ICAO What Would You Do? Speaking Practice

If the vehicle stopped ahead, I would stop the aircraft and tell ground control what I could see. I would make a check of our position and say that the route was blocked. Then I would wait for the controller’s reply and watch the vehicle. If the driver moved away, I would report that and ask for the next instruction before continuing. I would not guess why it stopped.

The vehicle is stopped ahead on the taxiway. If a vehicle stopped on our taxi route, I would hold position and tell ground control our location and what we could see. I would keep the other pilot informed and ask for clarification if the intended route was uncertain. Once the vehicle was clear, I would report the change and coordinate the next movement. The response could change if the controller supplied a different instruction.

The vehicle is stopped ahead on the taxiway. My first response would be to keep the aircraft stationary and give ground control a precise account of the obstruction and our position. I would avoid attributing a cause to the vehicle’s stop and listen for the controller’s response. If the vehicle moved clear, I would report that change and establish the next instruction before moving. The key is to maintain a shared picture as the situation develops.

If the dark cloud was ahead on our route, I would discuss it with the other pilot and check the available information. We would ask the controller for a deviation if we needed one. I would listen to the clearance and read it back. While we were avoiding the cloud, we would keep watching the weather and tell ATC if our needs changed.

If the planned track appeared to lead into that dark cloud, I would assess the weather information with the other pilot and decide what deviation we needed. I would request it from ATC, read back the clearance and monitor the conditions as we proceeded. If the approved route became unsuitable, I would advise ATC promptly and coordinate a revised plan, following the applicable procedures.

I would treat the large dark cloud ahead as a reason to reassess the route, rather than assume its extent from the view alone. After reviewing the available information with the other pilot, I would request the deviation we needed and check the terms of any clearance. If the situation developed differently from expected, we would advise ATC and coordinate another option while continuing to monitor the weather.

A cabin crew member is beside the seated passenger. If the cabin crew told us that a passenger was unwell, I would ask what they knew about the person’s condition. I would discuss the information with the other pilot and ask the cabin crew to keep us updated. If we needed assistance, I would tell the controller what we knew and what we requested. Our next decision would depend on the information and the situation.

A cabin crew member is beside the seated passenger. I would ask the cabin crew for a factual update on the passenger’s condition and what help was available on board. The flight crew would consider the situation and the available options using the applicable guidance. If assistance on arrival or a change of plan were needed, I would tell ATC clearly what we required and continue to pass on relevant updates from the cabin.

The image shows someone being attended to, but it does not establish the nature or seriousness of the problem. I would ask the cabin crew what is known, what support is available and whether the condition is changing. The flight crew could then assess the options under the applicable procedures. If we needed assistance or a change of plan, I would explain the situation and our request to ATC without speculating about a diagnosis.

The pilots are looking at an instrument display together. If I saw an unusual indication before taxi, I would tell the other pilot and describe what I could see. We would check the applicable aircraft procedure and contact maintenance if necessary. If this delayed us, I would tell ground control that we were not ready. We would wait for the checks before deciding what to do next. I would not say the instrument had failed until we knew.

The pilots are looking at an instrument display together. I would first compare the indication with what the other pilot observed and consult the applicable guidance. If the issue required maintenance, we would describe the symptom clearly and ask for assistance. We would inform ground control if our readiness changed. The result of the checks, the applicable procedures and any advice from the responsible team would determine whether we could continue.

The pilots are looking at an instrument display together. An unexpected indication is a starting point, not a diagnosis. I would share the observation with the other pilot, consult the relevant procedures and involve maintenance as appropriate. If the investigation affected our departure, I would update ground control rather than leave them expecting us to move. Whether we continued would depend on the checks and applicable guidance; I would not infer serviceability from the display alone.

Rain is on the windows and the airfield is difficult to see. If the view became even worse, I would pay close attention to the traffic and follow the local procedures. I would give pilots relevant updates and coordinate with the other controller. If I was not sure about a position, I would ask for confirmation. I would check the information before giving the next instruction, because I would not want to make a guess.

Rain is obscuring the view of the airfield. If it became more restricted, I would apply the procedures for the conditions and reassess the traffic picture using the information available. I would coordinate with colleagues and pass relevant updates to pilots. If an aircraft or vehicle position were uncertain, I would establish it before issuing an instruction that depended on that position. The response would depend on the equipment and local procedures.

The rain has already reduced the outside view in this scene. If it deteriorated further, I would reassess the traffic picture, apply the unit’s procedures and coordinate closely with colleagues. I would use the information available without treating an uncertain position as confirmed, and I would communicate relevant changes to pilots. The exact response would depend on local arrangements, so a clear clarification is preferable to an unsupported assumption.

If the pilot read back a different altitude, I would correct the mistake clearly. I would repeat the altitude that I had given and use the aircraft call sign. Then I would listen to the new readback. If it was still not clear, I would ask the pilot to say it again. I would make sure we understood the same instruction before continuing.

I would address the aircraft by its call sign, indicate that the readback was incorrect and repeat the intended altitude. I would then listen carefully to the pilot’s corrected readback. If it still did not match, I would clarify again rather than assume the discrepancy had been resolved. The aim is to restore a shared understanding of the instruction.

A readback that differs from the clearance needs an explicit correction. I would identify the aircraft, state the correct altitude and listen to the response, repeating or clarifying as necessary. I would not treat an unclear acknowledgement as proof that the discrepancy had been resolved. If uncertainty remained, I would continue the exchange until the instruction was understood, while managing the rest of the traffic situation.

If I could not hear the new frequency, I would stay on the current frequency and ask the controller to say it again. I would listen to the complete number and read it back with the call sign. Then I would select the new frequency and make the first call. If I was still unsure, I would ask again rather than choose a number I had not heard.

I would remain on the current frequency and ask the controller to repeat the new one. After hearing it clearly, I would read it back with my call sign, select it and listen before making the initial call. If any part remained unclear, I would clarify it before changing frequency. Guessing could leave the crew unable to contact the intended station.

I would ask the current controller to repeat the frequency, then read it back in full with the call sign. Only once it was clear would I select it, listen and make the initial call to the next station. If the repeat were still ambiguous, I would say which part I had missed. That gives the controller a specific problem to resolve and reduces the chance of a misdirected handover.

If a colleague told me they were too tired to work, I would listen and take the concern seriously. I would ask what support they needed and encourage them to use the reporting procedure that applies to us. I would inform the appropriate person through the proper channel. We would discuss the next step rather than assume that the colleague could continue safely.

I would listen without dismissing the concern and discuss it with the colleague. If they felt unable to work effectively, I would help them use the applicable reporting process and involve the appropriate person. Any decision about duty would follow that process and the actual circumstances. A useful response is supportive and specific: establish who needs to know and what the colleague needs next.

I would take the report seriously, make space for the colleague to explain the concern and help them use the organisation’s reporting process. I would involve the appropriate person rather than make a private judgement on their fitness for duty. The outcome would depend on the circumstances and the applicable process. What matters in the conversation is that the concern is heard, documented as required and acted on without blame.