too long.
P Not 50 minutes - 15 minutes.
FA Ah, OK. One passenger is bleeding badly. We've got to get help soon, otherwise he might not make
it.
P Sorry? Say again.
FA If we don't get to a doctor soon, he may not survive.
P We'll get him to a doctor as soon as we can. We'll have an ambulance waiting for us.
FA OK, thanks.
P Centre, Kite 63. We had a hailstorm that lasted about...er...ten seconds. The left side of the
windshield has smashed, the right side is cracked, we have damage to our wings and maybe the tail,
but the aircraft feels OK. We've got at least two serious injuries. Kite 63.

CD2.35
P =Presenter, KK = security expert

P On the subject of airport security, security expert Kalle Kaub is here to talk us through recent
developments in airport security techniques. Kalle, Why a new technique?
KK The strategy for airport security has been almost completely technological. We have technologies
such as baggage-screening equipment and explosive detection systems, but technology alone is not
enough. We need to look for malicious intentions, and these have to be identified using other
techniques.
P What are these techniques?
KK We are using 'behavioural profiling' or 'screening', which basically means that we look at passenger
behaviour. When someone is about to commit a crime or a terrorist act, the stress affects their
behaviour. And this stress behaviour is extremely difficult to hide or control.
P So what behaviour are you looking for?
KK We're looking for any physical signs that could show that someone is nervous or angry – signs that
they might be planning a criminal act. These include avoiding eye contact and small movements of
the lips, eyebrows and nose. Common body signs that indicate aggressive behaviour include the
head moving forward, stepping forward on the left leg, and a hand position with the palms down.
Rises in the volume and pitch of the voice may also show that someone is agitated. If people show
just one sign of stress, they are probably not a threat. But if you observe multiple signs, then you can
assume that they must have something to hide.
P And how do you use these techniques?
KK We have a team of officers monitoring the airport terminal area. If they detect behaviour that
indicates a person may be a threat to security or the safety of a flight, they attempt to engage in
casual conversation with that person. They try to make friendly eye-contact and ask simple
questions to see if they react normally.
P Surely friendly conversations can't be enough to indicate if a passenger is a criminal?
KK Of course these questions can't determine if a passenger has criminal intentions, but they might
indicate suspicious behaviour. The important thing is that if an officer feels unhappy they can send
the passenger to secondary screening, including a body search, a physical inspection of carry-on
baggage, or even police questioning.
P Do these techniques work?
KK Using behaviour detection we have arrested people on charges of drug possession and
immigration violations and we've also seen a reduction in alcohol-related incidents in airport
terminals and at the gates. The good thing is that training is simple, the technique requires no
additional specialized equipment, and it presents yet one more layer in the security system.

CD2.38
PNF = pilot non-flying, PF = pilot flying
T =Tokyo Area Control Centre, I = lnchon Area Control Centre

PNF What's going on?

PF It sounds like someone trying to get in. Can you look on the video?
PNF OK…I can see him. The flight attendants are struggling to restrain a passenger. Oh…he's hit one of
the attendants.
PF OK, notify Centre.
PNF Centre. We might have a problem here. Stand by. Interflight 547.
T lnterflight 547. Standing by.
PNF It looks like they've forced him to the ground and got the cuffs on him.
FA We've a problem back here with a violent passenger. We've restrained him, but he's still
struggling.
PNF Is he drunk?
FA I don't think so, but he's very agitated and abusive. He said we were in danger and he
had to fly the plane. It must be a mental health problem.
PNF Is anyone hurt?
FA No, we're OK. What do you want us to do with him?
PNF Secure him, away from the other passengers if you can. Get someone to stay with him until we land.
PF Right, contact ATC and tell them that we've got an unruly passenger. Request a diversion
to nearest suitable airfield. Have medical and security there to meet us.

CD2.39

PNF Centre. lnterflight 547. A passenger has attempted to enter the flight deck. He's also
attacked the cabin crew. There are injuries. We have restrained him but we need to get him off the
plane as soon as possible.
T lnterflight 547. Understand you have an unlawful interference. Please say fuel and persons on board.
PNF Er…178 persons and four hours of fuel remaining. Can we descend to the nearest
available aerodrome? We'll need medical and security services ready. lnterflight 547.
T lnterflight 547. You are approaching Korean airspace. Contact lnchon Control on 123.6. I’ll advise
them of your situation and pass on your request.
T Hello, this is Tokyo Area Control Centre here. We have a problem B757-200, lnterflight 547, G585
westbound towards SAPRA at FL 340, squawking 1243. We expect it in your airspace at
approximately 47.
I OK, a 757 squawking 1243. What's the problem?
T We had a report from the flight crew. They said a passenger had attempted to enter the
flight deck. The first officer said that crew had restrained him, but believed he was still a threat.
I Roger, are there any injured persons?
T The crew told me there were injuries, but they didn't give details.
I Did they state intentions?
T They asked if they could descend to the nearest aerodrome, and they said they'd need medical and
security services ready.
I Thank you. Leave it with us.