Occurrence reporting Flashcards
When you were at a foreign airport and your aircraft was at the holding point Alpha for runway 25, ATC were communicating with other aircraft in the local language which you could not understand. You were instructed and given clearance to line-up and take off runway 25. An expeditious line-up, followed by rolling take off was executed. ATC then instructed you to stop, which took some seconds to comply with due to the instruction not being very clear. Take-off was rejected after reaching 65 knots, runway was vacated and brakes were cooled. ATC had ordered the rejected take-off due to a B737 about to land on an intersecting runway ahead.
We were waiting at the holding point Alpha for runway 25. ATC gave us line up and take off clearance. Meanwhile ATC was communicating with other aircraft in the local language which I couldn’t understand. During takeoff roll, ATC instructed us to stop. We rejected the takeoff at 65 knots, and we vacated the runway. ATC advised us that the takeoff was rejected due to a Boeing 737 about to land on an intersecting runway.
After departing Runway 16 your aircraft was cleared to climb to FL280. When passing FL117, ATC instructed you to maintain FL110 on reaching, but no reason was given for this action. You called ATC to confirm instruction whilst your TCAS showed an aircraft above descending. You disconnected Autopilot and descended to FL 106 at which point the other aircraft was indicating 800 ft above and still descending.
We were climbing to FL 280. ATC instructed us to maintain FL 110 while passing FL 117 without giving any reason. We noticed a descending aircraft on TCAS. Immediately we disconnected autopilot and descended FL 106. When we reached FL 106, other aircraft was still descending 800 feet above us.
Your aircraft was established on ILS approach for runway 09. You were instructed to reduce speed to 150 kts and than at 8nm to minimum approach speed. Clearance to land was given quite early. After landing ATC instructed you to expedite vacating runway at Exit 15 due to aircraft close behind. You had just vacated the runway when the landing B737 passed close behind you during its landing roll. You are sure the B737 landed whilst you were still on the runway 09. ATC were talking to the B737 in the local language which you could not understand.
We established ILS approach for runway 09. ATC instructed us first to reduce the speed to 150 Knots, and then at 8 miles to minimum approach speed. We received clearance quite early. After we landed ATC instructed us to expedite vacating runway at exit 15 due to close aircraft. When we had just vacated the runway, landing aircraft passed close behind us I am sure that Boeing landed on the runway when we were still on the runway. ATC was talking to landing aircraft in the local language which I couldn’t understand.
During approach into a foreign airport, at altitude 3300 feet, you requested ATC to fly overhead the field, to visually position left base for runway 21. This was approved by ATC who told you, that you were No. 1 and cleared to land. When you were over the airport at 1500 feet, a military jet fighter was observed in your 11 o’clock position. A few seconds later a TCAS Resolution Advisory was received on board your aircraft. You informed ATC, who after a moment told you, that you were No. 2 to land. Instructions to the jet fighter were in the local language which you did not understand.
We were at 3300 feet and asked for flying overhead and left base visual approach for RW 21. The tower approved our request. While we were at 1500 feet, we recognized a military aircraft at our 11 o’clock and at the same time, we received RA from the TCAS. We reported this to the tower. The tower and the military aircraft talked to each other in native language which I couldn’t understand. After than the tower told us that you are number two for landing.
You were flying your aircraft on final approach, 5 nm behind a B747. ATC instructed an A320 on the ground, to line up after the landing B747. You saw the B747 in front land, and immediately after, the A320 taxi from the holding point, to line up on the threshold. You questioned the ATC about the lining up Airbus, but the ATC instructed you to continue your approach. Soon after, ATC then instructed you to go around from 400 feet before the A320 commenced take-off roll.
We were on a final approach 5 miles behind a Boeing aircraft, we saw an Airbus which was taxiing from the holding point to line up on the threshold, was following the landing Boeing aircraft. We immediately instructed ATC about the lining up Airbus. But ATC instructed us to continue our approach. Soon after ATC instructed us to go around. As a result we went around from 400 feet before the Airbus commenced takeoff roll.
You were flying into a foreign airport and you were cleared to make an ILS approach on RW 12. During the approach, you called the ATC at the “Outermarker” and again at 2 nm, but there was no acknowledgement from ATC. At approximately 450 feet a light aircraft was observed in your 2 o’clock position at the same level, passing right to left. You estimated that the flight path of your aircraft was converging with the light aircraft. Due to local language being used and no word from ATC you were unsure of the traffic situation and decided immediately to initiate a go around.
We were cleared to make an ILS approach runway 12. During the approach, we didn’t get any acknowledgement from ATC at the outer marker and again at 2 miles. At 450 feet we observed a light aircraft in our 2 o’clock position at the same level in a collision course. Due to no word from ATC and local language being used we decided immediately to initiate a go-around in order to prevent collision.
