第六章 紧急通话情况

441. The air conditioning system has malfunctioned.

442. We have only one air conditioning pack operational. Request a new cruising level below FL300.

443. All our air conditioning packs have malfunctioned. Request rapid descent to MEA.

444. We had a malfunction of one air conditioning pack. Request descent to a lower level.

445. We have lost electrical power to the cabin air compressor. Request immediate descent to 10,000 feet.

446. We just had a smoke emergency. We need to depressurize the airplane to let in fresh air. Request rapid descent to 8000 feet.

447. We have unusual smell from air conditioning packs. Request stop climb at 7000 feet.

448. Many passengers are suffering from smoke inhalation. Request medical assistance on arrival.

449. Our pressurization system has malfunctioned.

450. We have difficulty in controlling the cabin pressure.

451. We have a cabin altitude problem.

452. Our cabin rate of climb has red-lined. Request immediate descent.

453. We have a slow cabin decompression. Request immediate descent.

454. Our cabin altitude at one time had reached 16000 feet. Some passengers have symptoms of hypoxia.

455. We are now depressurized and will fly a more shallow descent profile.

456. Request descent rate less than 500 feet per minute due to unpressurized cabin.

457. We are now ventilating with ram air. It is best that our rate of descent does not exceed 600 feet per minute.

458. We have a problem with the avionics ventilation system.

459. We have an avionics ventilation problem. The skin heat-exchangers and blower fan have failed.

460. The avionics ventilation is unserviceable. Request diversion to the closest suitable airport.

461. We have severe vibration coming from the avionics ventilation fan.

462. There are unusual noises coming from the avionics bay.

463. Our FMS has malfunctioned. Request radar vectors.

464. Request further climb due wind-shear.

465. Unable to maintain altitude, request leaving RVSM airspace.

466. We cannot make RNP approach due equipment.

467. Our navigation accuracy is low. Request to climb to minimum safe altitude.

468. We have a navigation map shift, unable to perform the RNAV approach. Request radar vectors.

469. Inertial reference system has failed. We are navigating on raw data. Request conventional approach.

470. The Morse code for the VOR is different from the approach chart. Confirm the VOR is fully operational.

471. The ILS signal seems to be very unstable. Did any other pilot report a similar situation?

472. The approach lights for Runway 36L are a bit different from those shown on the airport diagram.

473. The flight path is unstable. Going around.

474. We made a missed approach due to unstable ILS signals.

475. The ILS signal was unstable. Request approach to another runway or request another type of approach.

476. The DME indication is not correct. Confirm the DME is still in service.

477. We have lost our flight plan after a flight management computer reset.

478. We need a few minutes to reprogram the flight management computers. Request radar vectors.

479. We need to reconfigure the flight management computers for approach. Request holding instructions.

480. We are now flying with basic navigation due to systems failure. Request radar vectors.

481. We have multiple failures on the inertial reference system. We are no longer able to fly oceanic route. Request return for landing.

482. We do not meet GPS approach requirement due to flight crew qualifications.

483. Our Airline policy does not allow us to perform CAT IIIC approach.

484. Our operations manual forbids this procedure.

485. Our Aviation Authority does not permit this procedure.

486. We are unable to conform to the noise abatement procedure due performance.

487. We are not qualified for CAT IIIB approach and auto-land. Request diversion.

488. Our VHF number One receiver has failed. We are no longer monitoring 121.5.

489. All stations, transmitting blind due to receiver failure.

490. All of our VHF transmitters have failed, now transmitting on HF radio. Please respond.

491. Our SELCAL has malfunctioned. We will continue monitoring your frequency.

492. We are receiving an ELT signal on 121.5.

493. We are picking up a broadcast signal on 121.5.

494. Our satellite phone is unserviceable. We are unable to call company operations.

495. Our data-link has malfunctioned. Request re-release the flight plan by voice.

496. Our data-link has malfunctioned. Request ATC clearance by voice.

497. My apologies, I wasn’t aware the boom mike was transmitting.

498. Sorry for blocking the frequency due microphone jammed.

499. We have an electrical failure.

500. One of our generators has failed. At present moment, we are still able to continue to our destination.

501. Request diversion to the nearest suitable airport due AC BUS failure.

502. We are not supplying power to our DC BUS. Request priority landing.

503. We have a problem with the aircraft battery. Request priority landing.

504. One of our transformers has failed. I’ll let you know if a diversion is required.

505. Electrical system has a serious malfunction. Request radar vectors to an airport that’s within 20 minutes of flight time.

