空管跟飛行員在起飛和降落的時候通常會講些什麼？

12-27

非常感興趣空管這一職業！希望能有空管的夥伴滿足下我的好奇心～

有沒有標準的對話規範呢？
不同時間的內容有何要求？
用語有什麼特別的地方？
空管除了英語還要學什麼語言？

還有什麼好玩的也可以分享呀！

有規範用語
見規範
見規範
學好英語和普通發

很好玩

有幸做過幾年的塔台管制，現在在進近。

首先，管制員的最基本技能就是熟知標準陸空通話用語，感興趣的話我可以展開說。因為最初沒有標準的時候由於各地方言很可能出現理解偏差。最典型和為人所知的1是yao，2是兩，0是洞等。當然，英語也有類似標準，比如3不是念three而是讀作tree，主要是因為好多人咬舌音不會發。

其次，除了標準通話，各地還會制定特情陸空通話用語，簡單來說就是針對鳥擊啊，迫降啊之類的特殊情況通話。這一類一般主要強調英語表達，漢語怎麼也好理解，可真遇上外航機組會很遲鈍。比如我就遇見過俄羅斯人問fuel truck ，但是發音詭異的讓你崩潰。我能說我專八托業各種大學時候被虐待聽力都沒這麼難聽懂么……

當然，不忙的時候也會和飛行員偶爾聊天。你今天飛哪段呀？啊呀你們今天怎麼回來這麼晚？「不是你流控的我么？！！」-_-||

具體你想看通話有什麼特別的話可以找陸空通話的範本來讀，天津民航大，廣漢飛行學院都有的。

中國是國際民航組織的一員，除了漢語指揮，其他所有外國機組都是英文指揮。不需要學其他的內容。

不過我覺的你可能是把塔台理解成了塔台，進近，區調的綜合體。一般大機場，塔台只管理起飛落地的十幾分鐘和地面滑行（當然，太忙的機場地面滑行都是專門席位分出去了）。可以查查看，還想知道啥可以再問。

●開車程序

北京地面，CSN3132，停機位108，請求開車。
Beijing Ground, CSN3132, stand 108, request start up.

北京地面，CSN3132，停機位24，請求開車，通播B.修正海壓0832.
Beijing Ground, CSN3132, stand 24 request start up, information Bravo, [QNH 0832].

CSN3132，北京地面，同意開車。
CSN3132, Beijing Ground, startup approved.

CSN3132，北京地面，開車時間35分。

CSN3132, Beijing Ground, start up at 35.

CSN3132，北京地面，預計開車時間35分。
CSN3132, Beijing Ground, expect start up at 35.

南航3132，北京地面，開車時間自己掌握。

CSN3132, Beijing Ground, start up at your own discretion.

CSN3132，北京地面，預計離場時間49分，開車自己掌握。

CSN3132, Beijing Ground, expect departure 49 start up at own discretion.

CSN3132，北京地面，你準備好開車了嗎？
CSN3132, Beijing Ground, are you ready for startup?

北京地面，CSN3132，停機位105，請求推出。

Beijing Ground, CSN3132, stand 105, request pushback.

CSN3132，北京地面，停機位105，同意推出。

CSN3132, Beijing Ground, stand 105 pushback approved.

CSN3132，北京地面，收到，稍等。
CSN3132, Beijing Ground, roger, standby.

CSN3132，北京地面，推出自己掌握。

CSN3132, Beijing Ground, pushback at own discretion.

CSN3132，北京地面，由於衝突，預計延誤3分鐘。

CSN3132, Beijing Ground, due to traffic expect 3min delay.

倒滑

Reverse taxi

●離場條件

北京放行，CES5132，請求離場條件。
Beijing Delivery, CES5132, request departure info.

北京地面，CES2083，請求校對時間。

Beijing Ground, CES5132, request time check.

CES5132，北京地面，時間2點整。
CES5132, Beijing Ground, Time 2 o"clock.

CES5132，地面，36左跑道地面風360度，5米／秒，修正海壓1012，溫度9攝氏度，CAVOK，時間25分。
CES5132, Ground, runway 32, surface wind 360 degrees, 5m/s, QNH1012, temperature 9 Celsius, CAVOK, Time, 25.

