A Pegasus Boeing 737-800, registration TC-CPF
performing flight PC-8622 from Ankara to Trabzon (Turkey) with 162 passengers
and 6 crew, landed on Trabzon's runway 11 at 23:26L (20:26Z) but veered left
off the runway, went down a slope and came to a stop on soft ground just
short of the sea about 60 meters before the runway end and about 60 meters to
the left of the left runway edge. The aircraft was evacuated. There were no
injuries, the aircraft sustained substantial damage.
The airline confirmed the flight had a runway
excursion incident while landing in Trabon. The aircraft carried 162
passengers, 2 pilots and 4 crew, all of them disembarked safely, there were
no injuries.
The governor of Trabzon reported there were no
injuries.
Local emergency services reported 3 people were taken
to hospitals with minor injuries.
Mode-S data suggest the aircraft touched down normally at 143 knots over
ground.
Explaining:
Esse acidente foi um típico caso de runway excursion. Só para
relembrar:
Runway incursion – incursão de
pista ou invasão de pista
Runway excursion – excursão de
pista ou saída frontal ou lateral da pista
Quando a saída é lateral, trata-se de uma veer-off. Quando ultrapassa os limites da pista, trata-se de uma overrun.
Vocabulário
do texto:
Performing flight PC-8622 – realizando o voo PC-8622
Veered left off the runway - saída pela lateral esquerda da pista
60 meters before the runway end – 60m antes do final da pista
60 meters to the left of the left runway edge – 60m para a esquerda da
ponta esquerda da pista
The aircraft was evacuated – a aeronave foi evacuada
Requests from the
pilot that the controller repeat the instructions
Misunderstandings
by the pilot which result in incorrect readback
Failure of the
controller to recognize incorrect readback
Either the
controller or the pilot confusing the callsign
Causes of
communication breakdown (falha de comunicação)
Complexity of the
instructions
Mispronunciation
(pronúncia errada)
Misunderstandings
Instructions
spoken too quickly
Recommendations
Keep instructions
short
Listen to what a
pilot reads back
Speak slowly
Break up the
message into its individual words
Ask when not sure
Vocabulary:
Mishear – ouvir
mal
Give way – Dê
passagem
Unclear – Não
claro
Prefer to speak
the short and simple english / Prefer to speak plain english – prefira falar o
inglês simples e claro.
Building and
Features
The Airport
administration offices
Customs office
(alfândega)
The national
weather service
The postal service
offices
Helipad
(heliporto)
Controller’s
report
Issue instructions to taxi (emitir instruções para o
táxi)
Issue
runway-in-use information and taxi clearance
The holding
position in case of traffic conflict
Take-off clearance
Issue clearance to
taxi from apron
Issue parking
information
Vocabulary
Issue – emitir
Clearance –
autorização
Arrow pointing to
right/left – seta apontando para direita/esquerda
Apron – pátio
Prevailing Wind –
vento prevalecente
Airfield –
aeródromo
Active/Inactive
runway
Inbound x outbound
– entrada x saída
Manoeuvre/ maneuver (lê-se maníuver), ground manoeuvre
– manobras no solo. A diferença na escrita se deve ao fato de um ser British e
o outro American.
Remember that you:
Make a request
Receive clearance
Give a response
Read back a
message
Realize a mistake
Repeat an
instruction
Confuse a call
sign
Give an
instruction
Let’s describe
actions and position according to ground manoeuvres:
No movement: stand, wait, queue, face
Eg: Seven aircraft
are standing at the gates (Sete
aeronavaes estão ficando nos gates)
I’m on queue to take off. (Estou
na fila para decolar)
A TAM3 is facing
south (Um TAM está virado para o sul).
Slow: move around, approach, turn, push back, taxi,
exit, head
Eg: A few service
vehicle is moving around on the
apron. (Alguns
veículos de serviço estão se movendo no pátio)
An IL96 is approaching its gate ( um IL96 está
aproximando do seu gate)
The A330 is taxiing
into position (O A330 está taxiando para sua posição)
An Aircraft is taxiing
along A (Uma aeronave está taxiando pela alfa)
Fast: roll for, take off, touchdown, go-around
Eg: I hope we have a smooth touchdown. We’ve had enough scares on this flight already
(Espero que tenhamos um pouso –toque- suave. Tivemos já sustos o bastante neste
voo).
