Describe a Procedure ICAO English Assessors Can Follow

The runway is difficult to see because of the rain. If we cannot continue safely, we go around. First, the crew starts the go-around using the aircraft procedure. We fly the aircraft and do a check that we are climbing. When we can, we tell the controller that we are going around. Then we follow the applicable instructions and decide with the controller what to do next.

The picture shows heavy rain reducing the view of the runway. If the approach can no longer be continued safely, the crew initiates a go-around and flies the aircraft using the applicable procedure. They monitor the climb and configuration, and tell the controller they are going around when workload permits. Afterwards, they coordinate the next clearance and review the weather and available options before deciding whether another approach is appropriate.

With the runway view deteriorating in the rain, I would abandon an approach that no longer met our criteria. The immediate priority is to fly the go-around in accordance with the aircraft and operator procedures, with the crew monitoring the climb and configuration. Once able, I would advise ATC and coordinate the subsequent clearance. Only after stabilising the situation would we reassess the weather, fuel and alternatives, so that the next decision is deliberate rather than rushed.

I can see a vehicle crossing the runway. If an aircraft is waiting, I will tell the pilot to hold and explain that a vehicle is on the runway. I will watch the vehicle and coordinate with its driver using our local procedures. When I know the runway is clear, I will update the pilot. I will check the situation before giving any further instruction.

A service vehicle is crossing the runway in the picture. I would keep the waiting aircraft at its holding point and inform the pilot of the reason. Meanwhile, I would coordinate the vehicle movement and check that it has reported clear in accordance with local procedures. Once the runway is confirmed clear, I would reassess the traffic situation and give the pilot the appropriate next instruction.

The key feature is the vehicle still occupying the runway. I would protect the crossing by keeping the aircraft at its holding point, making the restriction clear to the pilot and coordinating with the driver under local procedures. A visual impression alone may not answer every question, so I would establish that the vehicle is clear before reassessing the runway and traffic. I could then issue an appropriate instruction and listen carefully to the readback.

There is a large dark cloud ahead. The crew wants to avoid the weather, so we decide what deviation we need. We tell the controller our request and wait for a reply. We listen to the clearance and read it back. During the deviation we watch the weather and tell the controller if the situation changes. When we are clear, we report our position and discuss the next route.

The crew can see a large storm cloud ahead. After assessing the weather and the route, they would tell ATC the direction and extent of the deviation they need. They would read back the clearance and remain aware of any limits in it. As they fly around the weather, they would monitor the situation, report when clear as requested and coordinate a route back towards their destination.

The dark cloud ahead suggests the planned track may need to change. I would assess the available weather information, agree a suitable request with the other pilot and tell ATC the direction and extent needed. The clearance matters: an approval up to a limit is not an instruction to use all of it. While deviating, we would keep monitoring the weather, advise ATC if our needs changed and coordinate the onward route once clear.

There are birds above the runway, and the controller is looking at them. I would tell the pilots about the bird activity. I would also contact the people responsible for checking the runway, using the local procedure. While they make the check, I would coordinate aircraft movements and give pilots relevant updates. Before the next instruction, I would check what the inspection team has reported.

The controller is observing birds over the runway. I would pass relevant bird information to affected aircraft and coordinate with the team responsible for airfield inspections. Depending on local procedures and the situation, movements may need to be managed while the area is checked. I would obtain the inspection report, update the pilots and reassess the runway situation before issuing further instructions.

The visible flock calls for a clear account of the hazard rather than an assumption that it has disappeared. I would advise affected traffic, coordinate the appropriate runway inspection and manage movements in line with the unit’s procedures. The next step depends on what the inspection team reports and what I can establish from the tower. I would relay relevant changes promptly and reassess the situation before allowing operations to continue.

The aircraft is on the ground and a truck is treating the wing in the snow. After treatment, the crew receives the relevant information from the ground team. We check the conditions and the applicable guidance for our aircraft. We tell the controller when we are ready and follow the taxi clearance. If there is a delay or the weather changes, we check the situation again before departure.

The picture shows de-icing in falling snow. Once the ground team has completed the treatment, the crew needs the relevant treatment details and must assess the conditions using the applicable guidance. They can then coordinate taxi with ATC. If the delay or weather changes the assessment, they should review the aircraft condition and applicable limits before continuing, rather than assume that the earlier treatment remains sufficient.

The aircraft is being treated while snow continues to fall, so the handover from the ground team is central. The crew would obtain the treatment information, assess the conditions against the guidance applicable to their aircraft and coordinate the next movement with ATC. That is not a one-time decision: a longer delay or a change in precipitation may call for a fresh assessment. The crew should resolve any uncertainty before continuing towards departure.

First, I listen to the controller’s instruction and make sure I understand the new frequency. I read it back with my call sign. Then I change the radio and listen before transmitting. On the new frequency I call the station, give my call sign and report the relevant flight information. If I do not understand the frequency, I ask the controller to say it again.

When ATC gives a frequency change, I would confirm the frequency and read it back with the call sign. After selecting it, I would listen briefly before making the initial call to the new station, including the relevant position and flight information. If the frequency or station name were unclear, I would ask for clarification before changing, rather than guess and lose contact.

I would first make sure the assigned frequency and station are clear, then read the frequency back with the call sign. After selecting the new frequency, I would listen before transmitting and make a concise initial call with the information appropriate to that phase of flight. If there were any doubt about the assignment, I would resolve it with the original controller before switching; a confident but incorrect readback is not useful.

First, the crew listens to the new runway and route. We read back the clearance and check where we must go. Then we review the take-off information for the new runway and brief the change together. If we need more time, we tell the controller. We only continue when we have understood the taxi instructions and have completed the checks that apply to us.

After a runway change, the crew should read back the amended taxi instruction and identify any restriction. They then review the relevant take-off data and brief the revised plan together. If they cannot complete those tasks while moving, they can advise ATC and request time or an appropriate place to stop. Before continuing, they should confirm the route and any further clearance.

A runway change affects both the route on the ground and the crew’s departure preparation. I would make sure the amended clearance and any restriction were understood, then have the crew review the applicable take-off data and brief the changes. If continuing to taxi would compromise that work, I would tell ATC and coordinate a suitable pause. The important point is to resolve both the navigation and the preparation before proceeding.

If an instrument does not look normal before taxi, I tell the other pilot what I can see. We check the indication and use our aircraft procedures. We contact maintenance if the problem needs their help. If we cannot leave as planned, we tell ground control that we are not ready. After the checks, we discuss the result and decide the next step using the applicable guidance.

The crew would first describe the abnormal indication to each other and check it against the applicable aircraft procedures. They would involve maintenance as needed and avoid assuming that the fault is only a display problem. If departure preparation is delayed, they would advise ground control of their status. The decision to continue, wait or return would follow the relevant guidance and the results of the checks.

I would begin by establishing exactly what the instrument is showing and sharing that observation with the other pilot, without diagnosing the fault prematurely. We would consult the applicable procedures and involve maintenance where appropriate. If the investigation affected our readiness, I would tell ground control promptly. Only when the checks and relevant guidance supported a decision would we agree whether to continue, remain on stand or arrange further assistance.