Divided by a common language?Divided by a common language?Language and Safety: Case StudiesLanguage and Safety: Case Studies

Philip Shawcross, ICAEAPhilip Shawcross, ICAEA

ICAO LPRI workshop, Saint Petersburg 24th-26th May 2011ICAO LPRI workshop, Saint Petersburg 24th-26th May 2011

1.1. Insufficient language proficiency in operational Insufficient language proficiency in operational communicationcommunication

2.2. RT discipline & inappropriately idiomatic speech by RT discipline & inappropriately idiomatic speech by ‘Level 6’ native English speakers‘Level 6’ native English speakers

3.3. Language erosion over time and the loss of language Language erosion over time and the loss of language proficiency under stressproficiency under stress

4.4. Aviation language training which does not address the Aviation language training which does not address the conditions of operational useconditions of operational use

5.5. Sub-standard or inappropriate testingSub-standard or inappropriate testing

AspectsAspects

1.1. Insufficient language proficiency in Insufficient language proficiency in operational communicationoperational communication

Inadequate comprehension (New Delhi)Inadequate comprehension (New Delhi)

ATC: ‘ATC: ‘Traffic is at 8 miles now FL 140’Traffic is at 8 miles now FL 140’

…….. Radio operator: ‘Radio operator: ‘Keep at FL 150’Keep at FL 150’

KZK 1907 / SV 763, Charkhi Dadri, India, 12 November 1996KZK 1907 / SV 763, Charkhi Dadri, India, 12 November 1996

Inadequate expression (Avianca 052)Inadequate expression (Avianca 052)

ATC: ‘ATC: ‘And Avianca 052 heavy I’m going to bring you And Avianca 052 heavy I’m going to bring you about 15 miles northeast and turn you back on for the about 15 miles northeast and turn you back on for the approach. Is that fine with you and your fuel?’approach. Is that fine with you and your fuel?’

AVA 052:AVA 052: ‘I guess so. Thank you very much.’ ‘I guess so. Thank you very much.’…….. ATC: ‘ATC: ‘Avianca 52, climb maintain 3,000’Avianca 52, climb maintain 3,000’ AVA 052:AVA 052: ‘Ah, negative sir, we we’re just running out of ‘Ah, negative sir, we we’re just running out of

fuel. We OK 3,000, now we could.’fuel. We OK 3,000, now we could.’

Avianca 052, New York 25 Jan 1990Avianca 052, New York 25 Jan 1990

Inadequate expression (Avianca 052)Inadequate expression (Avianca 052)

NTSB findingsNTSB findings

‘ ‘The failure of the flight crew to adequately The failure of the flight crew to adequately manage the manage the airplane’s fuel loadairplane’s fuel load, and their , and their failure to communicatefailure to communicate an an emergency fuel situation to ATC before fuel exhaustion emergency fuel situation to ATC before fuel exhaustion occurred… Also contributing to the accident was occurred… Also contributing to the accident was inadequate inadequate traffic flow managementtraffic flow management by the FAA and the by the FAA and the lack of lack of standardized understandable terminologystandardized understandable terminology for pilots and for pilots and controllers for minimum emergency fuel states. The Safety controllers for minimum emergency fuel states. The Safety Board also determines that Board also determines that windshearwindshear, , crew fatiguecrew fatigue and and stress stress were factors that led to the unsuccessful completion were factors that led to the unsuccessful completion

of the first approach and thus contributed to the accidentof the first approach and thus contributed to the accident.’.’

Unfamiliar pronunciationUnfamiliar pronunciation

‘ ‘When we experience problems, it’s not that this has When we experience problems, it’s not that this has

necessarily caused me to make a wrong turn or do necessarily caused me to make a wrong turn or do something incorrectly; the problem that I feel it has caused is something incorrectly; the problem that I feel it has caused is the communication and the deciphering of what exactly that the communication and the deciphering of what exactly that they want us to do takes a little bit of time and they want us to do takes a little bit of time and puts us puts us behind the aircraft.behind the aircraft.