Three acft are queuing fortake-off on runway 32 (Três acft estão formando fila para decolar
na 32)
The go-around
is a maneuver, being taught to pilots (A arremetida é uma manobra
ensinada aos pilotos).
Expressions used in the apron.
To land on runway 27L in fog – Pousar na pista 27 da
esquerda com nevoeiro
At the
intersection – Na interseção
To continue
straight ahead – Continuar seguindo
QE433 went across
the active runway – QE433 atravessou a pista ativa
A330 carried on
towards the Terminal – A330 continuou em direção ao terminal
It came
nose-to-nose with an outbound 747 – Veio de cara com a saída de um 747.
Parts of an airport
Hotspot – a point
in an airport where there is danger of runway incursion
Taxiway – a road
that planes take to get to and from the runway.
Arrow – a symbol
that shows you which way to go.
Blast fence – a barrier
that protects an area from the force of the jet engines.
Signage – letters,
numbers and symbols that are positioned around an airport to show pilots where
they are and which way to go.
Pavement markings –
lines and letters painted on the ground.
Intersection – a place
where two runways or roads cross.
Como promessa é dívida, vou retomar esse blog e postar pelo menos uma vez por semana conteúdos do inglês da aviação. Vou seguir o livro Aviation English for ICAO compliance dos autores Henry Emery & Andy Roberts, editora Macmillan.
Estudei por esse livro para fazer a prova e aprendi bastante palavras novas voltadas para o inglês da aviação. É o início para quem quer aprender a comunicar e, principalmente, estudar para tirar no mínimo ICAO 4 na prova do Santos Dumont English Assessment - SDEA.
Para a prova serão cobrados os mesmos conteúdos já falados anteriormente nos posts. Mas resumindo é assim:
Parte I – Pilot’s Background Parte II – Interacting as a Pilot Parte III – Emergency Situations Parte IV – Aviation Topics
Você pode obter mais informações acessando o próprio site da ANAC.
Voltando ao que será descrito nos próximos posts, seguirei inclusive a sequência de conteúdos do livro:
1- Runway Incursion
2- Lost
3- Technology
4- Animals
5- Gravity
6- Health
7- Fire
8- Meteorology
9- Landings
10- Fuel
11- Pressure
12- Security
Vou tentar liberar os conteúdos o mais rápido possível. Obviamente farei um resumo do que está no livro e, se julgar necessário, vou acrescentar algumas informações novas. Também deixo claro que, por se tratar de um resumo, não vou esgotar o conteúdo dos subtítulos.
Após esse resumo vou escrever também sobre expressões, fraseologias, códigos usados no inglês da aviação, inclusive (e principalmente) relacionados às emergências.
Mais para frente, vou tentar fazer posts com novas informações e aprendizados seguindo o roteiro da prova SDEA para ficarmos familiarizados com a prova, evitar surpresas e aprender.
Recomendo ainda que leiam o artigo Inglês na Ponta da Língua do Comandante Marco Rocha (Rocky) publicado pela revista Aeromagazine.
Que 2017 venha para trazer de volta o brilho da aviação!!!!
Tive um período em que estava muito atarefado e sem tempo de colocar informações neste blog. Ainda mais com a aviação parada do jeito que tá, não dava nem ânimo. kkk A partir de dezembro/2016 focarei parte do meu tempo para escrever expressões, frases e conteúdos voltados para inglês da aviação, especialmente para a temível prova de proficiência.
As aviation is progressing and passenger transportation was becoming more frequent, it was necessary to adopt rules to this means of transportation.
This is a convention for the Unification of Certain Rules Relating to International Carriage by Air, Signed at Warsaw on 12 October 1929 (Warsaw Convention).
This Convention applies to all international carriage of persons, luggage or goods performed by aircraft for reward. It applies equally to gratuitous carriage by aircraft performed by an air transport undertaking.
International civil aviation agreement that establishes the legal framework for carriage of passengers, luggage (baggage) and goods (cargo). It covers conditions of carriage that define liability of the carrier in case of loss, damage, injury or death due to accident on international flights, and spell out procedures for claims and restitution; also lays down out the requirements for format and content of air transport documents (passenger, tickets, luggage tickets, air consignment notes, etc. Signed in 1929 in Warsaw – Poland – by 31 States, it has involved into one of the most important instruments of private international law adhered by 105 signatory nations.
