Aviation English Academy

An Etihad Boeing 777-300, registration A6-ETR performing flight EY-450 (dep Oct 13th) from Abu Dhabi (United Arab Emirates) to Sydney,NS (Australia) with 349 people on board, was enroute at FL370 about 290nm northnorthwest of Adelaide,SA (Australia) when the crew received a cargo smoke indication and diverted the aircraft to Adelaide. Cabin crew were just serving breakfast when they terminated the service and rapidly prepared the cabin for landing. The aircraft landed on Adelaide's runway 23 about 50 minutes later. The aircraft vacated the runway and stopped on a taxiway, where passengers disembarked via stairs. The passengers were rebooked onto other domestic flights from Adelaide to Sydney. The occurrence aircraft was still on the ground and being checked in Adelaide about 25 hours after landing. The airline later reported a recirculation fan in the cargo hold caused the smoke indication. Have a listen to this recording and note the tone of the crew. Witness the distinct tone of exasperation from the crew when arrangements to evacuate the aircraft aren't being progressed as expeditiously as might be expected in the circumstances. The audio clip has been edited and covers a period of over 2 hours.

A Qantas Boeing 747-400, registration VH-OEH performing flight QF-73 from Sydney,NS (Australia) to San Francisco,CA (USA), was enroute at FL310 about 230nm northeast of Sydney when the crew decided to turn back and return to Sydney due to a problem with the autopilot. The aircraft dumped fuel and landed safely back on Sydney's runway 16R about 2 hours after departure. The aircraft remained on the ground for about 2:45 hours, then departed again and is estimated to have reached San Francisco with a delay of about 5 hours. Passengers reported the climb had been unusually bumpy. Some time later the crew announced they would return to Sydney because the autopilot wasn't working. On the ground maintenance worked on the aircraft, passengers understood a part of the autopilot was replaced, then departed again. The airline reported a technical issue which was not a safety issue prompted the return of the aircraft. Have a listen to this recording of the reporting of a fault and the request for turnaround. Would you expect the passengers to be totally informed of all aspects of this incident? Please discuss...

A Mesa Airlines Canadair CRJ-900 on behalf of American Airlines, registration N932LR performing flight YV-5723/AA-5723 from Birmingham,AL to Dallas Ft. Worth,TX (USA) with 79 passengers and 4 crew, was climbing out of Birmingham's runway 24 when the crew reported they needed to return immediately due to smoke in the cabin. The aircraft stopped the climb at 7000 feet and was positioning for the approach to runway 24, when the crew updated flight attendants had just reported there was a bag emitting the smoke, they didn't really know what it was, they needed to evacuate after landing. The aircraft landed safely on runway 24 about 15 minutes after departure, after landing the crew decided they were able to taxi to the apron and taxied to the apron with emergency services in trail. The aircraft remained on the ground for about 4:20 hours, then departed again and reached Dallas with a delay of 4.5 hours. Have a listen to this recording and note the standard of communications used. Also note that airport authorities allowed aircraft movements to continue while passengers were on the tarmac. Do you agree that this is standard practice or not?

A Virgin Australia Boeing 737 departing Melbourne for Brisbane (VOZ319) on RWY27 reportedly struck an eagle carrying a rabbit on takeoff. The crew declared a PAN after cockpit indications showed excessive vibration on the number one engine. ATC vectored the aircraft for a RWY16 approach where an uneventful landing was carried out. Unfortunately the ATC transmissions can't be clearly heard in this recording due to weak reception/distance. Have a listen to this communication. Animal hazards (particularly bird strikes) are common at many airports. Do you think the communications relating to this incident are correct. How do you think they would differ if the engine had ceased to operate?

A Mesa Airlines Canadair CRJ-700 on behalf of United, registration N515MJ performing flight YV-6176/UA-6176 from Washington Dulles,DC to Nashville,TN (USA) with 65 people on board, was descending through about 15,000 feet towards Nashville when the crew observed a rapid loss of fuel and declared emergency. About 3 minutes later the right hand engine's (CF34) fire warning activated, the crew pulled the fire handle and discharged the fire bottles. About 2 minutes after the fire warning the crew reported the fire warning was still active. The aircraft continued for a safe landing on Nashville's runway 31 about 9 minutes after the observed loss of fuel, came to a safe stop on the runway and was evacuated. The FAA reported the crew observed a loss of fuel, subsequently received a #2 engine fire warning, pulled the fire handle, discharged the fire bottles, the fire warning ceased. Passengers and crew exited the aircraft via stairs onto the runway. Emergency services reported a hot spot was located at the engine. Have a listen to this recording and take note of how the communications were handled - and also pay attention as to how the crew worked and communicated professionally while encountering a potentially catastrophic situation. Airlines have comprehensive training and simulator programs that prepare crew members for such situations - but how do you think you'll react when encountering such an incident while in the air?