…….. Sometimes I won’t catch the numbers in a frequency Sometimes I won’t catch the numbers in a frequency

change, the name of a fix or off-route waypoints because change, the name of a fix or off-route waypoints because they might be pronounced differently.’they might be pronounced differently.’

US Airline Transport Pilot International Experiences Report 2, 2010 (US Airline Transport Pilot International Experiences Report 2, 2010 (www.faa.govwww.faa.gov/library/reports/library/reports))

Results of 11,719 SAFA inspections on ELPResults of 11,719 SAFA inspections on ELP

‘ ‘In 5.8% of the cases (i.e. 679 cases) the In 5.8% of the cases (i.e. 679 cases) the inspections identified findings concerning the inspections identified findings concerning the language proficiency of the pilots: no ELP language proficiency of the pilots: no ELP endorsement or endorsement with level lower endorsement or endorsement with level lower than required.’than required.’

EASA: SAFA (Safety Assessment of Foreign Aircraft) harmonisation EASA: SAFA (Safety Assessment of Foreign Aircraft) harmonisation topics based on inspections carried out 01.01.2010 – 31.01.2011topics based on inspections carried out 01.01.2010 – 31.01.2011

2.2. RT discipline & inappropriately RT discipline & inappropriately idiomatic speech by ‘Level 6’ native idiomatic speech by ‘Level 6’ native

English speakersEnglish speakers

RT discipline: non-standard phraseologyRT discipline: non-standard phraseology

ATC: ‘ATC: ‘Jet Blue 497 we've got a lotta weather in the area Jet Blue 497 we've got a lotta weather in the area

that's slowing things up a little, so I need you to go to that's slowing things up a little, so I need you to go to Fostor the 010 Fostor radial and hold at the 15‑mile fix, Fostor the 010 Fostor radial and hold at the 15‑mile fix, left turns expect further clearance at 1512.’left turns expect further clearance at 1512.’

oror

ATC: ‘ATC: ‘Jet Blue 497, hold NE on the Fostor 010 radial one Jet Blue 497, hold NE on the Fostor 010 radial one five mile fix, left turns, expect further clearance 1512, five mile fix, left turns, expect further clearance 1512, time now 1455.’time now 1455.’

FAA Air Traffic Bulletin, 2003-4FAA Air Traffic Bulletin, 2003-4

Use of different languages on the frequency (CDG)Use of different languages on the frequency (CDG)

ATC: ‘ATC: ‘Liberté 8807 (quatre vingt huit zero sept), autorisé Liberté 8807 (quatre vingt huit zero sept), autorisé au décollage 27 (vingt sept), 230° (deux cent trente au décollage 27 (vingt sept), 230° (deux cent trente degrés), 10 (dix) à 15 (quinze) noeuds.’degrés), 10 (dix) à 15 (quinze) noeuds.’

LIB8807 : ‘On dLIB8807 : ‘On décolle 27 … Liberté 8807.’écolle 27 … Liberté 8807.’ ATC : ‘ATC : ‘Streamline two hundred, line up runway 27 and Streamline two hundred, line up runway 27 and

wait, number two.’wait, number two.’ SSW200: ‘SSW200: ‘Line up runway 27 and wait, Streamline 200’Line up runway 27 and wait, Streamline 200’

LIB9907 (MD83) / SSW200 (Shorts 330) Paris CDG 25.05.2000LIB9907 (MD83) / SSW200 (Shorts 330) Paris CDG 25.05.2000

Inappropriately idiomatic speech byInappropriately idiomatic speech by ‘Level 6’ native English speakers ‘Level 6’ native English speakers

UA 497: ‘UA 497: ‘We are declaring an emergency and please We are declaring an emergency and please rollroll equipmentequipment for our landing please.’for our landing please.’