506. We are operating with only the emergency generator. Request track direct to final, Runway 26.

507. We are flying with batteries only. Is there any airport available within 25 minutes of flying?

508. If there is no airport within 100 miles, we have to make a forced landing.

509. We have less than 10 minutes of battery power left. We are preparing for ditching procedure.

510. We have switched off most of our electrical systems for smoke procedure. Request vectors for a long final, Runway 15.

511. We have cut off the electrical system to the cabin and the onboard fire is under control.

512. We had an electrical fire from the galley, now extinguished. Request return to land.

513. There was a fire from the avionics bay. Request radar vectors for final.

514. We have had a bird strike. Our windshield has cracked.

515. The windshield suddenly had electrical arcing. We need to pull the circuit breakers and delay the approach.

516. The cockpit side window is not sealed properly. Request reduce to minimum speed and descend to 4000 feet.

517. We had to go around due pilot seat moving. We’ll try to reset the circuit breaker before making another approach.

518. We have already discharged the engine extinguishers. The fire warning light is still on. Do you have a visual on our left engine?

519. We cannot extinguish the engine fire. Request priority landing and emergency services on arrival.

520. We have an APU fire warning. Can you verify if there is smoke coming from the back of the plane?

521. The APU fire seems to be extinguished. Request fire trucks on standby and stairs vehicle to disembark the passengers.

522. The APU is still on fire. We are evacuating. Request emergency services.

523. We had a cargo smoke warning. Advise the ground handlers NOT to open our cargo door until the passengers have all disembarked.

524. A passenger ignited the lavatory waste bin. Advise the airport police to await our arrival.

525. We have smoke coming out of our avionics bay. It is out of control. Request proceed direct to final and cancel all speed restrictions.

526. We have smoke coming from our avionics bay. We are evacuating. Request fire trucks.

527. We have smoke coming from our avionics bay. We are disembarking the passengers.

528. Request descent to 10000 feet to ventilate the aircraft due smoke.

529. We had emptied most of our fire extinguishers, but the cabin fire is still on.

530. We are having flight control problems.

531. Our flight control computers are not functioning well. We are having difficulty maintaining level flight, unable RVSM.

532. Our pitch control has malfunctioned. We cannot move the elevators. We are flying the airplane with only trim.

533. The aircraft has a tendency to roll to the right. I need additional airspace to maneuver.

534. We have finished the checklist but still cannot retract some of the speed brakes. Request the longest runway for landing.

535. We cannot fully extend the flaps. Request the longest runway for landing.

536. We have asymmetric flaps. Airplane is rolling to the left. Request holding to solve the problem.

537. Request high speed approach. Part of our flight control surfaces have separated from the wing.

538. Request immediate climb above the minimum safe altitude to perform the checklist due to run-away trim condition.

539. Request vectors for long final. We are controlling the airplane with mechanical backup.

540. Request return to FL250.We just had an air-upset situation and lost a lot of altitude.

541. We have a problem with yaw damping. The aircraft is oscillating severely. Request diversion.

542. We have lost electrical power to some of the flight control actuators. Request delay our descent to perform checklist.

543. Some of our fuel pumps have low pressure. Request descent.

544. We have a problem with fuel temperature. Request holding position on the taxiway.

545. We are leaking fuel slowly. Request diversion.

546. We have a severe fuel leak situation, unable to reach the closest airport. You can expect us to make a forced landing near our present location.

547. Our cabin crew reports that we have fuel leak from the right wing. Request diversion to closest suitable airport.

548. We have already shut down engine Number One, but it is still leaking fuel near the pylon. Request emergency services.

549. The ground crew reports that we are leaking a bit of fuel from the bottom of the right engine nacelle. We are delaying taxi.