In other words, it comes of carrier restrictions, what would be an act of omission or non-compliance, international standards of maintenance, the companies should have objective character of compensation due to the risk of its activity.
Commanders become agents of the company: rid the company to repay beyond what is required. It is up to the commander logbooks custody and all books on board and would have the prerogative to save his life to study the contributing factors in accidents.
The carrier is liable for damage occasioned by delay in the carriage by air of passengers, luggage or goods.
The company should stick to the airworthiness standards: both equipment as pilots would study objects (sleep, alcohol usage, workload). Insurance would be mandatory or not? This convention was the birthplace of air investigations.
It was held in Havana, Cuba, from 16 January to 20
February 1928.
Although President Wilson played a leading role in the
establishment of the League of Nations, he was unable to guide his country into
this general society of states. The fact that the ICAN (International
Commission for Air Navigation) was considered formally linked with the League
was one of reasons why the USA did not join it. The need for a separate
form of international cooperation on a regional American basis was result of
this situation.
From 2 to 19 May 1927 had met in Washington the
Commercial Aviation Commission, which had drawn up the project of a
Pan-American Convention of Aerial Navigation. It also took the Paris
Convention as starting point, but it carried out many modifications that
were of importance.
Drawn up the – elaborou carried out – realizou, cumpriu
Further to the above Commission, the Pan American
Convention on Commercial Aviation had been finalized in Havana early 1928
under the auspices of the Sixth Pan-American Conference. President Calvin
Coolidge of USA arrived in Havana on 15 January and addressed the Conference on
the opening day. The United States and twenty other States located in
the Western Hemisphere signed the Convention on 20 February 1928. This new
Convention weakened the ICAN’s (International Commission for Air Navigation)
international stature.
The Havana Convention was modeled after the
Paris Convention; it applied exclusively to private aircraft (government
aircraft were not included) and laid down basic principles and rules for aerial
traffic, recognizing that every State had complete and exclusive sovereignty
over the airspace above its territory and adjacent territorial waters. Clauses
largely enabled USA owned airlines to freely operate services within North and
South America.
Enabled – permitiu within – “no”, ideia de dentro, no interior de
Although the principles of the Havana Convention were
the mutual freedom of air passage, it made however no attempt to develop
uniform technical standards, nor was there any provision for periodic
discussion on common problems through the agency of a permanent organisation
(i.e. a Secretariat). The Havana Convention had no Annexes; all rules
were contained in the treaty itself. Aircraft regulation was done according to
the laws of each country; no uniformity was provided. However, they were seen
to be no longer adequate for the years after World War II, because of the
immense wartime development of aerial transport. The Convention on
International Civil Aviation signed at Chicago on 7 November 1944
superseded them; there was some readiness to concede that commercial air rights
as well as technical and navigational regulations should be governed by
international agreement.
The Havana Convention was approved by the US
Senate on 20 February 1931. The Convention was registered with the League of
Nations on 12 May 1932.
This Pan-American Agreement was a certain success,
since, signed by 21 States, it was finally ratified by 16 of them by 1944, i.e.
Bolivia, Brazil, Chile, Costa Rica, Cuba, the Dominican Republic, Ecuador,
Guatemala, Haiti, Honduras, Mexico, Nicaragua, Panama, Uruguay, the USA, and
Venezuela.
In 1919, Spain and all the other ex-neutral
governments in World War I had been invited to adhere to the Paris Convention.
Spain had declined to do so, partially due to Article 34 of this Convention
related to the uneven equivalency between parties. Moreover, Spain withdrew
from the League of Nations in 1926, its claim for a permanent seat on its
Council having been rejected.
To do so – a fazê-lo due to –
devido a moreover
– além disso
Following the growth of aviation activity between
Spain and South-America and as a result of the failure by the USA and most
Central and South American States to adhere to the Paris Convention, Spain
decided to initiate a diplomatic counteraction and invited all Latin American
and Caribbean States and Portugal to the Ibero-American Conference to
be held in Madrid from 25 to 30 October 1926.
