Aviation Security

The subject of aviation security is safeguarding of civil aviation against all acts of unlawful interference. Ineffective implementation of aviation security rules can have a horrendous impact on airlines.

Should a serious incident occur, a 30 to 40 percent drop in passen­gers can be expected. For States that have a high level of economic dependency upon tourism, the resulting loss of income can be extremely serious.

The management system needs to be based on the aim of achieving and maintaining a high level of confidence that the security program is being properly implemented at every level of the organization, for every flight departure. Responsibility for security implementation must be delegated to everyone, from the chief executive at headquarters to the baggage handler at the ramp.

The final key to achieving confidence in the effectiveness of a security program is periodic independent monitoring checks or spot checks, ideally, these checks are carried out by someone with an independent responsibility who reports the results directly to top management.

SAFETY

Safety is the most important problem in aviation. The prevention of collisions between aircraft in the air and on the ground is the main task of aviation specialists.
The achievement of aviation safety is the result of progress in many sciences and disciplines including engineering, aerodynamics, meteorology, psychology, medicine and economics.
Safety is ensured by thousands of ICAO and governmental regulations, by high standards in the design and manufacture of an aircraft and by rigid (strict) procedures of airline safety practices.
The aviation industry is constantly taking steps to prevent accidents but the crashes do occur time after time. They result from different causes: failure in the aircraft structure, human errors, navigational failures, malfunctioning of airborne and ground aids, hazardous weather conditions and so on.

Poor knowledge of English can also contribute to or result in an accident or incident. Therefore ICAO revised the provisions related to the use of the language for radiotelephony communications and demands good discipline to follow more closely to standard phraseology in all air-ground exchanges.
Experience has shown that phraseology alone is not sufficient to cover all of the potential situations, particularly in critical or emergency situations. That’s why proficiency in common or plain language is also of great importance.
One of ICAO’s chief activities is standardization in all spheres of aviation operations. The main ICAO document is SARPS (International Standards and Recommended Practices). Its main task is to provide the necessary level of standardization for safe and regular air operations.

7. AIR-GROUND

COMMUNICATION FAILURE

(part 1)

Action by air traffic control units when unable to maintain two-way communication with an aircraft operating in a control area or control zone shall be as outlined in the following paragraphs:

As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the aircraft is able to receive transmissions from the air traffic control unit by requesting it to execute a special manoeuvre which can be observed by radar or transmit, if possible, a specified signal in order to indicate acknowledgement. (SSR Code 7600).

If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be maintained between aircraft having communication failure and other aircraft, based on the assumption that the aircraft will:

If in visual meteorological conditions (VMC):

a) continue to fly in VMC

b) land at the nearest suitable aerodrome,

c) report its arrival by the most expeditious means to the appropriate air traffic control unit.

If in Instrument meteorological conditions (IMC)

or when weather conditions are such that it does not appear feasible to complete the flight in accordance with VMC:

a) proceed according to the current flight plan to the appropriate designated navigation aid serving the aerodrome of destination and, when required to ensure compliance with b) hold over this aid until commencement of descent;

b) commence descent from the navigation aid specified in a) as close as possible to the expected approach time received and acknowledged; or, if no expected approach time has been received and acknowledged, at. or as close as possible to the estimated time of arrival resulting from the current flight plan;

c) complete a normal instrument approach procedure as specified for the designated navigation aid; and

d) land, if possible, within 30 minutes after the estimated time of arrival specified in b) or the last received and acknowledged expected approach time, whichever is later.

16.

23.