550. We need to continue to run the engines at our present location for a few minutes, will advise you shortly.

551. The ground crew reports that we are leaking a significant amount of fuel from the bottom of Number Three engine. We have just shut it down.

552. The fuel leak has stopped. But if a fire starts at any time, I will order an evacuation.

553. We have leaked a large amount of fuel onto the apron. Request fire trucks on standby and the stairs vehicle to disembark the passengers.

554. We might have a fuel leak near the wing root. Request fire trucks on arrival.

555. We have fumes in the cabin, possibly due to a fuel leak. We are anticipating an immediate evacuation after landing.

556. We are evacuating. Advise emergency personnel that fuel odors are still present in the cabin.

557. We are too heavy for landing. Request fuel-dump at the fuel dumping area.

558. Request climb for dumping fuel and vectors to the fuel dump zone.

559. We need about 18 minutes to jettison fuel before coming in for the approach.

560. We cannot shut off the fuel dump valve. Request radar vectors for short final, Runway 17.

561. We are indicating fuel filter clog. Request descent and to maintain high speed.

562. Our left engine failed due to fuel starvation.

563. We are near the freezing temperature ofjet fuel. Request descent to FL 390.

564. We suspect there is contamination in our fuel tanks.

565. One of our hydraulic systems has exceeded temperature limits.

566. We have shut down one of the hydraulic systems.

567. The backup hydraulic system is operational but we still want to divert.

568. Our hydraulic systems have a malfunction. Request descent to lower levels to extend flaps in advance.

569. Our hydraulic fluid is dangerously low, possibly due to a leak. Request descent to lower levels to extend flaps.

570. Two of our hydraulic systems have failed. Request immediate diversion.

571. Our ram air turbine is not providing any hydraulic pressure. We are still operating on one hydraulic system only. Request diversion to the nearest suitable airport.

572. Request the longest runway and vectors for a wide downwind due to hydraulic failure.

573. We still have only one hydraulic system. Request the longest runway for landing.

574. Our left engine anti-ice system has failed. Request immediate climb to leave the icing area.

575. We must descend immediately to exit icing conditions. Our right engine bleed air has failed.

576. Both our windshield heating systems have failed. Ice is obstructing our view. Request latest airport weather.

577. We had electrical arcing on the windshield and pulled the circuit breakers according to the checklist. Will advise when ready for approach.

578. We performed the missed approach because my windshield wiper became inoperative and I could not see very well.

579. Our pitot static heating system has failed. We might have an altitude error.

580. We made the overshoot because of a stall warning, probably caused by a defective angle of attack probe.

581. I had to abort takeoff because I didn’t receive any airspeed indication.

582. We have an error in our airspeed. Request to climb to minimum safe altitude.

583. We have master warning lights in the cockpit. Request landing at the nearest suitable airport.

584. We have a master caution. I will notify you if a diversion is required.

585. Some of our instruments are not indicating correctly. Request level off to perform checklist.

586. Two of our display units have failed. We are no longer RNP qualified. Request diversion.

587. We made the go around due to navigation accuracy downgrade.

588. We made the go around due to FMS position error.

589. We made the go around due to map drift on our navigation display.

590. We made the go around due to GPS error.

591. We made the go around due to lateral deviation exceedance.

592. We made the go around due to CDU failure.

593. We made the go around because we exceeded the vertical deviation limit.

594. We no longer have altitude warning. Request leaving RVSM airspace.

595. We have autopilot disconnection. We are no longer RVSM qualified. Request leaving RVSM airspace.

596. Our landing capability has degraded. Request terminate our approach.

597. Request to climb to minimum safe altitude due to malfunction of navigation computers.

598. We performed the go-around because we had a ground proximity warning.

599. We have conflicting traffic at one o’clock, 6 miles, descending. Request heading 130 for avoidance.

600. We have conflicting traffic at eleven o’clock, 8 miles, climbing. Request vectors for avoidance.

601. Traffic at our twelve o’clock, 10 miles, climbing. Should we expedite our descent to cross altitudes?

602. Unable, TCAS RA.

603. We are clear of conflict. Request further instructions.

604. About twenty passengers and crew members were injured during the TCAS maneuver. Request diversion and medical assistance on arrival.

