ATC Communication – Votre Concierge

Volcanic Ash Cloud — Diversion to HND

ATC-1

✈ SIN → NRT | DVT → HND

Volcanic Ash PIREP Diversion

📖 Scenario

En route from Singapore to Narita, ATC advises that the destination has been diverted to Haneda due to volcanic ash cloud (VA CLD) activity. The tops of the ash cloud are reported at FL300. As the pilot, you provide a PIREP to ATC and discuss avoidance strategy. You note that volcanic ash can reach up to FL300, so avoiding the upwind side is preferable.

ATC:JL712, be advised volcanic ash cloud reported in the NRT TMA, tops FL300. Destination revised to RJTT. Confirm able to accept HND.

PILOT:JL712, affirm, accepting RJTT. We have visual contact with the ash cloud, request deviation to the right, upwind side, to avoid volcanic ash.

ATC:JL712, deviation approved. Do you have any PIREP on the ash cloud?

PILOT:JL712, PIREP: volcanic ash cloud visible 30 miles northwest of RJAA, tops estimated FL300, extending from surface, avoiding by deviating right. No ash encounter at this time.

⚠️ Volcanic ash is invisible to weather radar. Only PIREP and SIGMET/NOTAM provide reliable warnings. Always avoid the upwind side — ash drifts downwind from the source.

💬 Examiner Q&A

1Is a 20-mile deviation enough to safely avoid volcanic ash?

Not necessarily. Volcanic ash dispersal depends on wind speed, direction, and eruption intensity. ICAO and most operators recommend a minimum of 50 to 100 nautical miles from the ash cloud boundary, and climbing above the ash tops if performance allows. A 20-mile deviation may be insufficient if winds are shifting.

2Why can you not simply climb above the volcanic ash cloud?

If the ash tops are at FL300, climbing above would require FL310 or higher. Aircraft performance may be limited at high weight, and ATC may have conflicting traffic at those levels. Additionally, thin ash layers can exist above the visible cloud tops undetected by weather radar.

3How does volcanic ash affect jet engines?

Volcanic ash melts inside the hot section of the engine and re-solidifies as glass on turbine blades and nozzle guide vanes. This causes engine flameout, compressor stall, and severe damage. The ash also abrades fan blades, erodes windscreens, and can block pitot systems. Even brief encounters can cause significant damage.

4If a volcanic island were erupting along your route, what actions would you take?

We would check the latest SIGMET and NOTAM for the volcanic ash advisory area, request the earliest possible deviation or route change from ATC, provide a PIREP, increase our distance from the source, and contact the company for updated routing. If ash is encountered, we would execute the volcanic ash encounter drill — throttle back, start APU, and exit the ash cloud.

Key Vocabulary

volcanic ash cloud VA CLD PIREP SIGMET upwind diversion ash tops engine flameout

Wind Shear PIREP — Go-Around at HND

ATC-2

✈ FUK → HND | ILS Z34L

Wind Shear Go-Around PIREP

📖 Scenario

You have been cleared for ILS Z RWY34L at HND. During the approach, a PIREP from a preceding Boeing 737 reports a 15-knot airspeed loss at 500 feet — a wind shear event. Tower issues a wind shear alert. You execute a go-around and receive vectors from Approach. ATC then requests your PIREP to pass to following traffic.

TWR:JL315, PIREP from preceding B737: 15-knot airspeed loss at 500 feet. Wind shear alert, wind shear on final. Cleared ILS Z runway 34L.

PILOT:JL315, acknowledge wind shear alert, continuing, ILS runway 34L.

⚠️ Airspeed loss of 15kt at 500ft — crew executes go-around.

PILOT:JL315, going around, encountered wind shear, 15-knot loss at 500 feet.

TWR:JL315, roger, fly present heading, climb and maintain 3,000 feet. Contact Approach 119.7.

PILOT:Present heading, climbing 3,000, contacting 119.7, JL315.

APP:JL315, Tokyo Approach, direct UTIBO, climb and maintain 5,000. Do you have a PIREP for the wind shear?

PILOT:JL315, direct UTIBO, climbing 5,000. PIREP: wind shear on ILS 34L final, 15-knot airspeed loss at 500 feet, associated with go-around.

💬 Examiner Q&A

1Have you ever experienced wind shear? What happened?

Yes. On final approach, the airspeed suddenly dropped 15 knots and the aircraft began to sink below the glidepath. We applied go-around thrust immediately, reconfigured, and executed the go-around. We reported the event to ATC as a PIREP to alert following traffic.

