- •Unit 1 history of aviation
- •1.1 Aviation History
- •1.2.Eurocontrol
- •The Single European Sky
- •Unified Air Traffic Management
- •1.3 Supplementary Reading texts
- •International Civil Aviation Organization (part I)
- •International Civil Aviation Organization (part II)
- •International Standards and Recommended Practices (sarPs)
- •Procedures for Air Navigation Services
- •International Air Transport Association (Iata)
- •1.4 Topics for Discussion
- •Unit 2 air traffic service
- •2.1 Air Traffic Service
- •Icao; sarps; fiRs; ifr; vfr; ats; atc.
- •2.2 How Air Traffic Controllers Operate
- •2.3 English Is the Language of Communication
- •Atc; r/ t; atis; volmet; bbc.
- •2.4 Supplementary Reading texts Language as a Factor in Aviation Incidents and Accidents
- •General and Aviation-Specific English Language Training
- •2.5 Topics for Discussion
- •Unit 3 aircraft types and construction
- •3.1 Principle Structural Units of the Aircraft
- •3.2 Heavy Wide-body Transport Aircraft
- •Aircraft of a New Generation
- •Airbus a330
- •A330 mrtt
- •3.3 Supplementary Reading texts Aircraft – General
- •Vertical and Short take-off and Landing Aircraft
- •3.4 Topics for Discussion
- •Unit 4 airport design
- •4.1 Airport Design
- •4.2 Baggage Carriage
- •4.3 Classification of Air Transportations
- •4.4 Carriage of Dangerous Goods
- •4.5 Airport Vehicles
- •4.6 Landing Area
- •4.7 Taxiways
- •4.8 Supplementary Reading Texts Airport
- •From the History of Hangars
- •Borispil Airport
- •4.9 Topics for Discussion
- •Unit 5 atco’s workload
- •5.1 Atc Centre. Air Traffic Control Specialist
- •Nature of the work
- •Terminal (Tower) Controller
- •Area Control Centre Controller
- •Working conditions
- •Certificate and Rating Requirements
- •Physical Requirements
- •Written test and Interview
- •5.2 Controller’s Automated Workstation
- •5.3 Simulator Training of Aviation Specialists
- •5.4 Supplementary Reading Texts
- •Attenuation
- •Other features
- •5.5 Topics for Discussion
- •Unit 6 human factor
- •6.1 The Meaning of Human Factors
- •6.2 Human Factors Within Systems
- •6.3 Speaking over the Telephone Part I
- •Making an Appointment
- •Being Unable to Keep an Appointment
- •Part II
- •An Applicant’s Passport is not Available
- •Congratulations on a Promotion
- •Booking a Plane Reservation
- •6.4 Controller Proficiency
- •6.5 Supplementary Reading Texts Human Factor
- •Crew Interaction Capability
- •Communication, Navigation and Surveillance /Air Traffic Management Interface
- •Error Management
- •Crew Information Requirements Analysis
- •Training Aids
- •Human Factor and Aviation Safety Problems
- •Los Rodeos Runway Collision
- •Cali b757 Terrain Crash
- •German Midair Collision
- •It's Not All About Accidents
- •My Best Profession
- •An Air Traffic Controller’s Job
- •6.6 Topics for discussion
- •Unit 7 health problems in aviation
- •7.1 Health as One of the Criteria of Air Traffic Controller Professional Selection
- •7.2 Holistic Medicine
- •7.3 Supplementary Reading Texts
- •7.3.1 The Spheres of Health
- •7.3.2 A Country’s Biggest Killer…
- •7.3.3 Stress: is your life a blur?
- •How to avoid hurry sickness and lead a better life
- •7.3.4 Yoga helps to relax
- •7.3.5 Alternative Cure 1 An unusual present
- •7.3.6 Alternative Cure 2 Extreme methods sometimes work
- •7.3.7 Alternative Cure 3 An allergic person’s confession
- •7.3.8 Alternative Cure 4 Macrobiotics as it is
- •7.3.9 Alternative Cure 5 Acupuncture – will it suit you?
- •Modern reflexology
- •7.3.10 The worst pain I have ever had (Four people’s experience)
- •7.4 Topics for Discussion
- •Unit 8 geography
- •8.1 The earth. Volcanoes. Volcano Activity Warning System for Pilots
- •Icao, iavw
- •8.2 The Effects of the Weather on Aviation
- •8.3 Natural Catastrophes
- •8.4 Supplementary Reading Texts The Atmosphere
- •Weather
- •8.5 Topics for Discussion
- •9.1 Transponders Were Switched off to Prevent Aircraft Being Tracked by Air Traffic Control
- •9.2 Status Report
- •Investigation
- •Vor; acc; tcas; stca; uacc; atc
- •9.3 Loss of Separation
- •9.4 Controlled Flight into Terrain
- •9.5 Flight Chaos Across Europe After Air Traffic Control Strikes
- •9.6 Airplane Hijacking
- •9.7 Supplementary Reading texts Flight Security
- •Aviation Security
- •Civil Aviation Security Regulations
- •Civil Aviation Security
- •9.8 Topics for Discussion
- •Unit 10 emergency
- •10.1 Drama as Pilot is Sucked out of Plane at 23.00 ft (The error that could not happen)
- •10.2 Communication Failure
- •10.3 Distress and Urgency Messages
- •10.4. What is a Near-Miss?
