- •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
Investigation
The investigation was initiated by the BFU immediately after receipt on the notification.
Up to now, the investigation has led to the following results:
Aircraft/ Crews:
The aircraft collided at a right angle. Whereas the Boeing B 757 was on a northern heading (004º) the Tupolev TU 154 M had a western heading (274º). The collision occurred at an altitude of app. FL 350.
Both aircraft were equipped with identical collision warning devices (TCAS Honeywell 2000, Change 7). According to the knowledge gathered so far, no malfunction was found.
Both operators had provided training programmes for TCAS and the crews had completed the corresponding training.
Neither the history of the flight nor the evaluation of the flight data recorders indicated any technical defects on the aeroplanes.
Air Traffic Control:
In the ACC Zurich maintenance work on the system was performed in the late evening of the accident day, during this period of time the system was operated in the “fallback mode”.
The horizontal separation minima had been increased from 5 to 7 nm. According to this, the horizontal distance between aeroplane flying at the same altitude must be at least 7 nm, which corresponds to a flight time of app. one minute. during this period of time the ground based collision warning system STCA (Short Term Conflict Alert) was not available.
The direct phone connections to the adjacent air traffic control services were not available either.
At the moment of the collision one controller was on the sector controller workplace. He had to monitor two workplaces with radar screens. A second controller on the night shift was outside the office for a break.
In addition there was one assistant on the sector workplace. She had no traffic control tasks but was responsible only for the receipt, the processing and the transmission of reports and flight plans.
This crew composition was corresponding to the normal night shift at the ACC Zurich.
App. two minutes prior to the collision the STCA system of the UACC (Upper Area Control Center) at Karlsruhe issued a warning to advise of a probable collision. The radar controller of the UACC tried several times to contact the ACC Zurich via the direct telephone line. It was not possible to establish a connection.
Exercise 9.2.2 Answer the questions.
What aircraft collided near the town of Űberlingen?
Where did both aeroplanes crash on?
Where were wreckages spread?
How many passengers were aboard the aeroplane to Barcelona?
What did the previous clearance include?
What did TCAS warn about?
What did ACC Zurich instruct the crew of the Tupolev?
What was the simultaneous command?
Who was the instruction acknowledged by?
What did the radar controller inform the crew about?
What did the crew ask for?
What results has the investigation led to?
Which system was not available?
What was the controller responsible for?
What was this crew composition corresponding to?
What did the radar controller of the UACC try to do?
Exercise 9.2.3 What do the following abbreviations stand for.