Counteraction – ação contrária/ de oposição To be held in –
a ser realizada em
At the end of a Conference, the Ibero-American
Convention on Air Navigation (called Convenio Ibero Americano de
Navegación Aérea, or CIANA, also called the Madrid Convention) was
created. This convention differed from the Paris Convention in that it
differently took account of the principle of the equal voting rights of its
members (Article 34) and the right for a Contracting State to permit the flight
above its territory of an aircraft that did not possess the nationality of a
Contracting State (Article 5). Whereas 21 States (Spain, Portugal and 19 Latin
American countries) signed this Convention on 1 November 1926, but only 7
States (Argentina, Costa Rica, Dominican Republic, El Salvador, Mexico, Spain
and Paraguay) deposited their instruments of ratification.
The Ibero-American Air Convention was modelled after
the Paris Convention and its wording was virtually identical in most of the
articles; only the offensive articles of the Paris Convention were
significantly amended to assure the equality of States and eliminate any
discriminatory implications concerning the States.
Amended – alterado, corrigir To assure –
assegurar, garantir
In most of – na maior parte de Concerning –
relacionado a , relativo a
Argentina and Spain renounced the Convention by 1933
and joined the ICAN; the Madrid Convention never came into force. It was no
more than the result of political posturing of Spain trying to assert
leadership in Latin America.
Let's start the new year with many information about Conventions that are part of our daily routine. We'll understand that the aviation we know today has been moved forward step-by-step. Since the invention of the airplane, the world has thought of how to regulate and standardize this new activity, which is very technical and has revolutionized the means of transportations with speedy and agility.
History
of the Convention
1906 - invention of the airplane
1914-1918 - 1st World War
Here comes a
question: how far goes the sovereignty of a State in the airspace?
1919 Paris Convention
• Revoked by the 1944 Convention
• The State has sovereignty over its airspace
1939-1945- 2nd World War
1944- Chicago Convention
• In force until today
• Creation of ICAO: legal nature: legal entity of
public international law.
1945: Creation of IATA - legal entity of private
international law.
Convention is more technical, specific character, solve specific
problems. It celebrates an agreement of wills between States which aims to
establish rules of general conduct through their signatures and are responsible
for complying with the above.
Treaty is the same thing, but is not technical, it is more
generic. It is a means by which subjects of international law determine rights
and obligations.
It’s a Convention relating to the regulation of aerial
navigation, signed at Paris, October 13th, 1919 with additional
protocol, signed at Paris, May 1st, 1920.
GENERAL PRINCIPLES: The High Contracting Parties
recognise that every Power has complete and exclusive sovereignty over the air
space above its territory. For the purpose of the present Convention, the
territory of a State shall be understood as including the national territory,
both that of the mother country and of the colonies, and the territorial waters
adjacent thereto.
State consists of territory, population, government
and sovereignty.
• Search the aeronautical standardization and rules
for the use of airspace. Use of miles, feet, knots.
• Defined the question of the nationalities of
aircraft. There are differences between public, private and military aircraft.
The Marking of Aircraft (registration mark): the nationality mark shall be represented by
capital letters in Roman characters.
Every aircraft engaged in international navigation
shall be provided with: a certificate of registration; a certificate of
airworthiness; certificates and licenses of the commanding officer, pilots and
crew; If it carries passengers, a list of their names; If it carries freight,
bills of lading and manifest; Log books; If equipped with wireless, the special
license.
Certificates of airworthiness and of competency and
licenses issued or rendered valid by the State whose nationality the aircraft
possesses, and hereafter by the International Commission for Air Navigation,
shall be recognised as valid by the other States. Each State has the right to
refuse to recognise for the purpose of flights within the limits of and above
its own territory certificates of competency and licenses granted to one of its
nationals by another contracting State.
• Use of the phonetic alphabet.
• Admission of Air navigation on foreign territory.
For this, the aircraft must undergo rigorous maintenance. Every aircraft of a
contracting State has the right to cross the air space of another State without
landing. However, each contracting State
shall have the right to establish reservations and restrictions in favour of
its national aircraft in connection with the carriage of persons and goods for
hire between two points on its territory.
• Inbound and Outbound Rules at aerodromes: procedure
Charts.