605. We are having abnormal engine indications. Request to reduce speed to 250 knots.

606. Our engine parameters are unstable. Request stop climb at FL220.

607. Our oil pressure reading is lower than normal. Request hold at present position.

608. The oil temperature is higher than normal. We are monitoring other engine parameters.

609. Engine indicates high EGT at idle power setting. We need to have partial thrust in the descent. Request an early descent.

610. We are reading high engine vibration. Request to delay takeoff.

611. Cabin altitude is increasing abnormally. Request to level off.

612. Our instruments indicate excessive high cabin altitude.

613. Our instrument indicates abnormal cabin pressure differential.

614. Our fuel endurance is 48 minutes. We must leave the hold otherwise we will be at minimum fuel.

615. Cockpit oxygen cylinder pressure is low. Request to return for landing.

616. We are holding at present position. It appears one of the over-wing exits has unlocked.

617. It seems some of the spoilers cannot be retracted. We have to re-calculate our landing distance before we start our approach, standby.

618. We have an indication that the nose wheel did not extend properly. Request low pass for visual check.

619. We have lost our braking. We used thrust reversers to stop the aircraft. Request ground services to chock the nose wheel.

620. Our brakes have seized. The tyres might burst during touchdown. Request fire trucks on arrival.

621. We made the go-around because our landing gear wouldn't extend normally. Request holding pattern to perform checklist.

622. We have exhausted all options. We will land without the nose gear fully locked.

623. We cannot extend the left landing gear. Request foaming the runway.

624. Request diversion to a nearby airport with foaming capability.

625. We applied maximum braking when we rejected takeoff. Request fire services to escort the aircraft back to the apron.

626. The tyres are deflated. We will have to hold at present position for maintenance inspection.

627. I think we blew a nose wheel tyre. Request holding position.

628. We no longer have airspeed and altitude on our primary displays.

629. We have errors with our navigation. Request radar monitoring.

630. Our inertial reference system has failed, unable GPS approach. Request ILS or VOR approach.

631. We made the go around because the GPWS warning was triggered.

632. We have to recalibrate our instruments. Request to level off and maintain heading.

633. Our ADS-B transmitter appears to be malfunctioning. Terminating further ADS-B transmissions.

634. ADS-B equipment degradation, will advise when able to resume operations.

635. GPS unreliable, terminating ADS-B transmissions.

636. Our ADS-B has malfunctioned. Is there any weather advisory at our destination?

637. We made an overshoot because our ADS-B indicated a possible runway incursion.

638. We made a go-around due to head-up display problem. We’ll inform you when we are ready for the approach.

639. Our airspeed is unreliable. Request climb to minimum safe altitude to perform checklist.

640. Our airspeed is unreliable. Request radar vectors for long final.

641. We made the go-around because the radio altimeter triggered flare mode.

642. Our weather radar has failed and we are in IMC. Request return for landing.

643. Our weather radar has malfunctioned. What is the highest available level for cruise?

644. Our weather radar has failed. How did the preceding aircraft deviate from the weather?

645. We do not have that route in our database. Which heading should we maintain for now?

646. We do not have that runway in our database. Request delay our descent while we program the CDU.

647. We have a navigation malfunction. Request diversion to a suitable airport that has less complex terrain.

648. Our oxygen pressure is dropping rapidly. Request to fly heading 050 and descent to FL180 to escape from the mountainous area.

649. The NOTAM says the ILS is unserviceable, but we are still picking up the Morse Code, confirm it is still in operation.

650. We have an engine failure. Following ETOPS procedure, request descent to FL200, maintain high speed and proceed direct to alternate airport.

651. We cannot provide oxygen to the passengers as we are not sure where the smoke is coming from.

652. Many passengers have suffered from smoke inhalation. Request medical services.

653. There was heavy smoke in the cabin before we ventilated the aircraft. Request medical assistance for passengers after landing.

654. The aircraft is depressurized. We are descending. Confirm 10,000 feet is enough to clear terrain until we reach our alternate.