…….... Approach: ‘Approach: ‘United 497, Say United 497, Say souls on boardsouls on board and fuel remaining.’ and fuel remaining.’……...... Tower: ‘Tower: ‘There is There is a bunch of equipmenta bunch of equipment on there they're tying to get on there they're tying to get

off now.’off now.’…….... Approach: ‘Approach: ‘If you continue on this present heading If you continue on this present heading you'll set upyou'll set up on on

the the shorelineshoreline for 19 … You for 19 … You got got the water, right?’the water, right?’…….... UA 497UA 497: ‘Yeah, : ‘Yeah, we got the waterwe got the water and and we're going to stop herewe're going to stop here

about 600 feet.’about 600 feet.’

United 497, New Orleans, April 2011United 497, New Orleans, April 2011

3.3. Language erosion over time and the Language erosion over time and the loss of language proficiency under loss of language proficiency under

stressstress

Proficiency erosion and lossProficiency erosion and loss

4.4. Aviation language training which Aviation language training which does not address the conditions of does not address the conditions of

operational useoperational use

GrammarGrammar

He _____________ [to be] a commercial pilot He _____________ [to be] a commercial pilot since 2003. Before _____________ [to become] since 2003. Before _____________ [to become] a commercial pilot, he ____________ [to be] a a commercial pilot, he ____________ [to be] a private pilot for seven years.private pilot for seven years.

VocabularyVocabulary

The leading edge can ______________ a layer The leading edge can ______________ a layer of ice.of ice.

a) pull up b) take up c) pick up d) uplifta) pull up b) take up c) pick up d) uplift

Non-communicative language /Non-communicative language /Non ICAO rating scale criterionNon ICAO rating scale criterion

Read the text and answer the questions:Read the text and answer the questions:

VORs operate on frequencies of 108.00 MHz through VORs operate on frequencies of 108.00 MHz through 117.95 MHz. VHF frequencies offer relatively 117.95 MHz. VHF frequencies offer relatively interference-free navigation, but unlike lower frequency interference-free navigation, but unlike lower frequency radio waves, which can skip within the atmosphere or radio waves, which can skip within the atmosphere or travel over the ground for great distances, VOR travel over the ground for great distances, VOR reception is strictly line of sight. This limits usable signal reception is strictly line of sight. This limits usable signal range at low altitudes or in mountainous areas. range at low altitudes or in mountainous areas.

VOR reception may be limited by:VOR reception may be limited by: a) ground equipment b) terrain c) aircraft equipmenta) ground equipment b) terrain c) aircraft equipment

Communicative, but Communicative, but non-operational aviation topicsnon-operational aviation topics

Use this diagram to describe theUse this diagram to describe the four forces of flight to your partnerfour forces of flight to your partner

5.5. Sub-standard or Sub-standard or

inappropriate testinginappropriate testing

Are these test tasks transposable to operational communicative functions?

e.g. Doc. 9835 Appendix B

Translation Translation

Translate into English:Translate into English:

‘‘Mi riporti prima di entrare sul piazzale Mi riporti prima di entrare sul piazzale principale’principale’

‘ ‘Estamos tratando de mantener el rumbo. Estamos tratando de mantener el rumbo. Vamos a tratar de mantener diez mil pies’Vamos a tratar de mantener diez mil pies’

Blank fill listening comprehensionBlank fill listening comprehension

Listen to this recording and complete the text with the Listen to this recording and complete the text with the missing words:missing words:

The A319 departed from Alicante at The A319 departed from Alicante at 09:2609:26 UTC. The UTC. The commander was the pilot flying. The aircraft was in commander was the pilot flying. The aircraft was in VMCVMC at Flight Level 320 near Nantes, at 10:52 when the crew at Flight Level 320 near Nantes, at 10:52 when the crew heard a loud “clunk” and several systems became heard a loud “clunk” and several systems became inoperativeinoperative. The commander’s initial assumption was . The commander’s initial assumption was that either the APU had that either the APU had shutshut down or the APU generator down or the APU generator had failed. He saw that his own electronic instrument had failed. He saw that his own electronic instrument displays had displays had blankedblanked and so, after checking that the co- and so, after checking that the co-pilot’s instruments were pilot’s instruments were availableavailable, handed over control., handed over control.