You were at a foreign airport and given clearance to line up and wait RW 32 Right. The instruction was read back and you entered the RW. On lining up, an aircraft was seen turning onto a final approach at approximately 4 miles. Your TCAS was showing an inbound aircraft at 2 nm and plus 500 ft. You had not received your take off clearance. Your pilot non flying transmitted to the ATC that your aircraft was lined up on 32 Right with landing traffic 300 ft behind. There was then a transmission in the local language and approximately 20 seconds later the approaching aircraft, a B737, flew directly overhead between 100 and 200 ft and landed about 600 metres ahead.
We were at a foreign airport and given clearance to line up RWY 32. While entering the runway we recognized an aircraft on final approach around 4 nm, however on TCAS inbound aircraft was on 2nm and plus 500 ft. Meanwhile pilot non flying transmitted to the ATC we were lined up on 32R. Shortly after a transmission in local language a B737 flew directly overhead between 100 and 200 ft and landed about 600 metres ahead.
You were on approach at a foriegn airport and were handed over, from approach to tower, at 6 DME. At 4.5 DME tower instructed you to continue approach. At 1.2 DME and passing 300 feet you checked with tower and you were told again to continue. At 200 feet AGL (your Decision Height) you were visual with the runway and observed a vehicle in the touch down area rapidly vacating the runway. At 150 feet the vehicle was clear of the runway and you were then ‘cleared to land’. Conversation between the tower and vehicle was in the local language and the tower did not advise you at any time concerning the presence of the vehicle on the runway.
Today, when we descent for landing to foreign airport, everything was normal and we were cleared to approach. We passed the 1.2 DME at 300 feet and continued to decision height. At this moment I saw a vehicle crossing the runway. But we didn’t have any information about vehicle and we were surprised. Since tower and vehicle communicated in local language, we understood nothing.
You were instructed to line up on RW 24 Right behind a landing King Air aircraft. Shortly afterwards, another light jet aircraft reported on finals for RW 24 Right, and advised it would need the full length of the runway. The King Air was slow to vacate the runway, and by the time it had vacated, your aircraft was cleared for take off and commenced the take off roll. The light jet aircraft was instructed to land after your aircraft departed. You were half way down the runway 24 during the take off roll, when the light jet aircraft passed you on your starboard side. It appeared that the pilot of the light jet decided to do a go around at the last moment.
You were at the holding point R/W 27 for departure. You advised the Tower that you would need more time to complete checks. The tower immediately instructed you to line up. Tower also advised you that another aircraft was on approach approximately 14 nm out. When the checks were completed, you were given the take off clearance. You then commenced your take off roll, and had only moved forward 15 metres when ATC told you to stop. You acknowledged the instruction and informed ATC that you were aborting the take off. Immediately afterwards the ATC informed the other traffic on approach to go around. You believe the original traffic information given by the ATC concerning the position of the approaching aircraft was incorrect - the other aircraft was in fact much closer!
You were at the holding point R/W 27 for departure. You advised the Tower that you would need more time to complete checks. The tower immediately instructed you to line up. Tower also advised you that another aircraft was on approach approximately 14 nm out.
When the checks were completed, you were given the take off clearance. You then commenced your take off roll, and had only moved forward 15 metres when ATC told you to stop.
You acknowledged the instruction and informed ATC that you were aborting the take off.
Immediately afterwards the ATC informed the other traffic on approach to go around.
You believe the original traffic information given by the ATC concerning the position of the approaching aircraft was incorrect - the other aircraft was in fact much closer!
When we were at the holding point runway 27 for departure. We advised tower that we need more time to complete the checks. The ATC instructed us to line up and another aircraft on approach approximately 14 miles out. As soon as we completed the checks, clearance was given for takeoff. However, ATC instructed us to stop after moving toward 15 metres. We followed the instructions and aborted the takeoff immediately. ATC informed the other traffic on approach to go around. We believe that the previous given position of the approaching aircraft was incorrect.
Whilst flying in Japan, a European airliner was cleared to maintain 7000 ft on QNH 992.
Japan uses altimeter settings in inches of Mercury and not in hectopascals or milibars.
The commander, knowing this, asked ATC to confirm QNH 992 hectopascals, or did they mean 29.92 inches?
ATC replied “Climb 14000 ft on 29.92 inches”.
If the commander of the European airliner had set 992 hectopascals on his altimeter, the difference in altitude between 992 hectopascals and 29,92 inches would have been approximately 600 ft. This clearly would have had serious fligh safety consequences.
Please explain what happened and the flight safety implications? (60 sec)
The different use of altimeter setting in Japan would have caused serious accident.
The commander asks ATC to confirm QNH 992 hectopascals. ATC replies the call in inches of mercury. The difference would have been 600 feet and this could have cause an accident.
In regard to the commander’s request for confirmation of altimeter setting, do you consider the controller’s reply was correct or not? Please explain? (30 sec)
The controller replay was not correct. The controller would have misled the commander towards an accident. The controller should have replied in hectopascals.
