Модуль 6

«Національні вимоги до правил ведення радіотелефонного зв’язку на англійській мові»

Тема 1

Питання для самостійного вивчення:

Вивчення Наказу Міністерства транспорту України № 486 від 10.06.2004 р. (з доповненнями та змінами) Правила ведення радіотелефонного зв’язку та фразеологія радіообміну в повітряному просторі України.

Тема 2

Питання для самостійного вивчення:

• вивчення лексики професійного спрямування до тексту;

• читання тексту;

• переклад тексту;

• знаходження знайомих граматичних форм і конструкції;

• розуміння змісту прочитаного;

• підготовка до обговорення тематичного матеріалу тексту;

• огляд рекомендованої літератури, бібліографічних і до­відкових джерел, преси англійською мовою.

Завдання для самоконтролю знань

ILS (instrument landing system)

The ILS is designed to provide an approach path for exact alignment and descent of an aircraft on final approach to a runway.

The ground equipment consists of two highly directional transmitting systems along with three (or fewer) marker beacons. The directional transmitters are known as the localizer and glide path transmitters.

The system may be divided functionally into three parts: guidance information – localizer, glidepath Range information – marker beacons, Visual information – approach lights, touchdown and centerline lights, runway lights.

1. The localizer transmitter, operating on one of the twenty ILS channels emits signals which provide the pilot with course guidance to the runway centerline.

2. The UHF (ultra high frequency) glidepath transmitter, operating on one of the twenty ILS channels radiates the signals principally in the direction of the final approach.

3. Ordinarily, there are two marker beacons associated with an ILS; the outer marker and middle marker. However, some locations may employ a third beacon – the inner marker.

The outer marker normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will intercept the ILS glide path.

The middle marker indicates a position at which an aircraft is approximately 3500 feet from the landing threshold. This will also be the position at which an aircraft on the glidepath will be at an altitude of approximately 200 feet above the elevation of the touchdown zone.

The inner marker, where installed, will indicate a point at which an aircraft is at a designated decision height on the glidepath between the middle marker and landing threshold.

Рекомендована література

1.2, 1.3, 2.1, 2.2, 2.3, 2.9, 2.11, 2.12, 2.13.

Тема 3

Питання для самостійного вивчення:

• вивчення лексики професійного спрямування до тексту;

• читання тексту;

• переклад тексту;

• знаходження знайомих граматичних форм і конструкції;

• розуміння змісту прочитаного;

• підготовка до обговорення тематичного матеріалу тексту;

• огляд рекомендованої літератури, бібліографічних і до­відкових джерел, преси англійською мовою.

Завдання для самоконтролю знань

Radar

The principles of radar are not new: in fact, some early experiments were made back in 1880s. In 1904 a German engineer had invented, as he explained, a “radio-echo collision prevention device”

The word “radar” was originally derived from the descriptive phrase “Radio Detection and Ranging”. The application of radar in the air traffic control system consists of two basic designs. The initial type of radar, called primary radar, began to be used for advanced air traffic control. When the word “radar” is used alone it usually includes both primary and secondary radar.

There are three additional forms associated with primary and secondary radar:

Radar Echo – the visual indication on display of a radar signal transmitted from an object.

Radar Response – the visual indication on display of a radar signal transmitted from an object in reply to an interrogation.

Radar Blip – the collective term meaning either echo or response.

In primary radar a beam of individual pulses of energy is transmitted from the ground equipment. These pulses hit the aircraft from 16 to 34 times each scan. An aircraft in the path of this radar beam will reflect back some of the pulses which are picked up by a receiver. This reflected energy produces a bright “echo” or “target” on a cathode ray tube.

The SSR system provides for six modes; only two modes are used in civil aviation:

Mode A for civil and military identification.

Mode C for automatic pressure altitude information.

The SSR is a valuable tool for automatically identifying aircraft. Identification is achieved by providing the controller with a specific radar beacon target identity of aircraft. A total of 4096 discrete reply codes are available for special position identification to be transmitted on request of a controller.