A Nippon Cargo Airlines Boeing 747-800, registration JA11KZ performing freight flight KZ-192 from Chicago O'Hare,IL (USA) to Frankfurt Hahn (Germany), was in the initial climb out of O'Hare's runway 28R when the crew reported they flew through a flock of large birds. The report listed about 20-25 birds, at about 1500 feet AGL and 4 or 5 birds hit the windscreen and were all over the windscreen. The crew indicated that all systems were working normally and they wanted to carry on. The crew was handed off to departure frequency and was cleared to climb to 15,000 feet when the crew indicated they might return to Chicago to have that mess left by the flock of birds looked after. After levelling off at 15,000 feet the crew decided to return to Chicago as a precaution to have the aircraft checked, they were not sure about their weather radar. The aircraft returned to Chicago for a safe landing on O'Hare's runway 28C about 25 minutes after departure. Have a listen to this recording and take note of the immediate action the crew undertook. Also listen to the language used when communicating their intentions. Birds are an ongoing issues for many airports and such occurances are common. Have you ever encountered a bird strike in your professional duties - if so, how did you react?

An American Airlines Airbus A321-200, registration N106NN performing flight AA-179 from New York JFK,NY to San Francisco,CA (USA), was on final approach to San Francisco's runway 28L at about 14:37L when the crew received a windshear alert and initiated a go-around. The crew climbed to 5000 feet and positioned for another approach to runway 28L. The aircraft landed safely on its second approach to runway 28L about 12 minutes after the go-around, the crew maintained routine communication from go around to landing. The aircraft had received a lightning strike while climbing out after the go-around and was unable to continue its schedule. The aircraft remained on the ground in San Francisco about 25 hours after landing due to undergoing a complete inspection. Have a listen to this recording and note how the pilot communicated the windshear and the need of the go-around. Also note how the overall incident was handled by all parties. KSFO airport is a very busy airport, how and what would you have communicated to other aircraft that were also flying within the area?

Recorded in October 2003, Air Force One checks in with Melbourne Centre over Southern New South Wales en-route to Canberra, Australia. Also on frequency are two Royal Australian Air Force F/A 18 Hornets (callsign "Cobra") which were dispatched to intercept and escort AF1 from a location near the town of Wagga Wagga. Have a listen to this recording. Do you think the communications with Air Force 1 is or should be the same as communicating with a commercial aircraft?

In this recording from 2003 Melbourne Centre responds to a Cessna 172 (VH-KWV) in distress over Westernport Bay near Phillip Island in Victoria (Australia). The pilot has reported a problem relating to engine icing but has trouble communicating further details via the VHF radio. ATC direct another aircraft (Piper VH-DTF) towards the distressed one to maintain a visual watch and to relay communications. Have a listen to this recording and not how the communications were managed. If another aircraft were not available, how would you have handled this situation?

An Emirates Airlines Boeing 777-300, registration A6-EMW performing flight EK-521 from Thiruvananthapuram (India) to Dubai (United Arab Emirates) with 282 passengers and 18 crew, was on final approach to Dubai's runway 12L at 12:41L (08:41Z) but attempted to go around from low height. The aircraft however did not climb, but after retracting the gear touched down on the runway and burst into flames. All occupants evacuated via slides, 13 passengers received minor injuries, 10 were taken to hospitals, 3 treated at the airport. The aircraft burned down completely. A firefighter attending to the aircraft lost his life. Have a listen to this recording and note how all the communications were handled and managed. Any form of accident or incident is a serious issue and has certain levels of stress involved for all parties. As a student or new ATC recruit, would you have communicated any differently in this situation?

During a storm rolling through Chicago's O'Hare (KORD), an impatient pilot was waiting in line behind an Envoy flight who requested a few more minutes to be safe for the wind shear to pass. The Envoy flights asked for a few more minutes. After tower issued the weather report, one pilot says "let's go." One pilot says "D*** Regional jets!!" to which a different pilot responds "Piss off man" and another says "take your time dude, whatever you want." Finally a 4th pilot adds "yeah, no rush". Some of the wording is initially not clear but close or repeated listening will allow the listener to understand the wording being used. Have a listen to this recording. While some words or phrases may be said in jest or with a touch of sarcasm, do you think the pilots in this recording communicated appropriately for the situation? How would you respond to the pilots in this recording?