655. We are no longer getting bleed air from the right engine. Request immediate descent to leave the icing area.

656. Our APU bleed air malfunctioned during engine startup. We are calling the ground staff, standby.

657. We are expediting descent to enable a windmill startup. Request further descent.

658. We are unable to restart engine number one with bleed air. Request high speed for a windmill air start.

659. Both engine bleed air systems have failed and we are relying on APU bleed for air conditioning. Request descent to 14, 000 feet.

660. We have no bleed air coming from either engines or APU. Request rapid descent to 10,000 feet.

661. We are leaking bleed air. Request turn right heading 095 to avoid the icing area.

662. CPDLC has malfunctioned. We are reverting to voice communication.

663. Disregard my last CPDLC request for climb. We have a system problem and will maintain present level for now.

664. CPDLC terminated due to failure, reverting to voice communication.

665. We just had an APU fire warning, and discharged the fire extinguisher, Request visual check if there is smoke coming from our tail section.

666. Another aircraft has seen a lot of smoke coming from our APU. We are evacuating. Request emergency services.

667. We are at bay15. We have an APU fire. Request fire services.

668. We have a generator failure and cannot start our APU at this altitude. Request descent to perform APU startup.

669. A passenger has opened an over-wing emergency exit. The slide has deployed. Request to cancel our slot time.

670. A passenger tried to unlock the cabin door in flight, the cabin crew restrained him. Request airport police on arrival.

671. We have an abnormal noise coming from one of our cabin doors. Request rapid descent to 5000 feet.

672. Smoke is coming from the cabin floor. We are performing an evacuation. All slides have been deployed.

673. We had a smoke warning from the forward cargo hold. We are evacuating.

674. We have a cargo smoke warning. We are disembarking passengers. Request fire services.

675. We have smoke coming from our avionics bay. Advise the fire fighters that it might be an electrical fire.

676. The cockpit windshield has cracked. Request descent to FL220.

677. The windshield is cracked on the outside. Request descent.

678. Neither of us can see through our windshield. Does your airport permit auto-land?

679. Our thrust lever is not responsive. We cannot reduce thrust on engine Number One. Request holding.

680. Our engine control has malfunctioned. We cannot get much thrust. Request immediate descent.

681. We have a thrust reverser opened in flight. We cannot maintain this level. Request immediate descent.

682. We still cannot retract the thrust reverser. Our approach speed will be higher than normal. Request vectors for the longest Runway.

683. We aborted takeoff due loss of engine oil pressure.

684. We have an engine oil leak. Request diversion.

685. We have a low oil pressure warning from engine Number Two. Request diversion.

686. Engine Number One has a temperature problem. Request holding to perform checklist.

687. Our EGT continues to be above the maximum limit. Request descent. We might shut down engine Number Two shortly.

688. We have performed our procedures but engine vibration still exists. Request diversion.

689. The engine vibration is now causing the airplane to shake violently. We are shutting down our engine Number Three.

690. We’ve made a visual inspection of engine Number Two from the cabin. The engine cowling has fallen off.

691. Engine Number Three has smoke coming out of the pylon section. We are evacuating.

692. Ground vehicle has collided with our engine nacelle. Maintenance work is needed before flight. Request cancel our airway clearance.

693. The Number Two engine has been shut down. We are no longer able to maintain level flight. Request descent to FL200.

694. The uncontained engine failure has caused parts of the fuselage to be damaged. Request emergency descent.

695. Our left engine has ingested FOD. We are shutting down engines and holding position.

696. There is a huge gaping hole in the aisle, somehow the cabin floor has been punctured. We are re-seating passengers. Request holding.

697. We have abnormal noise coming from the mid section of our fuselage, somewhere near the ceiling. Request descent and reduce speed.

698. We heard an explosion from the cabin. Request to stop climb.

699. We are unsure about the cause of the explosion. There are injuries in the cabin. We’ll give you an update as soon as possible.

700. Some passengers have cuts and burn wounds due onboard explosion. Request diversion and medical services upon arrival.