With SSR display, the controller sees aircraft returns on his PPI (plan position indicator) as two slashes, clearly distinguishing them from primary targets which are single blips.

In modern systems different synthetic symbols are used to indicate a lot of additional information.

Рекомендована література

1.2, 1.3, 2.1, 2.2, 2.3, 2.9, 2.11, 2.12, 2.13.

Тема 4

Питання для самостійного вивчення:

• вивчення лексики професійного спрямування до тексту;

• читання тексту;

• переклад тексту;

• знаходження знайомих граматичних форм і конструкції;

• розуміння змісту прочитаного;

• підготовка до обговорення тематичного матеріалу тексту;

• огляд рекомендованої літератури, бібліографічних і до­відкових джерел, преси англійською мовою.

Завдання для самоконтролю знань

Visual aids for navigation

Additional visual aids to navigation consist of markings on the aerodromes. These markings comprise single lines or rows of lines which, for the pilot, are very important for holding positions, runway thresholds, the runway centre lines, the sides of the runways, etc.

However, at night or during poor visibility by day, lights are required. To be effective lights must be of adequate intensity. At certain aerodromes the controller can vary the intensity of some of the lights so that they can be reduced not to blind the pilot and strong enough so that he can see them in bad weather.

The first lights a pilot sees on approach is generally the aerodrome beacon. It may rotate and can be seen at a great distance. There might be an identification beacon which shows green flashes of light. Red lights, the usual danger signal, warn pilots of the obstacles such as hangars and other high buildings, telephone poles, etc. Runway edge lights identify the runway and approach lights assist the pilot to align himself with the runway.

Lights may also be used to provide a glidepath similar to what an ILS provide electronically. The Visual Approach Slope Indicator System (VASIS) is a beam of light having a white colour in its upper part and a red colour in its lower part. A pilot of an aeroplane during an approach will: when above the approach slope, see the lights to be white in colour; when on the approach slope, see the lights to be pink in colour; and when below the approach slope, see the lights to be red in colour.

By reference to vasis, combined with ILS, the pilot can bring an aircraft down safely almost to touchdown by day or night.

After landing, he follows the blue taxi lights along the taxiway to the apron and the service areas. At the service area a marshaller, with illuminated wands, directs the aircraft with signals to its proper position for unloading and, finally, signals pilot to cut the engines.

Рекомендована література

1.2, 1.3, 2.1, 2.2, 2.3, 2.9, 2.11, 2.12, 2.13.

Тема 5

Питання для самостійного вивчення:

• вивчення лексики професійного спрямування до тексту;

• читання тексту;

• переклад тексту;

• знаходження знайомих граматичних форм і конструкції;

• розуміння змісту прочитаного;

• підготовка до обговорення тематичного матеріалу тексту;

• огляд рекомендованої літератури, бібліографічних і до­відкових джерел, преси англійською мовою.

Завдання для самоконтролю знань

Weather forecasting

There are very many met. stations all over the country. They are of great help for aviation. There is a met. ground at every airport too, which is equipped with special instruments. These grounds have to be located not far from the landing and take off areas at a distance of about 300 m. from the end of the runway. At the airports which have no landing systems these met. stations are situated not far from the dispatch office. But if it is difficult to watch the horizontal visibility from this point, then the observations must be made from another place which is the most suitable one for observations. These met. observations are made every 30 minutes at the airports; but sometimes when the weather is dangerous for safe flights the observers give met. information every 15 minutes. All flights must be provided with met. information about the actual weather and weather forecast.

The chief pilot studies the data obtained during preflight preparation. Besides, the pilot receives met. report while in flight. 20-30 minutes before entering the aerodrome area the controller gives full information about the weather for the aerodrome to the plane. For the planes approaching for landing met. report is constantly given with the help of a tape-recorder or by a controller.

Short-flight forecasts are provided by continuous Transcribed Weather Broadcasts and the Pilot's Automatic Telephone Weather Answering Service.

For longer flights a telephone call or visit to the nearest Flight Service Station or Weather Bureau Airport is necessary.