2Why is a 15-knot airspeed loss at 500 feet particularly dangerous?

At 500 feet on final, the aircraft is close to the ground with limited altitude to recover. A 15-knot loss reduces lift and causes the aircraft to sink rapidly. The pilot must react immediately with go-around thrust. Delay of even a few seconds can result in controlled flight into terrain or a hard landing short of the runway.

3What is a wind shear escape maneuver?

The wind shear escape maneuver involves applying maximum available thrust simultaneously with a pitch increase to the go-around attitude, as per the aircraft's QRH or normal procedures. We do not retract flaps until safely clear of the ground. The pitch target varies by aircraft type — for the 787 it is approximately 17.5 degrees initially.

4What onboard system provides wind shear warnings?

The Enhanced Ground Proximity Warning System (EGPWS) provides predictive wind shear alerts in the form of "Wind Shear, Wind Shear, Wind Shear" audio and visual warning. The alert triggers when the system predicts a shear will be encountered within the next 15 seconds based on sensor data from the air data system.

Key Vocabulary

wind shear airspeed loss wind shear alert escape maneuver PIREP going around EGPWS predictive wind shear

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Visual Approach Request — Sick Passenger, KIX

ATC-3

✈ KIX | ILS Z 24L → Visual Approach

Sick Passenger Visual Approach

📖 Scenario

On an ILS Z RWY24L approach into Kansai, a sick passenger situation develops in the cabin. The crew requests a visual approach to shorten the flight time and get the passenger medical attention as quickly as possible. ATC approves the visual approach, allowing approximately a 5-minute shortcut.

APP:JAL machine, cleared ILS Z runway 24L, maintain 3,000 until established.

PILOT:Approach, JAL machine, we have a sick passenger on board, request visual approach runway 24L for an expedited arrival.

APP:JAL machine, roger, visual approach approved, runway 24L, report field in sight.

PILOT:Visual approach approved, runway 24L, JAL machine. Field in sight.

APP:JAL machine, cleared visual approach runway 24L. Advise if you require medical assistance on arrival.

PILOT:Cleared visual approach, runway 24L. Affirm, we request medical assistance on arrival, JAL machine.

💬 Examiner Q&A

1Are you on an ILS approach today? When would you typically use an ILS versus a visual approach?

ILS is used in low visibility, IMC, or when company SOPs require it. A visual approach is used in VMC when the airport is in sight and we can maintain visual separation. Visual approaches save time and fuel, and reduce radio frequency congestion. However, they require a positive visual reference to the runway and airport environment at all times.

2Why request a visual approach when there's a sick passenger? How much time does it save?

A visual approach cuts out the procedural turn and full instrument approach path, which can save 5 to 10 minutes at busy airports. For a sick passenger, every minute matters. ATC can also provide a more direct routing to the runway threshold when operating visually, as they are not constrained by the ILS intercept geometry.

3What are the requirements to continue a visual approach once approved?

The crew must maintain continuous visual contact with the runway or preceding traffic. If visual reference is lost — due to weather or darkness — the crew must immediately advise ATC and either receive an ILS clearance or execute a missed approach. Pilots must not descend below the ILS glidepath unless visual reference to the runway is established.

4What is the key difference between an instrument approach and a visual approach in terms of pilot responsibility?

On an instrument approach, obstacle separation and terrain clearance are guaranteed by the published procedure and instrument guidance. On a visual approach, the pilot assumes responsibility for terrain and obstacle clearance. ATC provides traffic separation, but the pilot must maintain visual awareness of the environment throughout.

Key Vocabulary

visual approach ILS approach field in sight expedited arrival medical assistance VMC obstacle clearance missed approach

Cumulonimbus Ahead — Weather Deviation Request

ATC-4

✈ HND → ITM | FL260

CB / Weather Deviation

📖 Scenario

Cruising at FL260 on the HND-ITM sector, ATC provides traffic information. Your weather radar shows a line of cumulonimbus cells ahead. You request a deviation. ATC approves and instructs you to report clear of weather. The scenario leads to a discussion of CB hazards and lightning strike experience.

ATC:JL231, traffic information, opposite direction traffic at your twelve o'clock, 20 miles, FL260.

PILOT:JL231, traffic in sight. Also requesting deviation 20 miles right of track, cumulonimbus ahead on radar, request approved.