●氣象信息

CES5132,[地面]風300，5米秒
CES5132,[surface] wind 300 degrees, 5 meters per second

CES5132,在1200米風向320,風速30節
CES5132,wind at 1200m 320 degrees 30 knots

CES5132,能見度7000米
CES5132,visibility 7000m

CES5132,跑道13的跑道視程1100米
CES5132,RVR runway 13 1100m

CES5132,跑道13的跑道視程大於2000米
CES5132, RVR runway 13 is greater than 2000 meters.

CES5132,跑道13的跑道視程小於60米
CES5132, RVR runway 13 is less than 60 meters.

CES5132,跑道32的跑道視程不可用
CES5132, RVR runway 13 not available.
CES5132,跑道13的跑道視程無報告
CES5132, RVR runway 13 not reported

CES5132,跑道13的跑道視程接地段600米,中間段650米,停止段550米
CES5132, RVR runway13, touchdown 600meters,midpoint 650meters, stop end 550metres.
CES5132,跑道13的跑道視程接地段未知,中間段650米,停止段550米
CES5132, RVR runway 13, touchdown not available, midpoint 650 meters, stop end 550 meters.

CES5132,多雲,雲底高450米
CES5132,cloud broken, height of base 450m

CES5132,天氣CAVOK
CES5132,weather CAVOK

CES5132,溫度12,露點-4
CES5132,temperature 12,dew point minus 4

CES5132,修正海壓1008
CES5132,QNH 1008

CES5132,波音737報告在行唐NBD上空有中度積冰(重度顛簸)
CES5132,Boeing 737 reported moderate icing（severe turbulence）at OC

CES5132,報告飛行條件
CES5132,report flight conditions

●放行許可

CES5132,可以按計劃航路飛往上海，航路高度8100米，跑道13號，GH-1D離場，起始高度900，航路申請改變高度，應答機3013，通波H，進近頻率120.45。

CES5132, cleared to shanghai via flight planned route, flight level 8100 meters, RWY 13, GH-01D Departure, initial altitude 900 meters, request level change en route, squawk 3013, information H, approach frequency 120.45.

CES5132許可放行到上海虹橋
CES5132 CLEARED TO ZSSS

CES5132,北京，重新許可經GH-1D離場，其他許可無變化
CES5132BEIJING RECLEARED VIA GH-1D, REST OF CLEARANCE UNCHANGED

CES5132,北京，重新許可OC後直飛到ISGOD，其他許可無變化
CES5132,BEIJING RECLEARED FROM OC DIRECT TO ISGOD, REST OF CLEARANCE UNCHANGED.

●滑行程序

CES5132 heavy, request taxi.
CES5132 heavy,請求滑行。

FEA123 heavy, IFR TO Chicago, request taxi.
FEA123 heavy,IFR飛往芝加哥，請求滑行。

CES5132，BEIJING GROUND， TAXI TO HOLDING POINT OF RUNWAY 32.
CES5132，北京地面，滑到跑道32等待點。

CES5132 HEAVY, REQUEST DETAILED TAXIING INSTRUCTIONS.
CES5132 HEAVY,請求詳細的滑行指令。

CES5132，北京地面，沿滑行道A滑到13跑道等待點，跑道外等待。
CES5132，BEIJING GROUND,TAXI TO HOLDING POINT OF RUNWAY13 ,VIA TAXIWAY A,HOLD SHORT OF RUNWAY 13.

CES5132，北京塔台，滑到Q1等待點，五邊有活動。
CES5132，BEIJING TOWER,TAXI TO HOLDING POINT Q1,TRAFFIC ON FINAL.

CES5132，BEIJING GROUND， TAKE FIRST LEFT.
CES5132，北京地面，第一個道口左轉。

CES5132，BEIJING GROUND,TAXI VIA B7.
CES5132，北京地面，沿B7滑行。

CES5132，BEIJING GROUND,TAXI VIA RUNWAY 32.
CES5132，北京地面，沿32號跑道滑行。

CES5132，TAXI TO TERMIAL 1，STAND 103.
CES5132，滑到1號候機樓，停機位103.

[直升機用語：

北京地面，B8812，請求從110機位到116機位空中滑行。

BEIJING GROUND, B8812，REQUEST AIR-TAXIING FROM 110 TO 116.

