Aviation English for Radiotelephony ©

@aeroenglish1

Aviation English for Radiotelephony www.aeroenglish.ru

Aviation English for Radiotelephony © (English)

Are you an aviation enthusiast looking to improve your English skills for radiotelephony communication? Look no further than the AeroEnglish Telegram channel! This channel is dedicated to helping individuals in the aviation industry enhance their English language proficiency specifically for radiotelephony purposes. Whether you are a pilot, air traffic controller, or aviation student, AeroEnglish provides valuable resources, tips, and practice exercises to help you communicate effectively in English within the aviation community. From learning essential aviation vocabulary to mastering proper pronunciation, AeroEnglish offers a variety of content tailored to your needs. Join AeroEnglish today and take your aviation English skills to new heights! Visit www.aeroenglish.ru for more information.

Aviation English for Radiotelephony ©

25 Jan, 13:51

“The airline said the plane was taken out of service on the morning of Sept. 15 and went back into service on Sept. 16. after technicians resolved the pressurization issue”.
Do you have any ideas what may cause the pressure issue on Delta flight 1203? Sure, it wasn’t a crack in the fuselage)

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Aviation English for Radiotelephony ©

25 Jan, 13:45

Some additional questions.

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Aviation English for Radiotelephony ©

25 Jan, 13:42

Now listen to radio comms: https://youtu.be/SnFp2VQmYZw

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Aviation English for Radiotelephony ©

25 Jan, 13:36

The author writes that the cabin developed a pressurization issue mid-flight, when the aircraft “flew past 10,000 feet”. I doubt it happened “mid-flight”. Do you?

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Aviation English for Radiotelephony ©

25 Jan, 13:35

Pressurization issues, decompression. We’ve touched on these topics several times. You can find related posts using hashtags above. Here is another story on the subject: https://www.aerotime.aero/articles/delta-passengers-suffer-from-bloody-ears-and-noses-after-cabin-pressure-issue#:~:text=Delta%20passengers%20suffer,Jean%20Carmela%20Lim
#pressurization_issue

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Aviation English for Radiotelephony ©

21 Jan, 10:20

https://youtu.be/ZT11EpINk5c

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Aviation English for Radiotelephony ©

21 Jan, 10:19

I don't have any time at all to comment on these videos. I just hope that you all never find yourself in a situation like this and never hear the controllers’ phrase «Fly at your own risk".
https://youtu.be/w6hIXB62bUE

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Aviation English for Radiotelephony ©

17 Jan, 15:33

I don’t know if any of my subscribers are remote pilots, but I hope this information will be useful to pilots and controllers too.
#drones
https://unitingaviation.com/news/general-interest/ten-things-to-know-before-flying-your-new-drone/?utm_source=International+Civil+Aviation+Organization&utm_campaign=ebf02bc8a1-Newsletter+-+Products&utm_medium=email&utm_term=0_bf5ba6bf53-ebf02bc8a1-345446537&goal=0_bf5ba6bf53-ebf02bc8a1-345446537&mc_cid=ebf02bc8a1&mc_eid=f389243e95#:~:text=The%20operation%20of,from%20the%20Toolkit

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17 Jan, 15:29

Read on to find out more:
https://www.globalair.com/articles/drone-strike-grounds-plane-fighting-la-wildfires?id=8417#:~:text=Drone%20strike%20grounds,57%20AM%20EST
#drone_strike

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Aviation English for Radiotelephony ©

17 Jan, 15:29

Notice the word ‘incursion’, the officer uses it when referring to a TFR (Temporary Flight Restrictions) violation. What other phrase with the word ‘incursion’ do you remember?

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Aviation English for Radiotelephony ©

17 Jan, 15:28

Of course, you’ve heard about multiple wildfires in California caused by severe drought conditions and strong winds. Thousands of firefighters are battling wildfires, thousands of people have been evacuated or are under evacuation warnings.
Watch the video: https://www.youtube.com/shorts/eJF1QR7llMk?feature=share

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17 Jan, 15:16

Let's recap what happened.

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17 Jan, 15:15

I know the first pilotless vehicles were invented in Britain and the United States during the First World War. I don't know how they were used back then. Even 20 years ago, when I bought my four-year-old grandson a remote-controlled toy helicopter for his birthday, I hadn't heard of drones in the airspace where airplanes fly.
And now what? Drones now have many functions, ranging from monitoring climate change to carrying out search operations and delivering humanitarian aid after natural disasters, photography, filming, and delivering goods. Drones are also used as weapons, sadly for me.
And unfortunately, nowadays drones are a growing threat to aviation safety.
Read the news: https://www.globalair.com/articles/writer-haley-davoren
#drone

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Aviation English for Radiotelephony ©

12 Jan, 13:18

Watch the reconstruction of the event: https://youtu.be/1ny2yqY_cl4

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Aviation English for Radiotelephony ©

12 Jan, 13:17

As usual, I have a couple of questions.
First, why did the JetBlue captain rely on physical observation, or the assistance of following aircraft to know that a slide has deployed? Are there any flight deck warning light or chime indicating the problem? How come the pilot didn’t get a warning on the flight deck when a slide was deployed?

Second, what happened after? Tow the aircraft back to gate dragging the slide or what?

Third, I think slide replacement, or its repair is rather expensive. Will the airline bill the passenger?