ATC:JL231, deviation approved, report clear of weather.

PILOT:Deviation approved, will report clear of weather, JL231.

PILOT:JL231, clear of weather, resuming own navigation.

ATC:JL231, roger, resume own navigation on direct ITAMI.

💬 Examiner Q&A

1Have you ever been struck by lightning? What happened?

Yes. The aircraft was struck by lightning during cruise near a CB cell. There was a loud bang and a flash. We checked all systems immediately using the QRH. The aircraft sustained a minor burn mark on the fuselage, but all systems remained normal. We filed a maintenance report and a safety report after landing.

2Why did you request a deviation? What are the hazards of flying into a CB?

A cumulonimbus contains severe turbulence, icing, hail, lightning, and can have vertical wind speeds exceeding 100 knots. These hazards can cause structural damage, engine damage from hail ingestion, loss of control due to turbulence, and airspeed fluctuations that can lead to stall or overspeed. We avoid all CB cells by at least 20 nautical miles.

3Besides turbulence, what other hazards exist inside a CB?

Hail — which is invisible to weather radar above the freezing level — can severely damage engine fan blades and the aircraft nose. Icing can occur even at high altitudes. Lightning can damage avionics, navigation systems, and static wicks. Extreme windshear within the CB can cause airspeed excursions and structural overload.

4Is a weather deviation a common occurrence? How often does it happen?

Weather deviations are relatively common, especially on routes that cross the Inter-Tropical Convergence Zone (ITCZ) or during convective seasons. Routes across Japan, Southeast Asia, and the Bay of Bengal regularly require deviations. Pilots plan contingency fuel for possible deviations in the flight plan.

Key Vocabulary

cumulonimbus weather deviation report clear of weather lightning strike hail ingestion ITCZ traffic information severe turbulence

Right Engine Failure — Air Turn Back

ATC-5

✈ NRT → FUK | After departure

Engine Failure Air Turn Back

📖 Scenario

Shortly after departing NRT, ATC clears you to climb to 5,000 then 7,000 feet. The right engine fails. You declare a PAN-PAN, request an air turn back to NRT, and are transferred to a new frequency. ATC provides a heading and altitude restriction while sequencing you for an emergency return.

DEP:JL305, climb and maintain 5,000.

PILOT:Climbing 5,000, JL305.

DEP:JL305, climb and maintain 7,000.

⚠️ Right engine failure occurs.

PILOT:Pan-Pan, Pan-Pan, Pan-Pan. Tokyo Departure, JL305, right engine failure, request air turn back Narita, maintaining 5,000.

DEP:JL305, roger Pan-Pan, turn left heading 360, maintain 5,000. Contact Tokyo Approach 124.1.

PILOT:Left heading 360, maintain 5,000, contacting 124.1, JL305.

APP:JL305, Tokyo Approach, confirm nature of emergency and intentions.

PILOT:JL305, right engine failure, single engine, requesting ILS approach Narita, heading 120, maintain 5,000 as assigned.

💬 Examiner Q&A

1What is the difference between Pan-Pan and Mayday?

Mayday indicates a grave and imminent danger requiring immediate assistance — for example, an engine fire that is uncontained or a loss of control situation. Pan-Pan indicates an urgent situation that requires priority handling but is not immediately life-threatening. An engine failure on a twin-engine aircraft with the aircraft controllable and able to continue flight would typically be declared Pan-Pan, though crews may upgrade to Mayday depending on the severity.

2Why might a crew declare Mayday instead of Pan-Pan for an engine failure?

If the engine failure is accompanied by a fire that cannot be extinguished, a fuel leak, or structural damage, the crew may upgrade to Mayday. The decision is at the captain's discretion based on the actual threat level. It is always better to declare and downgrade later than to under-declare and receive insufficient ATC support.

3What information does ATC need when you declare an emergency?

ATC needs: callsign, nature of emergency, present position and altitude, intentions, number of persons on board, and fuel endurance. This information allows ATC to clear airspace, alert emergency services, and provide the most direct routing to the nearest suitable airport.

4What considerations affect your choice of runway for an emergency single-engine landing?

We prefer the longest available runway, confirm it is clear, and consider wind direction for crosswind limits on a single-engine approach — drift correction is more limited with one engine. We also consider whether fire services will be available on the runway. The captain makes the final decision, and we brief the approach thoroughly before descending.