B7748，塔台，沿滑行道A和B9空中滑行到停機位112，注意揚塵。
B7748, TOWER, AIR-TAXI VIA TAXIWAY A AND B9 TO STAND 112, CAUTION DUST.

B7748，塔台，沿滑行道A和B9空中滑行到停機位112，避讓其他航空器。
B7748, TOWER, AIR-TAXI VIA TAXIWAY A AND B9 TO STAND 112, AVOID OTHER AIRCRAFT.

G-CD,跟引導車空中滑行到109號機位
G-CD, AIR TAXI TO STAND 109 FOLLOW FOLLOW ME CAR]

BEIJING TOWER, CES5132，REQUEST BACKTRACK.
北京塔台，CES5132，請求反向滑行。

CES5132，BEIJING TOWER, BACKTRACK RUNWAY 32.
CES5132，北京塔台，同意反向滑行。

CES5132，BEIJING TOWER, BACKTRACK RUNWAY 32.
CES5132，北京塔台，在32跑道上調頭。

CES5132，BEIJING TOWER, BACKTRACK AND LINE-UP RUNWAY 32.
CES5132，北京塔台，反向滑行後調頭對正跑道32。

BEIJING GROUND, B8812，STAND 083，REQUEST TAXI TO STAND 113.
北京地面，B8812，請求從083機位滑行到113機位。

CES5132， BEIJING GROUND, TAXI STRAIGHT AHEAD.
CES5132，北京地面，一直往前滑。

CES5132， BEIJING GROUND, TAXI WITH CAUTION.
CES5132，北京地面，滑行時注意。

CES5132， BEIJING GROUND,GIVE WAY TO CHINA EASTEN AIRBUS320 ON YOUR LEFT SIDE.
CES5132，北京地面，給你左側的東航空客320讓路。

CES5132， BEIJING GROUND,GIVE WAY TO BOEING737.
CES5132，北京地面，給波音737讓路。

BEIJING GROUND, CES5132，TRAFFIC B737 IN SIGHT.
北京地面，CES5132，看到波音737了。

CES5132， BEIJING GROUND,FOLLOW CHINA EASTEN AIRBUS320 ON YOUR LEFT SIDE.
CES5132，北京地面，跟在左側的東航空客320後面。

CES5132， BEIJING GROUND,EXPEDITE TAXI DUE TO TRAFFIC..
CES5132，北京地面，加速滑行，因為活動衝突。

EXPEDITING, CES5132.
加速滑行，CES5132.

CES5132， BEIJING GROUND [CAUTION] TAXI SLOWER WORK IN PROGRESS.
CES5132，北京地面，[滑行注意]減速滑行，施工進行中。

SLOWING DOWN, CES5132.
減速滑行，CES5132。

●地面等待

CES5132，BEIJING GROUND, HOLD NORTH OF TAXIWAY B7.
CES5132，北京地面，在B7滑行道北側等待。

CES5132，BEIJING GROUND, HOLD POSITION
CES5132，北京地面，原地等待。

CES5132，BEIJING GROUND, HOLD 60 METERS FROM A4
CES5132，北京地面，在距A4滑行道60米處等待。

CES5132, HOLD SHORT OF RUNWAY 32.

CES5132，13號跑道外等待

HOLDING, CES5132.
等待，CES5132。

HOLDING SHORT, CES5132.
外面等待，CES5132。

CES5132，BEIJING GROUND， TAXI TO HOLDING POINT RUNWAY 32 VIA B7,A, A6.
CES5132，北京地面，沿 B7,A, A6滑到32跑道等待點。

●起飛前準備

CES5132， BEIJING TOWER, UNABLE TO ISSUE GH-02D DEPARTURE DUE TO WEATHER.
CES5132，不能發布GH-02D離場，因為天氣原因。

CES5132，BEIJING TOWER, REPORT WHEN READY FOR DEPARTURE.
CES5132，北京塔台，準備好離場報告。

CES5132，BEIJING TOWER, ARE YOU READY FOR DEPARTURE.
CES5132，北京塔台，準備好離場了嗎？

CES5132，BEIJING TOWER, ARE YOU READY FOR IMMEDIATE DEPARTURE.
CES5132，北京塔台，能否立即離場？

CES5132，BEIJING TOWER, READY.
CES5132，北京塔台，準備好了。

CES5132，BEIJING TOWER, WAIT DUE TO WAKE TURBULENCE.
CES5132，北京塔台，等待，因為尾流間隔。

CES5132，BEIJING TOWER, LINE UP AND WAIT.
CES5132，北京塔台，進跑道等待。

G-CD, via A4 line-up runway 13.
G-CG，經過A4進跑道13。(註：用於個別航空器直接由平滑進入跑道時使用)

G-CD advise able to depart from runway 32 intersection A4.

