ICAO Paraphrase Practice: Say It Another Way

There is a vehicle across the taxiway in front of us. We are unable to continue taxiing because it is in the way. I would tell ground control that we are stopped and need to wait until the vehicle moves. I would ask for more informations about the route. Then I would listen to the next instruction before moving the aircraft.

A vehicle is blocking our taxiway, so we cannot continue along the cleared route. I would tell ground control that we are holding position and ask them to let us know how to proceed. We need the vehicle to move before we can use that route. If another route is offered, I would check and read back the revised instruction before moving.

There is a vehicle across the taxiway, and it prevents us from continuing on our present route. I would report that we are holding position and ask ground control how they want us to proceed. We can use the existing route once the obstruction has moved and the appropriate instruction is confirmed; alternatively, the controller may offer another route. I would not assume that either option is already authorised.

The cabin crew can see a light haze in the cabin. We do not know where it is coming from. I would tell the controller about the haze and say that the crew is checking the situation. We will give more information when we know more. If we need assistance, I would explain it clear and tell the controller our intentions.

The cabin crew have reported a light haze, and its source has not yet been identified. I would pass that observation to ATC and explain that we are assessing the situation. I would state our intentions and request any assistance we need, then update the controller as soon as we have reliable further information. I would avoid naming a source until it is confirmed.

There is a light haze in the cabin, according to the crew, but we cannot yet identify its source. I would make that distinction explicit when speaking to ATC, because a description of the evidence is more useful than an unconfirmed diagnosis. I would communicate our intentions and any assistance needed, then keep the controller informed if the haze changes or our assessment develops.

There is a dark cloud and rain ahead of us. The weather is on our track, so we need to go around it. I would tell the controller what we can see and request a deviation towards the clearer side. We need to wait for the reply and read it back. If we cannot use that direction, I will ask for another option.

A dark cloud and rain are ahead on our intended track, and we need to avoid them. I would request a deviation towards the clearer side and explain the reason to ATC. I would listen to any restrictions, read back the response and clarify anything that is unclear. If that route is unavailable, I would discuss another direction without assuming it has been approved.

The visible weather lies on our intended track, so I would request a deviation towards the clearer area and explain that we need to avoid the cloud and rain. I would not infer a distance from the picture. Once ATC responds, I would confirm the direction and any limit on the deviation. If the proposed route is unavailable, I would explain our need again and explore an alternative.

There are birds on the runway. I would tell the pilot to hold position and explain that the birds are still on the runway. We need to wait until the area is clear. I would contact the airport team and give the pilot new information when I have it. I would not say the runway is clear when I am not sure.

Birds are on the runway, so I would instruct the aircraft to hold position and explain the reason. I would coordinate with the airport team and update the pilot when I have further information. The original message says we must wait for the hazard to clear; it does not give permission to depart. I would check the runway status before issuing another movement instruction.

The immediate restriction is that the aircraft must wait: there are birds on the runway. I would use a hold instruction and add that explanation, then coordinate with the appropriate airport team. It would be misleading to turn “wait until clear” into a prediction that departure is imminent. I would establish the runway status, inform the pilot of any change and only then decide on the next instruction.

There is frost on the wing. We need treatment before we can depart, so I would tell ground control and request de-icing. I would explain that we are not ready for departure yet. The crew needs to check the wing and follow the correct procedure. After the treatment, we will tell the controller when we are ready and listen for further instructions.

Frost is visible on the wing, so I would tell ground control that we need de-icing before departure. I would make it clear that we are not ready to depart yet and request the necessary ground arrangements. After treatment, the crew would follow the applicable procedures and advise ATC when ready. I would not suggest that the treatment has already happened.

The wing appears to be covered in frost, and the message says treatment is needed before departure. I would report that condition to ground control, request de-icing and make it clear that we are not yet ready to depart. The picture does not establish which treatment has already been arranged. Once the crew has completed the relevant checks and procedures, I would update ATC on our readiness.

We can hear a noise, but it does not happen all the time. It starts and stops, and we do not know which system is causing it. I would tell the controller these details and explain what help we need. We are still checking the aircraft, so I cannot give a cause. I will send more informations when we know more.

There is a noise that comes and goes, but we have not identified its source. I would report the intermittent noise to ATC and explain that the crew is still investigating. I would also state any effect on our intended flight and request assistance if required. Until we know more, I would avoid attributing the noise to a particular system.

We have an intermittent noise, but its source remains unknown. I would describe when we hear it and whether it affects our plans, while making clear that we have not traced it to a particular system. Saying that a system has failed would go beyond the information given. As the crew investigates, I would update ATC and specify any assistance or change of routing we need.

We can take a different heading, but it must not bring us into the weather. I would explain this to the controller and ask what heading is available. We cannot accept a route through the weather. We will listen to the reply and check the direction before we act. If it is not suitable, I would say unable and explain why.

We are willing to accept an alternative heading provided it keeps us clear of the weather. I would state that condition when asking ATC for an option, then check the proposed heading against the conditions we can see. If it does not meet our need, I would say we are unable and explain the reason. An offer is not the same as an accepted clearance.

An alternative heading would be acceptable only if it keeps us away from the weather. I would put that condition to ATC before considering a new instruction, because removing it would change the meaning of the original request. If a proposed heading did not meet the condition, I would say unable and explain the conflict; I would not imply that any deviation had already been authorised.

The warning was on and then it went out. During the descent it came back on. I would tell the controller the order of these events and say that we are checking the problem. We do not yet know why it returned. I would explain if it changes our plan and ask for help if needed. I will update the controller when I know more.

The warning had gone out, but it appeared again during descent. I would report that sequence to ATC and explain that the crew is investigating the cause. The fact that it went out does not mean the problem has been resolved. I would state any effect on our plans and pass on further information once we have established what the warning means.

The warning cleared initially and then reappeared during descent. I would preserve that sequence in the report, because saying merely that it is on would lose the change over time. We still need to establish the cause and any operational effect; the warning’s temporary disappearance does not prove the fault was fixed. I would update ATC if our intentions or assistance needs changed.