第七章 气象及其他现象

701. Ice is accumulating rapidly on the wings and fuselage. Request emergency descent to 6000 feet.

702. We are encountering moderate icing. Request immediate descent.

703. We made a diversion due to reports of freezing rain at our original destination.

704. We are on emergency descent due severe icing.

705. We are encountering clear ice. Request immediate right turn to heading 130.

706. Rime ice was reported by previous aircraft during approach.

707. We cannot continue holding in icing conditions. Request descent immediately and cancel speed restrictions.

708. We have a “Wind-shear Ahead” warning message. Request to delay takeoff or change to another runway.

709. We have a “Wind-shear Ahead” warning. Request to delay our approach.

710. We made the go around due to wind-shear warning.

711. We have received information of a new volcanic eruption. Will it affect our route?

712. We are unsure of our position due heavy fog. We are holding position.

713. We had a rapid airspeed decay due turbulence. Request immediate descent to FL390.

714. We had to descend immediately due to wind-shear at our cruise level. We didn’t have time to request descent as the frequency was busy.

715. The airplane began to buffet when climbing through FL380. We had to stop climb immediately to increase airspeed.

716. We are flying near our maximum altitude. We cannot maintain airspeed in this turbulence. Request immediate descent.

717. I apologize for the level bust, but we needed the altitude loss to recover from wind-shear.

718. We encountered heavy rain and had a temporary flame out on our right engine. Request immediate climb.

719. We won’t have to deviate if you allow us to climb to FL430.

720. The thunderstorms will last for about 40 minutes according to the weather update. Request diversion.

721. We have encountered severe clear air turbulence. Request immediate descent.

722. Request a general heading of 050 due to multiple cells ahead.

723. We have stopped on Runway 23 and will remain on the runway due heavy fog. I say again, we are still on the runway.

724. There is heavy drifting fog. We think it is no longer safe to taxi.Request to hold at present position.

725. Frontal weather is quickly moving in from the west. If the holding is more than 10 minutes, we will have to divert.

726. We made the go-around because strong convective currents on short final made our approach unstable.

727. There was temperature inversion when we descended through 3000 feet. Our airspeed dropped suddenly by 25 knots.

728. We performed the missed approach below the minimum because of advection fog. We could no longer see the runway lights.

729. The latest weather says that frontal weather and freezing rain is now stationary over the airport. Request diversion.

730. We can’t find any gaps for at least 100 miles in the squall line covering our arrival route. Request diversion.

731. We can see dust swirls approaching the airport and we’re concerned about low level wind-shear. Request holding.

732. The latest SIGMET says a super-cell thunderstorm is developing at our destination. Is our flight affected?

733. Request to continue our flight. Our ETA is in two hours and maybe the airport will have the runways cleared of snow by then.

734. We had to make a quick heading change due ice pellets. You didn’t answer our request so we squawked 7700 and made the heading change.

735. We were struck by hail. Our airframe is severely damaged. Request emergency services.

736. We have just encountered a lightning strike. Some of our instruments have erroneous indications. Request diversion to the nearest suitable airport.

737. We have had a lightning strike. So far no system seems to be affected. We will continue to our destination.

738. Roger heavy rain. Request to terminate our approach.

739. Request to cancel our approach. The runway is not long enough and there are water patches.

740. Request to cancel our approach. Braking action is poor and we’re concerned about hydroplaning during rollout.

741. Request holding instructions. We’ll attempt another approach when the rain showers become lighter.

742. We have received reports of freezing rain ranging from ground up to 5000 feet. Request diversion.

743. We have observed blowing sand in the vicinity of the airport. How long will this last?

744. A sandstorm is forecast to reach the airport within 20 minutes. We won’t get airborne by then. Request cancel startup and tow back to the gate.

745. Heavy blowing snow is expected to last for another 30 minutes. Request to terminate approach and holding instructions.

746. Runway is covered with patches of ice. Braking action is medium to poor.

747. Ice patches are covering the runway mostly along the runway edge. Uncontaminated runway width is about 30 meters.

748. A dissipating thunderstorm is ahead of us. We are near the zero-degree isotherm. Request deviate an additional 10 miles to the right.

749. We have a visual on a tornado at our 10 o’clock, about 2 miles. Request immediate right turn.

750. The weather forecast says that the typhoon along our route will be intensifying. Request change our airway clearance.