G-CD，是否可以接受32號跑道 A4道口起飛嗎？

(註：必要時需要向機組提供TORA)

CES5132，BEIJING TOWER, LINE UP, BE READY FOR IMMEDIATE DEPARTURE.
CES5132，北京塔台，進跑道，做好立即起飛準備。

CES5132, behind B737 on short final, line up behind.

CES5132,跟著短五邊B737進跑道，跟在它後面。
behind B737 on short final, line up behind，CES5132.

●起飛許可

G-CD, cleared for take-off. ——Cleared for take-off,G-CD.
G-CD,可以起飛。——可以起飛，G-CD
CES5402, after departure continue RWY heading, surface wind 130 degrees 2 meters per second, RWY 13, cleared for take-off.

東方5402，起飛後保持一邊，地面風130米秒2，跑道13，可以起飛。

Request instant wind G-CD.——Instant wind 130 7
證實瞬時風。——瞬時風130度7節

BIGJET 347, take-off immediately or vacate runway.
BIGJET 347，立即起飛或退出跑道

BIGJET 347，take off immediately or hold short of runway.
BIGJET 347，立即起飛或跑道外等。

G-CD, hold position, cancel take-off I say again cancel take-off.——Holding, G-CD
G-CD,原地等待，取消起飛，我再說一遍，取消起飛。——等待，G-CD。

（註：航空器處於靜止狀態）

BIGJET 347, stop immediately I say again, BIGJET 347, stop immediately. ——Stopping, BIGJET 347
BIGJET 347，立即中斷起飛，我再說一遍，BIGJET 347，立即中斷起飛。——中斷，BIGJET 347

（註：航空器已開始滑跑）

CCA1301，wind calm cleared for takeoff present position of runway 32.
CCA1301,地面靜風可以從32的現在位置起飛

（註：用於直升機）

Beijing Tower，CCA083 request departure instructions.
北京塔台，CCA083申請離場指令

CCA083，after departure turn right heading 030
CCA083，離地後右轉航向030

APPROACH,CCA083 request right turn
進近，CCA083 申請右轉

CCA083，right turn approved
CCA083，同意右轉

CCA083，will advise later for right turn
CCA083，右轉聽我指揮

CES5132，report airborne
CES5132，離地報告

CES5132，airborne 0730 UTC
CES5132，離地時間 0730 UTC

CCA083，after passing 1300meters，turn right heading 060
CCA083，通過1300米後，右轉航向060

CES5132，after passing 1300 meters，continue runway heading.
CES5132，通過1300米後，保持跑道航向

BIGJET 347, after departure track extended center line.
BIGJET 347，起飛後保持中心線航跡

After departure climb straight ahead, BIGJET 347
起飛後直線爬升，BIGJET347

首先,我不是業內人士，我只是一個民航的愛好者，回答的內容未必完全正確，如有業內人士發現有說的不對的地方，請及時指出。
1.有標準的對話規範（最後會列出一個常見的對話）
2.不同時間內容沒啥特殊的要求（據我所知是沒有的）
3.用語方面，例如數字，1不讀作一，讀作幺；2讀作兩；7讀作拐；0讀作洞，再例如英文，a讀作alfa，z讀作zulu這樣，因為空中與地面是使用無線電通訊的，無線電可能會因為各種原因出現雜音或者斷續的情況導致誤聽的情況出現。
4.目前國內航空界是通用ICAO英語等級的，類似於什麼大學4級，托福雅思什麼的，ICAO就是國際民用航空組織的簡稱，國內飛行員管制員最低需要ICAO4級。

以下是降落時與塔台的對話（轉自國內某飛行論壇）:
浦東塔台，CES-747，五邊12海里，聽你指揮

Pudong tower,China eastern747, 12 miles on final, with you.