Key Vocabulary

Pan-Pan Mayday engine failure air turn back single engine emergency return persons on board fuel endurance

Go-Around — Aircraft on Short Final Runway

ATC-6

✈ HND → FUK | Visual Approach RWY34

Runway Incursion Go-Around

📖 Scenario

On a visual approach to RWY34 at FUK, while on downwind and then short final, another aircraft enters the runway. ATC instructs a go-around. After the go-around, ATC provides traffic information. The scenario leads to a discussion of runway incursion awareness and RAAS.

TWR:JL330, go around, traffic on the runway, go around.

PILOT:Going around, JL330.

TWR:JL330, fly runway heading, climb and maintain 1,500 feet.

PILOT:Runway heading, climbing 1,500, JL330.

TWR:JL330, traffic information, preceding aircraft has cleared the runway. Turn right heading 080, expect ILS runway 34, number two.

PILOT:Right heading 080, expecting ILS runway 34, number two, JL330. Request information on the traffic that was on the runway.

💬 Examiner Q&A

1Was the traffic you saw on the runway inside — could you see it visually?

On short final, we could see the aircraft on the runway and simultaneously received the go-around instruction from ATC. In such cases, the go-around should be initiated immediately upon visual detection of the conflict, even before the ATC instruction. The visual cue and the ATC instruction coincided, confirming the go-around was the correct action.

2Was this a runway incursion? How is it defined?

Yes, this qualifies as a runway incursion — any occurrence at an aerodrome where an aircraft, vehicle, or person is present without authorization on the protected area of a runway in use. ICAO classifies incursions from Category A (near collision) to Category D (no immediate safety risk). This scenario, with a go-around triggered on short final, would likely be classified Category A or B.

3What systems help prevent runway incursions?

On the aircraft side, the Runway Awareness and Advisory System (RAAS) announces "On runway" and "Approaching runway" to alert crews of runway proximity. Airports use Runway Status Lights (RWSL), stop bars, and surface movement radar. ATC uses RIMCAS (Runway Incursion Monitoring and Conflict Alert Subsystem) to detect potential conflicts automatically.

4After the go-around, what report would you file?

We would file an Air Safety Report (ASR) detailing the sequence of events, the ATC communications, and the go-around response. The report would include approximate positions, altitudes, timing, and any coordination with ATC. This mandatory report triggers an investigation to identify root causes and prevent recurrence.

Key Vocabulary

runway incursion go around traffic on runway RAAS RWSL RIMCAS air safety report number two

Minimum Fuel → Mayday Fuel — Bird Strike Closes RWY34L

ATC-7

✈ HND → FUK (JL330) | Hold OSHIMA

Mayday Fuel Bird Strike Holding

📖 Scenario

Descending through FL250 toward HND, Tokyo Approach advises that RWY34L is closed due to a bird strike. You are instructed to hold over OSHIMA at FL100. After holding, fuel reaches minimum diversion fuel. You declare minimum fuel and request landing on RWY34R. When ATC's EFC extends further, fuel reaches a critical state and you escalate to Mayday fuel, requesting direct CACAO.

APP:JL330, Tokyo Approach, RWY34L closed due to bird strike. Hold over OSHIMA as published, descend and maintain 10,000 feet.

PILOT:JL330, hold OSHIMA as published, descending 10,000, roger.

⚠️ After holding, fuel reaches minimum diversion fuel.

PILOT:Tokyo Approach, JL330, minimum fuel, request landing runway 34R.

APP:JL330, understand your situation, your EFC is 0235Z.

⚠️ EFC 0235Z — crew calculates fuel will reach emergency state before then. Upgrading to Mayday.

PILOT:Mayday, Mayday, Mayday. Tokyo Approach, JL330, fuel emergency, unable to accept EFC 0235Z, request direct CACAO immediately.

APP:JL330, roger Mayday, direct CACAO, descend and maintain 4,000 feet. All traffic is being held. Cleared ILS runway 34R.

PILOT:Direct CACAO, descending 4,000, ILS runway 34R, JL330.

💬 Examiner Q&A

1What is the difference between "minimum fuel" and "Mayday fuel"?

"Minimum fuel" is an advisory — it informs ATC that we have reached the minimum fuel state and cannot accept further delays without declaring an emergency. It is not itself an emergency. "Mayday fuel" or "Mayday, fuel emergency" is a distress declaration indicating that fuel remaining is insufficient to land safely. At this point, ATC is required to provide immediate priority and clear all traffic.