- •Ins; ifr; vfr; tcas; ra; ft; km; n; m; fl.
- •10.5 Supplementary Reading Text the search for a legendary fugitive - d.B. Cooper
- •10.6 Topics for Discussion
- •Word list
- •Subject index
- •References
2.4 Supplementary Reading texts Language as a Factor in Aviation Incidents and Accidents
ICAO phraseologies and plain language are required for safe radiotelephony
communications. The great emphasis is placed on the importance of the use of ICAO phraseology. The use of different phraseologies in different geographical areas increases the chances that communications will be misunderstood. Any deviation from ICAO standard phraseologies presents an obstacle to the best possible communication.
A number of major accident investigations has indicated lack of proficiency in and comprehension of the English language by flight crews and air traffic controllers as a contributing factor.
No set of standard phraseologies can fully describe all possible circumstances and responses. It is totally impossible to define instructions for all cases and write such a document as phraseology for emergencies.
That is why, we need plain language proficiency as a fundamental component of radiotelephony communications. It should be used in the same clear and unambiguous manner as the phraseology, for example, in emergencies or unusual situations. It is widely recognized that a need for plain language may quickly arise during emergency or unusual situations.
Sometimes a complication or an unexpected event can lead to a communication breakdown. It is important to have sufficient language proficiency and good skills to manage a dialogue through any unexpected event.
In three accidents (one collision on the ground, one accident involving fuel exhaustion and one controlled flight into terrain), over 800 people lost their lives. What these seemingly different types of accidents had in common was that, in each one, accident investigators found that insufficient English language proficiency on the part of the flight crew or a controller had played a contributing role in the chain of events leading to the accident.
It is the nature of pilots and ATCOs to adhere to strictly defined procedures and regulations but they should be able to demonstrate substantial flexibility in their response when they have an unusual situation.
The pilots and controllers should:
avoid jargon, slang and idiomatic expressions;
be clear, concise and direct;
c) speak slowly and clearly.
The language proficiency can help the pilots and ATCOs to reduce miscommunications. The language should be a tool to identify and help solve a problem before it becomes a disaster. The plain language is an option only when ICAO phraseologies are not available. ICAO standardized phraseology shall be used in all situations for which it has been specified.
Only when standardized phraseology cannot serve an intended transmission, plain language shall be used.
Language has three distinct roles in accidents and incidents
a) in the use of phraseologies
An incorrect use of phraseology can lead to an accident or incident. The purpose of using phraseologies is to promote clarity and brevity.
b) in the use of the plain language
The plain language is a link which can help to solve the problem in many everyday situations, as pilots and controllers often need to share information. Then, as it has already been mentioned, the standard phraseology cannot predict all emergencies and non-routine events. In this case the plain language plays a great role.
c) in the use of more than one language in the same environment
The use of two languages in the same environment can lead to a lack of situational awareness for flight crews who do not understand all the languages used for radiotelephony in that airspace. But the implementation of a single-language radiotelephony environment on a worldwide basis is not realistic in the short period of time.
Answer the questions.
1. What are ICAO phraseologies and plain language required for?
2. What is the great emphasis placed on?
3. What increases the chances that communications will be misunderstood?
4. What has indicated lack of proficiency in comprehension of the English language by flight crews and air traffic controllers?
5. Why is it impossible to define instructions for all cases?
6. Is it possible to write a document with phraseology for emergencies?
7. Why do we need plain language?
8. What event can lead to a communication breakdown?
9. Is it important to have sufficient language proficiency and good skills to manage a dialogue through any unexpected event?
10. Can accidents have something in common?
11. Why do pilots and air traffic controllers have to adhere to strictly defined procedures and regulations?
12. What should pilots and controllers do to be understood?
13. What can help the pilots and controllers to reduce miscommunications?
14. Why should language be a tool to identify and help to solve a problem before it becomes a disaster?
15. When can plain language be an option?
16. In what situations shall ICAO standardized phraseology be used?
17. How many distinct roles does the language have?
18. What is the purpose of using phraseologies?
19. Why is the plain language a link which can help to solve problems in many everyday situations?
20. Can the standard phraseology predict all emergencies and non-routine events?