A KLM Boeing 737-800 performing flight KL-1286 from Edinburgh,SC (UK) to Amsterdam (Netherlands), was on final approach to Amsterdam's runway 18R descending through 600 feet AGL when the crew spotted a drone passing their aircraft about 30 meters/100 feet to their left. The aircraft continued for a safe landing on runway 18R. The subsequent approach to runway 18R was warned of the drone about 2nm out by tower but could not spot any drone. Have a listen to this recording and note how the reporting was handled and communicated. It is not if, but when a major incident with a drone will occur and there are currently no regulations but only advisory notices that deal with the use of UAVs. In your professional view, what controls should the various regulatory bodies put in place to deter or regulate the use of drones in dedicated air space environments. Please discuss.

A Delta Airlines McDonnell Douglas MD-90, registration N940DN performing flight DL-873 from Atlanta,GA to Miami,FL (USA), was cleared for takeoff from Atlanta's runway 27R. A Delta Airlines McDonnell Douglas MD-88, registration N913DE performing flight DL-749 from Miami,FL to Atlanta,GA (USA), had landed on Atlanta's runway 27L and was taxiing along taxiway T towards the terminal approaching runway 27R (intersection of taxiway T with runway 27R about 3200 meters/10500 feet down the runway). Tower cleared the aircraft to cross runway 27R about 20 seconds after the takeoff clearance for DL-873 had been issued. Another 22 seconds later tower cancelled the takeoff clearance for flight DL-873 prompting the crew to reject takeoff at high speed (about 120 knots over ground). Tower subsequently apologized to DL-873, the aircraft vacated the runway onto taxiway M, tower again apologized stating it was his mistake. Fortunately, the ATC realized, stopped the departing aircraft and solved his own mistake on time. The tower controller was relieved from duty thereafter, another controller took charge of the frequency. Have a listen to this recording and note the communications being used - before, during and after the potential incident. Have you ever encountered a mistake by ATC during your professional communications - if so, what did you do and how did you communicate the error? Please discuss.

There were severe winds at Dulles and a pilot accidentally said a few "non standard" words while headed for runway 1R but was being diverted to runway 30. I imagine much worse was said off-radio in many cockpits that night as the reports said the area was super windy! As professionals, we do have a responsibility that all transmissions meet certain standards. This is a requirement, but admittedly there are times when our basic instincts take over and we have to mouth a few "non standard" words. Have you ever encountered such words, either as a speaker or listener, while in a professional aviation communications environment. If so, how did you handle the outcome of the phrases being used?

This recording highlights a student pilot landing on a taxiway at East Texas Regional Airport, KGGG. It is worth remembering that some ATC professionals and professional pilots are sharing the airspace and airport facilities with students and it is worth noting that sometimes extra care and patience needs to be given to those students as they may not be familiar with the planes, the environment or even the communication processes. Have you ever encountered a student pilot that you are aware is not following the correct procedures or is making a navigational error? If so, what did you do to let them know of their errors?

We all know that some people get angry easy, we also know that some people may not have had an easy day - but does that excuse the non-professional attitude by the pilot in this recording. Have a listen and take not of the communication style and methods used in this exchange. If someone is having a "bad hair" day, then can they excused for not being professional in their duties? What do you think should happen to alleviate situations like this? Please discuss.

The small aircraft -- a light-sport, weight-shift-control plane, with only one person on board -- was departing Hawthorne Municipal Airport when it crashed, a spokesman for the Federal Aviation Administration said. Aerial video showed the wreckage was significant and the plane was in pieces. Have a listen to this recording and note how the ATC professional advised other traffic in the area of the incident. Being professionally involved in an incident is very traumatic for any person and undertaking and maintaining your tasks while the incident is occurring and has just occurred can be a very testing process for all concerned. In light of the above, do you think all communications during this incident were accurate? Additionally, have you even been involved in such an incident and if so, how did you communicate and manage your tasks while the incident was occurring? Please discuss.

An Asia Pacific Airlines Boeing 727-200 freighter, registration N86425 performing training flight MGE-425 from Guam (Guam) to Pohnpei (Micronesia) with 3 crew, stopped the climb out of Guam at 5000 feet and returned to Guam. The aircraft was on approach to Guam when the crew did not receive indication the nose gear was down and locked and went around. The crew was unable to resolve the issue, a low approach as well as a touch and go confirmed the nose gear was not in position and could not be shaken down. The crew prepared for a nose gear up landing, landed safely on runway 06R keeping the nose of the aircraft up as long as practicable and lowering the nose onto the runway shortly before the aircraft came to a stop. There were no injuries. Have a listen to this recording and note how the communications were handled and managed. Do you think these communications and processes used would've been any different if it had not been a training flight? Discuss.