After receiving weather information either for short or long-range flights the pilot considers carefully if weather conditions are suitable for his flight. If not, it is better to delay the flight.

At many terminals information helpful to landing and take off is continuously broadcast on a navigational aid frequency. Prior to descent the pilot requests current weather for terminal area as well as field conditions at destination.

Рекомендована література

1.2, 1.3, 2.1, 2.2, 2.3, 2.9, 2.11, 2.12, 2.13.

Тема 6

Питання для самостійного вивчення:

• вивчення лексики професійного спрямування до тексту;

• читання тексту;

• переклад тексту;

• знаходження знайомих граматичних форм і конструкції;

• розуміння змісту прочитаного;

• підготовка до обговорення тематичного матеріалу тексту;

• огляд рекомендованої літератури, бібліографічних і до­відкових джерел, преси англійською мовою.

Завдання для самоконтролю знань

MI-8 helicopter

The Mi-8 helicopter is a single main rotor medium transport aircraft with a tail rotor. It is designed for passengers transport, paradrop, medical evacuation, and cargo transport. The Mi-8 helicopter is a civil variant designed for passenger service and internal or external cargo transport. The helicopter can be used for search and rescue opera­tions using an externally mounted rescue hoist and seat assembly.

The power plant of the helicopter includes 2 engines. It is possible to accomplish start-up of the engines using ground power unit or storage batteries. In case of failure of both engines during flight Mi-8 helicopter can carry out autorotation and safe landing.

Mi-8 is a single rotor helicopter. Its maximum take- off weight is ____,000 kg. Weight empty -_______ kg. Passenger accommodation - _____ persons (passenger version), ____ persons (transport version).

• Cruising speed is _________ km/hour.

• Ceiling -_________m.

• Range of flight - _______ km (with load ______ kg)

The advantage of helicopter is that it is able to perform a vertical spot take-off and landing. The helicopter can fly under any weather conditions by day and night since it is provided with all necessary flight control and navigation equipment, up-to-date autopilot and electrical ice protection.

Both the passenger and transport versions of the helicopter have external slings for transportation of loads. The jib crane enables the helicopter to be used in search and rescue jobs for lifting small cargoes up to 150 kg by the electrical winch when the helicopter is in hover. It can lift 2,500 kg on the external sling. If necessary, it can hover over the ground surface or water.

The power plant of the helicopter includes 2 engines. Power of each engine is 1,500 H.P. (horse power). It is possible to accomplish start-up of the engines using ground power unit or storage batteries. In case of failure of both engines during flight Mi-8 helicopter can carry out autorotation and safe landing.

It is possible to maintain necessary parameters of flight by means of autopilot which has 4 channels; direction (yaw), bank (roll), pitch and altitude channels.

The crew consists of 3 - members; captain, co-pilot, flight engineer. The pilots control the helicopter by means of cyclic control stick, collective pitch and control lever, directional control pedals (foot pedals and twist grip). During flight they use navigation instruments (gyro horizon, air speed indicator, rate-of-climb indicator, etc.) They use compass system, autopilot, radio compass, and radio altimeter as well. Radio communication is carried out by means of radio stations and interphone call boxes.

The duty of flight engineer is to check readings of fuel and oil pressure gauges (manometers), hydraulic system manometers, main rotor and engines RPM and DC and AC voltage. The flight engineer must also check position of cargo and its displacement on the external sling.

During pre-flight inspection the crew members must switch on all the CBs (circuit-breakers) and radio stations and to adjust the necessary frequency in order to establish radio communication with ATC. He is also to check fuel quantity and to fill in the logbook.

Рекомендована література

1.2, 1.3, 2.1, 2.2, 2.3, 2.9, 2.11, 2.12, 2.13.

Модуль 7 «Рівні володіння англійською мовою. Вимоги до авіаційного персоналу щодо рівня володіння англійською мовою. Процедура проведення тестування на визначення рівня володіння мовою. Методика підвищення рівня володіння англійською мовою”