• There shall be instituted, under the name of the
International Commission for Air Navigation (ICAN), a permanent Commission
placed under the direction of the League of Nations: The main duty of this
Commission shall be : To collect and communicate to the contracting States
information of every kind concerning international air navigation ; relating to
wireless telegraphy, meteorology and medical science which may be of interest
to air navigation; to ensure the publication of maps for air navigation.
• Air Freedoms: peace overflight over territory and
landing for maintenance. Each contracting State undertakes in time of peace to
accord freedom of innocent passage above its territory to the aircraft of the
other contracting States, provided that the conditions laid down in the present
Convention are observed. Regulations made by a contracting State as to the
admission over its territory of the aircraft of the other contracting States
shall be applied without distinction of nationality.
• Every airship officer pilot has full faith in the
aircraft. The Union concede license for the pilot. The commanding officer,
pilots, engineers and other members of the operating crew of every aircraft
shall, in accordance with the conditions laid down in Annex E, be provided with
certificates of competency and licenses issued or rendered valid by the State
whose nationality the aircraft possesses.
• ICAN: legal personality (principle of specificity):
organize and supervise the rules of the Paris Convention. However had a number
of limitations, such meetings once a year. USA did not participate.
• ICAN determined as should be done to customs
supervision in the aircraft, the pilot documentation, etc.
Hi, crew ! My name is Leonardo Vasconcelos and this is my first post together my dear friend Cmdt Alexandre, and i'll start to talk about Emercengy Procedures...
Introduction
Practice, planning, and good judgment can improve the
odds tremendously, but despite our best intentions, sometimes
things just go wrong. In this Safety Advisor, we’ll look
at ways to handle those critical “up here, wishing you were
down there” situations as safely as possible.
What is an emergency? It seems like an easy question at
first glance, but it’s a little harder to pin down when you
stop to think about it. Is an engine failure an emergency?
What if it happens at 5,000 agl, in perfect weather, with
20 suitable landing spots within gliding distance?
In emergencies, context is everything. The location. The
weather. The pilot. The airplane. The circumstances in
which a problem occurs can make it a virtual non-event—
or turn it into a nightmare (imagine that same engine failure
at 300 agl during a night takeoff over a partially frozen
lake).
Initial Response
You’re droning along in cruise when suddenly a problem
arises. What to do? The first step should be to perform a
very basic initial assessment:
1) What’s wrong?
2) How critical is it?
3) How much time do I have?
The most dangerous situation is one that’s both serious
and requires immediate action. Engine failures shortly after takeoff, or oxygen system failures at 25,000 feet, come to
mind. These are the kinds of issues for which pilots should
be “spring-loaded.” Significant time should be devoted to
training for them, and immediate responses should be
practiced regularly and (in the case of engine failure on
takeoff) briefed prior to departure.
If the problem is mechanical or electrical, there’s a chance
that it won’t be immediately obvious what’s wrong. Given
time, attempt to determine the cause—both because it
might be fixable and on the chance that you can keep it
from getting worse, or causing other problems. Study the
panel and any other indications (smells, sights, sounds) and
try to reach a conclusion. You might have to interpret
information from multiple sources. For example: What if
the oil pressure dropped to zero, but the engine continued
to run normally and the oil temperature was steady?
Also remember that the situation may have been precipitated
by something the pilot did, or failed to do. Into the
category of self-induced emergencies fall such blunders as
switching to an empty fuel tank (or forgetting to switch
tanks) and grabbing the wrong power lever—mixture instead of throttle, for example.
If the beginning of a problem
coincided with something you did, undo it!
With respect to checklists: In an emergency, it’s best to
have the immediate action steps for certain situations—
engine failure, fire, etc.—committed to memory. Once the
immediate situation is under control, break out the checklist
and verify that the proper steps have been taken. If
need be, delve into further troubleshooting at that point.
Hi
crew!! I’ll start to speak up about Miscommunication. For that I have started a
research on Internet about this issue and I have come across many such
instances. It is difficult to quote and discuss all of them in detail here.
Miscommunication – lack of clear or adequate communication
(falta de comunicação).