Writing taskWriting task

Listen to this recording of an in-flight incident Listen to this recording of an in-flight incident and write a short report (100-120 words)and write a short report (100-120 words)

ReadingReading

At approximately 13:42 UTC, engine number four began At approximately 13:42 UTC, engine number four began

surgingsurging and soon flamed out. The flight crew and soon flamed out. The flight crew immediately performed the engine shutdown drill, quickly immediately performed the engine shutdown drill, quickly cutting off fuel supply and arming the fire extinguishers. cutting off fuel supply and arming the fire extinguishers. Less than a minute later, at 13:43 UTC, engine two Less than a minute later, at 13:43 UTC, engine two surged and flamed out. Within seconds, and almost surged and flamed out. Within seconds, and almost simultaneously, engines one and three flamed out simultaneously, engines one and three flamed out prompting the flight engineer to exclaim, "I don't believe itprompting the flight engineer to exclaim, "I don't believe it—all four engines have failed!“—all four engines have failed!“

The second engine to fail was Engine a)1 b) 2 c) 3 d) 4The second engine to fail was Engine a)1 b) 2 c) 3 d) 4

Discussion of aviation topics Discussion of aviation topics

‘‘Why did you decide to become an air Why did you decide to become an air traffic controller?’traffic controller?’

‘‘In what ways have low-cost carriers In what ways have low-cost carriers affected the aviation industry?’affected the aviation industry?’

Teaching to the testTeaching to the test

‘‘Targeted training aimed at acquiring the Targeted training aimed at acquiring the technical aviation vocabulary used in the technical aviation vocabulary used in the phraseology recommended by ICAO’phraseology recommended by ICAO’

‘‘Oral practice based on the test tasks in Oral practice based on the test tasks in previous exam papers’previous exam papers’

‘ ‘test shopping’ (ECAC)test shopping’ (ECAC)

‘… ‘… statements of compliance, on their own, are statements of compliance, on their own, are necessarily of limited value. Related to this, necessarily of limited value. Related to this, there are important issues around the there are important issues around the comparability of language proficiency testing comparability of language proficiency testing programmes, and grounds for concern that programmes, and grounds for concern that differences in the real or perceived difficulty of differences in the real or perceived difficulty of tests run by different bodies is leading to ‘test tests run by different bodies is leading to ‘test shopping’, including within Europe.’shopping’, including within Europe.’

Report of the ECAC ad hoc working group on English language Report of the ECAC ad hoc working group on English language proficiency, March 2011proficiency, March 2011

‘ ‘Purchasing’ Level 4Purchasing’ Level 4

‘‘Order and pay for the ICAO Proficiency Order and pay for the ICAO Proficiency Test to get your ICAO certification’Test to get your ICAO certification’

‘‘Take your ICAO compliant aviation Take your ICAO compliant aviation English test using the XXXXXXX testing English test using the XXXXXXX testing and assessment solution’and assessment solution’

How is Level 4 delivered?How is Level 4 delivered?

‘ ‘In certain cases it was identified that, although In certain cases it was identified that, although pilots have the ELP endorsed in their licence pilots have the ELP endorsed in their licence with the required level, the communication with the required level, the communication between inspectors and crew was very difficult, between inspectors and crew was very difficult, raising doubts about the effectiveness of the raising doubts about the effectiveness of the ELP examination.’ELP examination.’

EASA: SAFA harmonisation topics based on inspections carried out EASA: SAFA harmonisation topics based on inspections carried out 01.01.2010 – 31.01.201101.01.2010 – 31.01.2011

Thank you very much for listeningThank you very much for listening

philip.shawcross@icaea.netphilip.shawcross@icaea.net

www.icaea.pansa.plwww.icaea.pansa.pl