15. language proficiency requirements

Main sources of stress for ATCs

Demand:

_ number of aircraft under control

_ peak traffic hours

_ extraneous traffic

_ unforeseeable events

Operating procedures:

_ time pressure

_ having to bend the rules

_ feeling of loss of control

_ fear of consequences of errors

Working times:

_ unbroken duty periods

_ shift and night work

Working tools:

_ limitations and reliability of equipment

_ VDT, R/T and telephone quality

_ equipment layout

Work environment:

lighting, optical reflections

_ noise/distracters

_ microclimate

_ bad posture

_ rest and canteen facilities

Work organization:

_ role ambiguity

_ relations with supervisors and colleagues

_ lack of control over work process

_ salary

_ public opinion

9. LANGUAGE PROBLEMS IN AVIATION

Nowadays many people of different tongues are using aeroplanes everywhere. And this is the language problem for an airport, airspace user and navigation personnel.
It is known that the working languages of ICAO are those of English, French, Spanish and Russian. But it is known as well that many aviation specialists in the world are very limited in the knowledge of one of these languages or even do not undergo sufficient training in English to master radio communication. This results in some problems facing both pilots and controllers, namely: accent, mispronunciation, inaccurate grammar, speed of delivery, the persistent use of non-standard radio-telephony (RT) phraseology and some others.
A prerequisite to becoming a controller or a pilot should be a high standard of spoken English. A non-native speaker monitoring another speaking English over the RT may be confused by inaccurate grammar or pronunciation.
Speed of delivery is another frequently head complaint, especially about aerodrome terminal information services (ATIS) and meteorological broadcasts to aircraft in flight (VOLMET).
It is not less important to speak without pauses and stumbles over words. The best recommendation is the rate of 100-120 words per minute.
Another difficulty is that of accent which is not easily rectified. This problem is connected with the peculiarities of pronunciation. For example, there exist peculiarities in pronunciation inherent in certain geographical regions in the South Pacific.
The ICAO RT phraseology has been designed to limit each instruction to the minimum number of words. It is for this reason that a controller does not want to waste time listening to extraneous language, particularly at busy times when the traffic flow is heavy.
It sometimes happens that the user may be able to speak the limited number of phrases quite well and may react to them correctly. But it does not mean that he is really speaking the language. He is treating it as a code without being aware of adequate meaning of the words spoken. This will do in a standard situation, but in an emergency communication is absolutely impossible. It follows that any course of teaching RT phraseology by rote without language teaching is dangerous as the student is unable to cope with emergencies.
These are several recommendations to improve the situation:
1. A high standard of English is essential as a precondition for qualification either a controller or a pilot. Proficiency is required both in speaking and comprehension.
2. In service tuition in English should be mandatory for both controllers and pilots with stress on pronunciation.
3. Radio traffic should be monitored, either regularly or from time to time by a qualified assessor.
4. English speakers should abstain non-standardized chat and especially from developing regional jargon.
5. Language training should take place in the area in which the trainee will be operating, i.e. teachers should go where the trainees will work.
6. ATISs and VOLMETs should be subject to specified word flow rates.
7. On purely logic grounds and without any nationalistic bias English should be made the primary official language for all RT communications relating to air traffic control. This would greatly enhance flight safety.

4. Air Crash Investigation(s)

Mayday, also known as Air Crash Investigation(s) in the United Kingdom, Ireland, Australia, South Africa and Asia, and Air Emergency and Air Disasters in the United States, is a Canadian documentary television programme produced by Cineflixinvestigating air crashes, near-crashes and other disasters. Mayday uses re-enactments, interviews and computer-generated imagery to reconstruct for its audiences the sequence of events leading up to each disaster. In addition, aviation experts, retired pilots and crash investigators are interviewed explaining how these emergencies came about, how they were investigated and how they could have been prevented.

Cineflix started production on 13 August 2002, with a CDN$2.5 million budget. Cineflix secured deals with France 5, the Discovery Channel, Canal D, TVNZ, the Seven Network, the Holland Media Group and the National Geographic Channel, to take Mayday to 144 countries and 26 languages. The series was received well by critics and nominated for a number of awards. Sharon Zupancic won a Gemini Award for her work on the Mayday episode, " Lockerbie Disaster ". UNSW's senior lecturer, Raymond Lewis, conducted a study on teaching strategy loosely based on the series. Lewis's results indicated using the strategy had " a positive effect on learning outcomes. "^{[ citation needed ]}

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