Many incidents and accidents in civil aviation have
been attributed to human factors and the most prominent of these factors is
miscommunication. Majority of times it is because of the
language problem as English is not our mother tongue but sometimes it’s due to
complacency, overconfidence of person and other factors such as poor knowledge
of procedures and phraseology etc.
According to a research paper by a Sydney based Air
Traffic controller, which deals with this aspect of human factor, there’s a useful
document that will enlighten us.
The
collision between the Pan Am and KLM Boeing 747's at Tenerife in March 1977,
which killed 583 people, was a defining event in aviation safety. While there
were many predisposing human factors involved, the accident was a tragic lesson
in miscommunications. The
accident demonstrated that, in the aviation industry, "information
transmitted by radio communication can be understood in a different way to that
intended, as a result of ambiguous terminology and/or the obliteration of key
words or phrases" and that "the oral transmission of essential
information, via single and vulnerable radio contacts, carries with it great
potential dangers".
Defining event – critically important (evento decisive)
In a different way to – otherwise (caso contrário,
de um jeito diferente)
Intended – purposed (pretedido)
As a result of – accordingly, under the circumstances,
as a consequence (como resultado)
Obliteration – remove or destroy completely so as to
leave no trace. Synonyms for annihilate. (obliteração, aniquilição)
Datas: on Sunday, I was born on the 7th of
September, On 27th March 1977
In September,
in 1977
Amongst
controllers there is insufficient awareness of the pervasiveness of the
miscommunication problem and its various manifestations. The insidiousness of
some of these requires that controllers be provided with a deeper insight into
the structures of language and the way which phrases and words can be
misinterpreted. Types of Miscommunication:
Amongst = Among - used interchangeably, but among is
more common in modern writing (entre).
Pervasiveness – the quality of filling or spreading
throughout (penetrante, difusão).
Insidiousness – incidência.
Misinterpreted – to interpret or explain wrongly (mal
interpretado)
1
- Absent-mindedness and Slips
For
instance, a controller may routinely assign the same level for descent to
arriving aircraft. But on one occasion that conflicting traffic at that level
has been noted, the controller may still absent-mindedly assign that level to
an inbound aircraft instead of providing level separation. They are not signs
of incompetence but of misapplied competence. They are a problem of experts,
not of beginners.
For instance – to offer as an example (por exemplo)
Absent-mindedness – preoccupied. The person is
absent-minded (distração)
Slips – to fail to be remembered by (deslizamento,
escorregão, vacilo)
Inbound aircraft – aircraft which is coming in
(aeronave que chega)
Misapplied competence
– misappropriate competence (competênica mal aplicada).
2-
Ambiguity
As
this paper has revealed, ambiguity can arise from many aspects of verbal
communications. Workload may increase vagueness and imprecision. Vagueness may
also restrict the situational awareness.
A
lack of definition can also be included here when controllers and pilots have
differing understandings of words and procedures. In 1974 a Boeing 727 approaching
Dulles Airport, Washington, was "cleared for a VOR/DME approach"
which the pilot understood to mean he was cleared to the final approach
altitude of 1800 feet and that there was no other terrain above that level on
his route. The controller understood it to mean that the aircraft could descend
without conflicting with other traffic and that the pilot was responsible for
terrain avoidance. The aircraft crashed into a mountain.
Pilots
must be aware that the responsibility has shifted from the controller to them
and is therefore incumbent on the controller to use standard phraseologies to
ensure that pilots are in no doubt.
Arise/arose/arisen – used in a more abstract way, very
formal (mesmo significado)
Raise/Raised/Raised – move to higher position. Raise
your hand/voice/finger (levantar)
Vagueness – not clear in expression (vago, impreciso).
Situational awareness
(consciência situacional).
Lack of – (falta de)
Shifted from – Exchange
from (mudado, trocado).
3 -Callsign Confusion
Aircraft
callsign confusion is a vexation throughout the world. It hampered ATC
assistance to the charter DC-8 with an in-flight fire at Jeddah in 1991 which
killed 261 people, was implicated in the Boeing B737 and Metroliner collision
in Los Angeles in 1991, and has caused numerous other incidents when pilots
have accepted clearances meant for others.
Vexation – annoyance (vexame,
aborrecimento).
4-
Code Switching
Code
switching refers to the habitual switching back and forth from one language to
another of bilingual and multilingual speakers during the course of a
conversation.