CES-747，浦東塔台，繼續進近，前機5nm，調速最小，注意尾流，前機是777

China eastern747, pudong tower, continueapproach, reduce your speed to minimum,Aircraft at your 12 o』clock,5 miles, Boeing777,caution wake turbulence

繼續進近，注意尾流，CES-747

Continueapproach, caution wake turbulence, China eastern747.

CES-747，地面風200，9米，注意低空風切影響，可以落地跑道17R

China eastern747, wind 205 at 9 mps, cautionwind shear is occuring at low altitude, cleared to land runway 17R

可以落地跑道17R，注意風切，CES-747

Cleared toland 17R , caution wind shear, China eastern747

CES-747，落地了

Chinaeastern747，touched down.

CES-747，左轉D4脫離，聯繫地面121.65，再見

China eastern747, turn left join D4, contactPudong ground on 121.65, good day.

左轉D4，聯繫地面，再見，CES-747

Left D4,contact ground, bye-bye, China eastern747

摘自Quora Is there any banter over Air Traffic Control?

United 123, Heathrow approach. Descend and maintain 4,000 feet, QNH 1023
Heathrow approach, United 123. can we get that in inches?
United 123, Heathrow approach. Descend and maintain 48,000 inches, QNH 1023.

美航123，西斯羅進近，下降保持4000英尺，修正海壓1023（百帕）
西斯羅進近，美航123，可否報英寸數據（海壓單位，英寸汞柱，inHg）
美航123，西斯羅進近，下降保持48000英寸，修正海壓1023

╮(╯▽╰)╭翻譯好麻煩，下面不翻譯了

Tower: "Three-two charlie, say heading and altitude."
Beech Bonanza: "Three-two charlie. Heading and altitude."
Tower: "Three-two charlie, say heading and altitude, please."
Beech Bonanza: "Three-two charlie. Heading and altitude please."
Tower: "Three-two charlie, say "IFR Cancelled.""
Beech Bonanza: "Three-two charlie. Two eight zero, climbing through seven thousand for ten."

SR-71 Blackbird Communication to Tower
Written by Brian Shul—former sled (SR-71 Blackbird) driver.

There were a lot of things we couldn"t do in an SR-71, but we were the fastest guys on the block and loved reminding our fellow aviators of this fact. People often asked us if, because of this fact, it was fun to fly the jet. Fun would not be the first word I would use to describe flying this plane—intense, maybe, even cerebral. But there was one day in our Sled experience when we would have to say that it was pure fun to be the fastest guys out there, at least for a moment.

It occurred when Walt and I were flying our final training sortie. We needed 100 hours in the jet to complete our training and attain Mission Ready status. Somewhere over Colorado we had passed the century mark. We had made the turn in Arizona and the jet was performing flawlessly. My gauges were wired in the front seat and we were starting to feel pretty good about ourselves, not only because we would soon be flying real missions but because we had gained a great deal of confidence in the plane in the past ten months. Ripping across the barren deserts 80,000 feet below us, I could already see the coast of California from the Arizona border. I was, finally, after many humbling months of simulators and study, ahead of the jet.

I was beginning to feel a bit sorry for Walter in the back seat. There he was, with no really good view of the incredible sights before us, tasked with monitoring four different radios. This was good practice for him for when we began flying real missions, when a priority transmission from headquarters could be vital. It had been difficult, too, for me to relinquish control of the radios, as during my entire flying career I had controlled my own transmissions. But it was part of the division of duties in this plane and I had adjusted to it. I still insisted on talking on the radio while we were on the ground, however. Walt was so good at many things, but he couldn"t match my expertise at sounding smooth on the radios, a skill that had been honed sharply with years in fighter squadrons where the slightest radio miscue was grounds for beheading. He understood that and allowed me that luxury. Just to get a sense of what Walt had to contend with, I pulled the radio toggle switches and monitored the frequencies along with him. The predominant radio chatter was from Los Angeles Center, far below us, controlling daily traffic in their sector. While they had us on their scope (albeit briefly), we were in uncontrolled airspace and normally would not talk to them unless we needed to descend into their airspace.