751. The hurricane has gathered in strength and will affect all airports at the south coast. Request diversion.

752. A Pilot overflying reported seeing virga above the runways. Request to terminate our approach.

753. Request immediate one eighty turn to the right due volcanic ash.

754. We have entered volcanic ash. Our radios and engines are not working properly, now heading 235, and descending to FL 220, squawking 7700.

755. We are landing into the sun in heavy haze. Can you turn on the approach lights to maximum intensity?

756. Lining up Runway 35. Runway lights are too bright. Request to dim the runway lights.

757. There are red lights ahead of us. Confirm taxi instructions.

758. There is an obstruction ahead. Confirm taxi instructions.

759. The NOTAM says this part of the taxiway is closed during this period, please verify.

760. The follow-me vehicle is leading us to taxiway L3. Our wings will not clear the other airplanes on this narrow taxiway. We are stopping.

761. We are stopping. The ground marshaller is still guiding us in, but I think my engine will hit the boarding bridge if we taxi any further.

762. We are stopping taxi. The boarding bridge is not at its designated position.

763. We are shutting down our engines. There are boxes blown by the wind toward our aircraft.

764. We had difficulty starting up our engines due strong tailwind. Request to change our pushback position facing west.

765. Another aircraft has collided with us. I’ll command an evacuation as soon as we both turn off our engines.

766. The tow bar has been bent. Our maintenance crew will inspect our nose wheel. Holding position.

767. The tug has swung around and collided with our forward fuselage. We are shutting down engines. Request stairs vehicle and shuttle bus.

768. A catering truck collided with our aft fuselage. There are fumes in the cabin and we are quickly disembarking all passengers. Request fire services.

769. The flaps were extended inadvertently and hit the fuel truck. We are disembarking all onboard personnel. Request fire services.

770. Our airplane nose has now lifted off the ground due to improper load and balance. Request ground maintenance.

771. We have discovered leakage of dangerous goods in the cargo hold. Can you alert hazardous material specialists?

772. Our cabin crew will direct all passengers to stay outside the runway after evacuation.

773. The outer main landing gear might have rolled over runway lights when we made the one eighty turn. Request personnel to inspect.

774. We have a suspicious bag on board. Request bomb squad.

775. The passengers are evacuating. The bomb is still on board.

776. A passenger has assembled a bomb in the lavatory. He is making threats. Request emergency services.

777. Request a remote apron for parking our aircraft due bomb on board.

778. We have had a tail strike. Request to stop climb at 3000 feet and return for landing.

779. We have veered off the runway due asymmetric thrust. We are evacuating. Request emergency assistance.

780. We cannot get good climb profile due engine problems. Request maintain runway heading.

781. We made a very hard landing. We’ll need maintenance inspection before our next flight. Suggest you check the runway touchdown zone.

782. The center of gravity is disturbed. We will relocate passengers prior to approach. Request holding.

783. Request a large airspace to maneuver due flight control problems.

784. My apologies for the deviation due the wrong altitude setting. Request further instructions.

785. My apologies for the level deviation. We were caught in a strong updraft.

786. We used too much speed brakes and penetrated our level. Did we cause any conflict?

787. We were not informed of a frequency change. I will now monitor your frequency.

788. Unable visual approach due company policy. Request radar vectors.

789. Unable circling approach due company policy. Request diversion.

790. Are we being vectored too close to the parallel aircraft?

791. Is the preceding aircraft crossing our altitude?

792. I can read you, but I’m not sure you can hear me. I will squawk ident to comply with your instructions.

793. I see wildfire at my 10 o’clock, about 8 miles.

794. I have heard an aircraft in distress but no one’s responding. I can help relay his message.

795. Message relay: The aircraft in distress will ditch in the ocean. His present coordinate is One Eight Degrees, One Five Minutes, North, One Six Zero Degrees, Five Two Minutes East.

796. The aircraft in distress says he will attempt to force land in an area about ten miles Northeast of his position.

797. Request offset 10 miles left to avoid the reported strong downdraft.

798. Request diversion. The latest weather at our destination suggests snow storm will last for 5 hours.

799. Our radar shows a strong echo from the thunderstorm ahead. Request immediate right turn to avoid it.

800. Request immediate one-eighty turn to the right due to possible hail ahead.