It is alleged a flight attendant set a fire in a washroom of an aircraft in flight so he would be able to discover it and put it out. The plane was forced to make an emergency landing. Johnathan Tafoya-Montano was working on American Airlines Flight 1418 from Dallas-Fort Worth to Detroit. As the plane approached Detroit, the flight attendant reported a fire in a lavatory at the rear of the plane. The captain radioed the control tower and was given permission to make an emergency landing. No one was injured when the plane landed. It is alleged Tafoya-Montano set fire to some paper towels by using a Bic lighter. The flight attendant then stood outside the lavatory for a few moments before "discovering the fire" and then putting it out with a fire extinguisher. Although authorities say they have no motive for what Tafoya-Montano allegedly did, it appears he set the fire in order to take credit for finding it and then putting it out. Under 18 U.S. Code 32, anyone found guilty of destruction of an aircraft or aircraft facilities can be fined and is liable to imprisonment for up to 20 years. Have a listen to this recording and note how the emergency was declared, communicated and handled. Not referring to the nature and source of this incident, do you think the communications were adequate for this incident?

Continuing from our previous Iron Maiden recording, here is Ed Force One en-route from Las Vegas to Monterrey. It seems the ATC Professionals at MTY Tower are now getting into the spirit and have put some music on the radio for the Irons!! Have a listen to this recording and note the style of communication used. Do you agree with the use of music on ATC transmissions? Discuss.

Something a little bit different, we have previously following Air Force 1, also heard John Travolta and even Harrison Ford - and now we will listen to the movements of TF-AAK B747 - also known as Ed Force One. The plane used for flying Iron Maiden around on their current world tour. Here's the first stop, Fort Lauderdale. With all the publicity about this plane, there is still some confusion about the callsign. The pilots said "Atlanta 666", controllers said "Iron Maiden 666". Have a listen to this recording. We have previously talked about communications with famous people, but do you think the knowledge of communicating with a famous person or plane my deter some ATC professionals in doing their job properly? Discuss.

Two emergencies, one new born - another day in the office for JFK controllers... AFL151 en-route from Moscow to Havana diverts to JFK due to woman giving birth. It appears the woman gave actually birth on the plane. The second emergency which occurred at the same time in the same zone was declared by a Delta aircraft. This aircraft was given priority due to an electrical issue on board the aircraft. However with this emergency the aircraft was not asked about people and fuel and the taxi operation was normal, yet no questions from the Tower. Have a listen to these 2 incidents which occurred simultaneously in the same zone at the same time. Do you think the communications and procedures were followed correctly? Discuss. Second question(s) - a new baby born on an aircraft (especially in the airspace of another country) brings a whole different set of issues and required reports. Have you ever encountered such a situation? If do, please discuss as this is not a normal occurrence that most professionals would encounter.

Virgin Atlantic Airbus flight VS-25 from London Heathrow to New York JFK with 252 passengers and 15 crew was enroute about 170nm north northwest of Shannon (Ireland) when the crew declared PAN PAN PAN reporting a medical issue with one of the pilots following a laser strike just after the takeoff from Heathrow. The attached audio file contains a number of communications between the aircraft and Shannon controllers. Have a listen to these communications and note how the emergency was conducted. Laser strikes are becoming rather prevalent for some unknown reason and it is only a matter of time that a more serious incident will occur. Have you ever encountered a laser strike in your professional duties? If so, what follow-up action did you take? Discuss

The pilot of a private plane said he was "not gonna make it" when he was cleared to return to the Santa Barbara Airport moments after take off during an engine failure. The audio transmissions between the tower and the pilot were brief, direct and set off a full response by the airport patrol and fire units. The plane landed hard just short of the runway in a slough at 5:40 p.m. The plane lost power when it was climbing and turning to the left at 300 feet. "Plane's coming back," was a message sent back to the tower on the radio. The air traffic controller is heard with a quick response to advise the area was clear saying "you can land on the taxi way sir if you need." About 30 seconds later, with the plane down, the pilot says, "I'm OK." In a relieved voice the controller says, "Thank God." Have a listen to this recording and note the "briefness" of the content. The pilot was aware that the aircraft was in trouble and he communicated but do you think he provided enough details as to the issue at hand? He may have been following the "Aviate, Navigate and Communicate" rule but do you think his communications were sufficient for the situation? Discuss.