Perhaps the most well known example of this occurred
at Tenerife. The problem can also arise between speakers of the same language
when different dialects are in use. A Boeing 737 crash where the controller and
pilots used the word 'hold' to mean 'stop' (its aviation meaning) and 'to
continue' (as in 'hold your course' in ordinary English). Just
what 'hold' meant in each transmission in which it was used led to confusion.
Back and forth – (vai e vem).
Perhaps – maybe (talvez).
Lead/led/led to – to guide or to be at the head of
(levou a, liderou).
5-
Different Voices
Voices
become familiar, and it can confuse the pilot if a different controller from
the one expected replies, and he confuses the controller.
6-
Emergencies
Language
skills diminish as tension rises during in-flight emergencies. Tasks take
priority which means that controllers may have to concentrate in order to
deliver slow and clear speech, especially those for whom English is not their
first language. Distraction
with an emergency may cause slips with communications with other aircraft.
Diminish – to reduce or lessen (reduzir ou diminuir).
7-
Enunciation
Poor
enunciation by a sender leads to doubt by the receiver as to what has been
heard. Some people find certain words difficult to enunciate, particularly when
they are busy, so, for example, 'Juliet Juliet Tango' becomes 'Jew Jew Tango'.
8-Expectation
Expectation
errors are a particularly insidious form of miscommunication because readbacks
may indicate that the message has been received correctly when, in fact, it has
not. Byron (1997) cites an example where an aircraft was cleared to climb to
FL310 and at FL260 the controller asked about the aircraft's speed. The pilot
answered "315 knots". The
controller said "maintain 280", to which the pilot responded
"280 knots".
9- Headsets
The microphones tend to drop away from the mouth. Microphone
clipping occurs when a controller (or pilot) fails to ensure that the
microphone switch is activated prior to speaking, or deselects it prior to
finishing speaking, dropping the first letter from the callsign, for example,
'Echo Alpha Kilo' accepts a message meant for 'Tango Alpha Kilo'.
Clipping – waveform distortion (distorção de áudio).
Prior to – earlier, first (antes de).
10- Homonyms and Homophony
The misinterpretation which may occur with the
homonyms 'to, too and two'
"Descend
two four zero zero" (2400- two thousand four hundred feet) to which the
pilot replied, "OK, four zero zero" (400- four hundred feet).
Controllers
often encounter this problem with these homonyms and appear to use two
different techniques to overcome it. One is to pronounce 'to' as 'tah'; the
other is to emphasise 'to' as in "descend to two seven zero zero".
Homophony
is sounding exactly or nearly alike. Examples are 'left' and 'west'. For
instance, in the Canadian Pacific accident in Sydney, 'take taxiway right' was
heard as 'you can backtrack if you like'.
Encounter – find (encontrar).
Overcome – to deal with successfully (superar).
11-
Noise
Noise
causes message distortion and may be due to cockpit or ATC centre background
noise, equipment noise, environmental noise (atmospheric static), substandard
headsets or poor microphone technique.
12-Number
Problems
It
seems to occur most often when controllers give headings and distances in
conjunction with altitudes. Indeed, numbers are likely to be transposed and the
error may not be picked up in the pilot readback.
13-Similarity
of SIDs, STARs and Waypoints
The
similarity of names for standard instrument departures or arrivals may cause
confusion and mistakes. A pilot may mistakenly fly the wrong one. Waypoint
similarity can cause confusion like ROTAP and RONSA.
14-Speech Acts
The variety of functions-speech can represent, such as
statement, question, request, and so on. Once a controller
prodded a pilot for a readback of an assigned altitude by requesting, with
voice intonation, "flight level 80 clear?" was interpreted as a
statement "flight level 80 clear".
During
peak traffic periods, controllers in some positions may be talking constantly.
Difficult as it may be, if controllers pause between transmissions to different
aircraft, the amount of irrelevant information received by pilots is reduced.
This increases the pilot's chance of remembering and reduces requests for
reiteration. The rapid speed at which controllers deliver instructions is
probably the most common miscommunication complaint received from pilots.
Peak periods – highest use or demand, peak time
(período de pico).
Difficult as it may be – it might be (por mais difícil
que possa ser).