2What is an EFC (Expect Further Clearance) time, and what do you do if you cannot accept it?

EFC is the time ATC expects to be able to issue an approach clearance to an aircraft in a hold. If our fuel state does not allow us to hold until the EFC time, we must inform ATC and state our actual time available. If the EFC cannot be changed and our fuel state reaches emergency levels, we escalate the declaration to Mayday and request immediate priority routing.

3What happens when you declare Mayday fuel in terms of ATC response?

ATC is required to treat the aircraft as an emergency, clear other traffic from the approach path, provide the most direct routing to the runway, and alert the airport emergency services. ATC will hold all departures and coordinate with the tower to ensure the runway is available immediately upon our arrival.

4How does a bird strike closure affect your alternate planning?

If the primary runway is closed unexpectedly, we must reassess our alternate fuel. If the remaining runway at the destination is available and within performance limits, we plan for it. If the entire airport becomes unusable, we must execute the divert to the filed alternate. The key is monitoring fuel state continuously and communicating with ATC and dispatch before reaching a critical state.

Key Vocabulary

minimum fuel Mayday fuel EFC holding bird strike runway closed fuel emergency direct routing

Lavatory Smoke — Emergency Divert to OKA

ATC-8

✈ SIN → NRT | FL390, KOBE ACC

Smoke / Fire Emergency Divert

📖 Scenario

Cruising at FL390 on the SIN-NRT sector, under Kobe ACC, the cabin crew reports smoke in the lavatory. You declare an emergency with Kobe, and request diversion to Okinawa (OKA). ATC clears you direct OKA and issues a heading of 010. The examiner then asks about smoke detection systems and how lavatory smoke is differentiated from cabin smoke.

KOBE:JL712, contact Kobe Radar 133.2.

PILOT:133.2, JL712.

PILOT:Mayday, Mayday, Mayday. Kobe Radar, JL712, smoke in lavatory, declaring emergency, request diversion to ROAH Naha, flight level 390, 200 miles northwest of Naha.

KOBE:JL712, roger Mayday. Turn right heading 010, descend pilot's discretion, cleared direct ROAH. Confirm persons on board and fuel.

PILOT:Right heading 010, direct ROAH, JL712. 297 persons on board, fuel 58 tonnes.

KOBE:JL712, roger. Do you require another divert option? Miyako is also available.

PILOT:JL712, negative, ROAH preferred, medical facilities and maintenance available. Continuing descent.

⚠️ Smoke/fire onboard is a Mayday event — the source may worsen rapidly. Diverts should be executed without delay.

💬 Examiner Q&A

1Does the cockpit have an indication when there is lavatory smoke?

Yes. The 787 has a dedicated LAV SMOKE caution light on the EICAS that activates when the lavatory smoke detector is triggered. This provides the cockpit crew with direct indication without relying solely on a cabin crew report. The annunciation distinguishes lavatory smoke from other smoke or fire warnings in the aircraft systems.

2How do you determine whether the smoke is from the lavatory or from the main cabin?

The LAV SMOKE EICAS message specifically identifies the lavatory source. Cabin smoke from other sources would generate different indications — such as SMOKE CARGO FWD or ECS SMOKE, or cabin crew would report visible smoke in the cabin passageway. The crew also communicates with the cabin crew lead to visually confirm the location and nature of the smoke.

3Why is smoke or fire on board an aircraft treated as a Mayday rather than a Pan-Pan?

Smoke and fire can spread extremely rapidly aboard an aircraft. There are documented accidents where an uncontrolled fire caused a fatal outcome within minutes of the first smoke detection. ICAO and most operators require smoke or fire events to be treated as a Mayday from the outset, as the situation can escalate to a life-threatening state very quickly.

4What factors influence your choice of diversion airport when smoke is detected?

The nearest suitable airport with an adequate runway length and fire/rescue services is the primary choice. For a smoke event, we also consider medical facilities, maintenance support, and customs access. Okinawa (ROAH) is preferred over a smaller island airport because of its full airport infrastructure, reducing the need for a second divert if the situation worsens on the ground.

Key Vocabulary

lavatory smoke LAV SMOKE declare emergency divert smoke detector EICAS descend pilot's discretion fire/rescue services

Set 1 Set 2 🔒 Set 3 🔒

Set 2 includes: Taxi Obstruction (FUK), Sick PAX Ground Return, Mountain Wave CAT, Speed Restriction & PIREP