TEXT FOR READING AND TRANSLATION
Exercise 5
Translate into English:
Травмы у пассажиров и обслуживающего персонала из-за сильной болтанки.
На борту родился ребенок.
Раненый на борту, нам понадобится скорая помощь и носилки.
Больной пассажир на борту. Нам требуется медпомощь по прилету.
Один пассажир серьезно болен. Подозреваем сердечный приступ, нам понадобится кардиолог по прилету.
Инвалид на борту. Нам. понадобится инвалидное кресло или носилки после посадки.
Больной пассажир умер.
MINI-TEST (p. 217, 7.9)
Listen to the dialogue and answer the questions.
1. Why does the pilot want to change his route?
a) due wounded passenger on board;
b) due sick passenger on board;
c) due sick crew member on board;
d) due baby born on board.
2. Where is she going to fly?
b) to overby;
c) to Winton;
d) to Rexbury;
e) to Newbridge.
3. What is the new heading?
a) 090°;
b) 190°;
c) 300°;
d) 290°.
Tenerife: Report Blames KLM
Two 747s collided on the runway at Tenerife on March 27 1977, because the captain of the KLM aircraft took off without clearance, says the report of the Spanish commission of inquiry. An English translation of the report has been issued by the US National Transportation Safety Board. The accident resulted in the death of all 234 passengers and 14 crew aboard КLM flight 4805 and 317 passengers and 9 crew aboard Pan Am Flight 1736. Another 61 passengers and 9 crew from the Pan Am aircraft survived the collision.
The two aircraft were among several to be diverted to Tenerife when a bomb explosion in the terminal building caused Las Palmas Airport to be closed. Both were parked on the north-west taxiway, together with three other aircraft for which space could not be found on the main apron. The Раn Am departure had to be delayed because access to the runway was blocked by the KLM 747 while it was being refuelled. The report notes that KLM 4805 took on enough fuel to fly direct to Amsterdam.
The KLM flight was initially cleared to enter the runway and leave at the third link to the taxiway. This was changed almost immediately to an instruction to backtrack along the full length of the runway and turn about in readiness for take-off from runway 30. After turning round, and when the take off checks were completed the KLM crew obtained departure clearance. The co-pilot read the instruction back and ended his transmission with ‘We are now at take off’. Almost immediately, according to correlation between the flight-data and cockpit, voice recorders, brakes were released for take-off. Ground roll had already been started when the control tower advised, ‘Stand by for take-off, I will call you’. On hearing this call the Pan Am crew interjected, ‘And we are still taxiing down the runway, Clipper 1736’.
The Pan AM 747 had been given clearance to, ‘Taxi into the runway and leave the runway third, third to your left’. Cockpit voice recordings show that the crew discussed the turn-off during their checks as the aircraft moved down the runway. They identified the C2 link and then, says the report, ‘... perhaps through error, or thinking that C4 was an easier exit than C3, they overshot the exit ordered by the tower’.
The Pan Am called that it was still on the runway, it caused a shrill whistle on the radio of the KLM aircraft, but the tower's reply, ‘Papa Alpha 1736 report runway clear’, was audible in the KLM cockpit, as was the next Pan АM transmission, ‘OK, will report when we're clear’.
On the KLM flight deck the radio exchange prompted the flight engineer to enquire, ‘Is he not clear, then?’
Captain, ‘What do you say?’
Engineer, ‘Is he not clear, that Pan American?’
Captain, ‘Oh yes.’
The last remark was emphatic, says the report.
From the Pan Am cockpit voice recorder it can be deduced that the crew saw the approaching KLM aircraft 9.5 seconds before impact. The Pan Am crew made an attempt to turn clear of the runway but their aircraft was hit by the main landing gear of the KLM 747. Tracks starting on the runway about 300 feet before the point of impact and continued for 65 feet showed that the KLM aircraft had dragged its tail in an excessive rotation; it was fully airborne at impact and hit the ground again about 150 metres further on. The two aircraft came to rest 450 metres apart and both were burning fiercely, although the fires were not visible from the control tower.
The report is concerned that two transmissions took place at the same time, resulting in a three second whistling tone on the KLM aircraft's radio. It is critical of inadequate language during communications with the tower, and it draws attention to the fact that the Pan Am aircraft did not leave the runway at the third intersection. This plane should have consulted with the tower to find out whether the third intersection referred to was С 3 or С 4 if it had any doubts, and this it did not do.