We listened as the shaky voice of a lone Cessna pilot who asked Center for a read-out of his ground speed. Center replied: "November Charlie 175, I"m showing you at ninety knots on the ground." Now the thing to understand about Center controllers, was that whether they were talking to a rookie pilot in a Cessna, or to Air Force One, they always spoke in the exact same, calm, deep, professional tone that made one feel important. I referred to it as the "Houston Center voice." I have always felt that after years of seeing documentaries on this country"s space program and listening to the calm and distinct voice of the Houston controllers, that all other controllers since then wanted to sound like that and that they basically did. And it didn"t matter what sector of the country we would be flying in, it always seemed like the same guy was talking. Over the years that tone of voice had become somewhat of a comforting sound to pilots everywhere. Conversely, over the years, pilots always wanted to ensure that, when transmitting, they sounded like Chuck Yeager, or at least like John Wayne. Better to die than sound bad on the radios.

Just moments after the Cessna"s inquiry, a Twin Beech piped up on frequency, in a rather superior tone, asking for his ground speed in Beech. "I have you at one hundred and twenty-five knots of ground speed." Boy, I thought, the Beechcraft really must think he is dazzling his Cessna brethren.

Then out of the blue, a navy F-18 pilot out of NAS Lemoore came up on frequency. You knew right away it was a Navy jock because he sounded very cool on the radios. "Center, Dusty 52 ground speed check." Before Center could reply, I"m thinking to myself, hey, Dusty 52 has a ground speed indicator in that million-dollar cockpit, so why is he asking Center for a read-out? Then I got it, ol" Dusty here is making sure that every bug smasher from Mount Whitney to the Mojave knows what true speed is. He"s the fastest dude in the valley today, and he just wants everyone to know how much fun he is having in his new Hornet. And the reply, always with that same, calm, voice, with more distinct alliteration than emotion: "Dusty 52, Center, we have you at 620 on the ground."

And I thought to myself, is this a ripe situation, or what? As my hand instinctively reached for the mic button, I had to remind myself that Walt was in control of the radios. Still, I thought, it must be done—in mere seconds we"ll be out of the sector and the opportunity will be lost. That Hornet must die, and die now. I thought about all of our Sim training and how important it was that we developed well as a crew and knew that to jump in on the radios now would destroy the integrity of all that we had worked toward becoming. I was torn.

Somewhere, 13 miles above Arizona, there was a pilot screaming inside his space helmet. Then, I heard it—the click of the mic button from the back seat. That was the very moment that I knew Walter and I had become a crew. Very professionally, and with no emotion, Walter spoke: "Los Angeles Center, Aspen 20, can you give us a ground speed check?" There was no hesitation, and the replay came as if was an everyday request.

"Aspen 20, I show you at one thousand eight hundred and forty-two knots, across the ground." I think it was the forty-two knots that I liked the best, so accurate and proud was Center to deliver that information without hesitation, and you just knew he was smiling. But the precise point at which I knew that Walt and I were going to be really good friends for a long time was when he keyed the mic once again to say, in his most fighter-pilot-like voice: "Ah, Center, much thanks, we"re showing closer to nineteen hundred on the money."

For a moment Walter was a god. And we finally heard a little crack in the armor of the Houston Center voice, when L.A. came back with, "Roger that Aspen. Your equipment is probably more accurate than ours. You boys have a good one." It all had lasted for just moments, but in that short, memorable sprint across the southwest, the Navy had been flamed, all mortal airplanes on freq were forced to bow before the King of Speed, and more importantly, Walter and I had crossed the threshold of being a crew. A fine day"s work. We never heard another transmission on that frequency all the way to the coast. For just one day, it truly was fun being the fastest guys out there.

樓上的回答已經可以讓題主略知一二啦，如果題主英語功底不錯的話，可以到http://liveatc.net聽世界各地管制頻率的實時音頻，實戰一下，哈哈。當然啦由於各種原因沒有國內的機場可以選擇，所以只好聽聽美國或者歐洲的了。另外香港的也有，不過香港規定ATC管制也只能使用英語~

想聽國內機場的管制通話的話，目前的方式基本上都不太合法所以就略去不說了…可以到網上找一些公開的音頻聽一下

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最近看到這樣一個視頻應該可以滿足一下題主的好奇心

華東繁忙區域管制

P塔台擦航XXXX，浦東方向有時間了沒？
C擦航XXXX，半小時一架你第7個
P.....我CDM多少
C現在電話申請，區調流控
P區調是煞筆嗎
C是...

初來保地有啥土特產啊

買一本民航英語900句背一波?