ICAO Speaking Practice: Non-Routine Situations with Level 5 Answers

So, one of our passengers is feeling unwell in the cruise. A doctor on board is with him, he is conscious and stable, so we decided to continue to our destination instead of diverting, but we asked for priority. The controller has approved it and asked for more details. I would say: Descending to flight level two zero zero, Skyline two four one. The passenger is a man of about sixty. He is conscious and breathing normally, the doctor thinks it is a stomach problem. We request medical staff to meet the aircraft on the stand, and we would like a stand close to the terminal if possible. Then I would ask the controller to confirm when the ground has been informed.

During the take-off roll we heard a noise on the left side, and we think a bird hit the aircraft. After take-off we checked the engines: the parameters and the vibration levels are normal, and there is no unusual smell or noise. Because everything is normal, we informed the controller and we are continuing the climb, but as a precaution we will keep monitoring the left engine during the flight. The controller is going to tell the tower, so they can inspect the runway for remains of the bird. I would ask: Nordair five one six, climbing flight level one two zero. Could you let us know if they find anything on the runway? It would help our maintenance team at destination.

We were taxiing on Bravo when the controller told us to hold position, because a maintenance vehicle was crossing ahead of us. We can see the vehicle, but it has stopped in the middle of the taxiway, so we told the controller. Now the controller is calling the driver, and he expects a delay of about two minutes. We will stay stopped with the parking brake set and keep watching the vehicle. When it moves clear of the taxiway, I will report it: Fastair two niner, the vehicle is now clear of Bravo, request to continue taxi. I would also make a short announcement to the passengers, to explain that there is a small vehicle ahead and that we will be moving again in a few minutes.

On the weather radar we saw a line of build-ups ahead of us, directly on our track, so we asked for a deviation of fifteen miles to the left to avoid them and the turbulence around them. The controller approved up to fifteen miles left, which means we can use less if it is enough, and he asked us to report when we are clear of the weather. We will continue to watch the radar, and in about forty miles, when the cells are behind us, I would call: Skyline three three seven, clear of weather, request direct to our next waypoint to rejoin the route. I would also tell the cabin crew, so they can secure the cabin early in case we have some light turbulence.

Two pilots transmitted at the same time, so the transmission was blocked and I only heard a noise. I could not identify the station, so I asked them to say again the call sign. The pilot from Lakeair six zero two repeated his request, and I gave him descent to flight level eight zero. Because the frequency is very busy, I also made a general call to all stations, asking them to keep their messages short and to listen before they transmit. On a busy frequency I try to give complete instructions in one transmission, and I always listen carefully to the readback. If I am not sure who said something, I don't guess, I ask the pilot to confirm the call sign.

The controller gave us a right turn to heading two two zero, but in my readback I said heading two zero, so I missed one digit. That is a big difference: two zero is almost north, and two two zero is south-west. The controller noticed the mistake, said negative and repeated the instruction. Now I give a full and careful readback: Right heading two two zero, Skyline eight one four. In the cockpit, I would also check with my colleague that we both set two two zero. If the frequency was noisy and I was not sure, I would simply ask: Say again the heading, instead of guessing. A readback is the controller's only way to check that we understood.

We are ready for start-up, but the controller says our slot is at fourteen fifty, which means about thirty-five minutes of delay. This is a problem for us because many passengers have connecting flights. I would answer: Fastair four four seven, roger. We are fully ready and can depart at short notice, so please call us if an earlier slot becomes available. We would also accept a different runway or departure route if it helps. Then I would inform the passengers about the new time and ask the company to check the connections. If the delay gets longer, we may need to ask whether we can stay on the stand with the doors open, so the passengers are more comfortable.

Because the wind changed, the airport changed the runway in use to two six. This was late for us, because we had already prepared the approach for the other runway. We need time to load the new approach in the flight management system, check the new chart and brief again, so I asked for a longer track. The controller gave us a left turn to heading one eight zero and promised extra track miles. While we fly that heading, my colleague will fly the aircraft and talk on the radio, and I will reprogramme the approach. When we are both ready, I would tell the controller: Skyline five five zero, ready for the approach runway two six.

Our auxiliary power unit is not working, so we cannot use it to give electrical power and air to the aircraft, or to start the engines. That is why I told the ground controller that we need a ground power unit and an air start unit, and that our start-up will be delayed. First, our engineer will check the technical log, to confirm that the aircraft can fly with this item deferred. Then the handling company must bring the equipment to the stand. Without the APU, the cabin may get warm, so we will keep the passengers informed. When everything is connected and we are ready, I will call: Nordair three zero eight, ready for start-up, using the air start unit.

After de-icing, the protection only lasts for a limited time, called the holdover time, and ours ends in four minutes. The snow is getting heavier, so it may end even sooner. The controller told us we are number four for departure with about eight minutes to wait, which is longer than our holdover time. If we waited, we could not be sure that the wings were clean at take-off, so we decided to go back to the de-icing pad. The tower will give us a taxi route to the pad, and we will inform the passengers about the extra delay. After the second treatment, we will ask for a new position in the departure sequence.