If we were in a classroom, I’d definitely ask that)

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Aviation English for Radiotelephony ©

12 Jan, 13:14

Read on to find out more. Note how the incident affected flight operations and how the passenger was overpowered.
https://www.cbsnews.com/boston/news/jetblue-passenger-emergency-door-slide-logan-airport/?intcid=CNR-02-0623#:~:text=BOSTON%20%2D%20A%20passenger,according%20to%20Massport.
#unruly_passenger #emergency_slide

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Aviation English for Radiotelephony ©

12 Jan, 13:12

For information: LEO stands for law enforcement officer (police officer) (сотрудник правоохранительных органов)

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12 Jan, 13:04

Listen to radio comms:

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Aviation English for Radiotelephony ©

04 Jan, 15:02

My last question to those in the know: what is ‘air-o-system’ in other words?

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Aviation English for Radiotelephony ©

04 Jan, 15:02

Think about how you would report a bird strike to ATC, inform ATC about a shattered windscreen and obscured vision, request holding for some time to complete checklists, request a fire brigade to check for possible leakage of hydraulic or fuel, for possible smoke or fire, or request a low pass for visual check of landing gear in case of unsafe gear indication, etc.

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Aviation English for Radiotelephony ©

04 Jan, 15:02

As you can see, both small birds like peewits and large birds like Canada geese can damage some parts of an airplane and cause incidents and fatal accidents.

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Aviation English for Radiotelephony ©

04 Jan, 15:01

kievits (Dutch) - peewits or lapwings (Eng.), чибисы или кулики (Rus.)

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Aviation English for Radiotelephony ©

04 Jan, 14:54

Read on to find out more: https://www.aerotime.aero/articles/klm-birdstrike-amsterdam-a330?utm_source=ActiveCampaign&utm_medium=email&utm_content=How%20Air%20Astana%20is%20looking%20abroad%20for%20growth%20%E2%9C%88&utm_campaign=AeroTime%20News%20%2F%20November%2019%2C%202024#:~:text=Meet%20the%20authors-,Civil%20Aviation,Luke%20Peters,-November%2019%2C%202024

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Aviation English for Radiotelephony ©

04 Jan, 14:53

Watch the video: https://youtu.be/v0oVGo_--9I

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04 Jan, 14:50

Read the story: https://www.aerotime.aero/articles/captain-of-flair-airlines-737-injured-as-birdstrike-shatters-cockpit-window#:~:text=Captain%20of%20Flair%20Airlines%20737%20injured%20as%20birdstrike%20shatters%20cockpit%20window

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04 Jan, 14:50

I’ve read that birds are only dangerous to small planes, and for larger ones they are more of a nuance than a hazard. In reality it is not so.
Surely, you’ve seen on the news the crash landing of Jeju Air B737-800 in South Korea. Just before the fatal crash the aircraft encountered a bird strike. The B737-800 landed at Muan Airport’s runway with its landing gear up, reached the end of the runway, crashed into a concrete fence wall and exploded into flames.
Fortunately, there are more happy endings. #bird_strike

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Aviation English for Radiotelephony ©

29 Dec, 15:52

https://www.aerotime.aero/articles/aerotime-guide-aviation-emergency-communications#:~:text=%E2%80%9CMayday%2C%20Mayday%2C%20Mayday%E2%80%9D%20%E2%80%93%20AeroTime%E2%80%99s%20guide%20to%20aviation%20emergency%20communications%C2%A0

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29 Dec, 15:52

https://youtu.be/9KhZwsYtNDE

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Aviation English for Radiotelephony ©

29 Dec, 15:51

The leap year still doesn’t want to sum up its sad results. That’s why my last post for this year will be about radio comms in emergency situations. You’ll find the links to the video and article below.
Of course there is nothing new here for professionals, but this is your subject knowledge in English language.
As for me, I found the answer to the question I often ask myself when I read accident descriptions and listen to radio comms in emergency situations: Why didn’t the pilot issue a MAYDAY call as soon as he encountered an emergency?

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Aviation English for Radiotelephony ©

22 Dec, 09:15

https://simpleflying.com/stowaway-airplane-landing-gear-survival/#:~:text=Stowaways%20often%20suffer,in%20airplane%20landing

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Aviation English for Radiotelephony ©

22 Dec, 09:14

https://t.me/aeroenglish1/2031

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Aviation English for Radiotelephony ©

22 Dec, 09:14

Cargo compartment? Maybe.
Wheel well? Yes, sure. Wheel well is a compartment on the underside of an airplane for wheels of a retractable landing gear.
There are many stories about this with sad endings.

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Aviation English for Radiotelephony ©

21 Dec, 11:32

Where else do the stowaways sometimes hide? Outside the aircraft. Where there is a lack of oxygen and outside temperature during the flight.

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Aviation English for Radiotelephony ©

21 Dec, 11:30

If you are a pilot imagine yourself in a similar situation. Pass information about a stowaway discovered on board to ATC and make an announcement over PA explaining the delay of disembarkation to the passengers.

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Aviation English for Radiotelephony ©

21 Dec, 11:23

Read the story: https://www.aerotime.aero/articles/stowaway-delta-flight-new-york-paris?utm_source=ActiveCampaign&utm_medium=email&utm_content=easyJet%20has%20posted%20a%2034%20%20increase%20in%20annual%20profits%20%E2%9C%88&utm_campaign=AeroTime%20News%20%2F%20November%2028%2C%202024#:~:text=Stowaway%20discovered%20on,Luke%20Peters
#stowaway

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Aviation English for Radiotelephony ©

19 Dec, 15:10

And a few more words about your activity. I’m not satisfied with it. When you click the answer in the task, you stay anonymous, but I can see if you understand the text, the task or not. And you can see the right answer! Telegram is not a classroom; the set of task types and control is limited. I lack feedback.
And don’t expect much from Telegram. But…
When you read authentic texts you expand your work-related vocabulary, acquire extra subject knowledge. When you fulfill the tasks, you see examples of paraphrasing. When you answer comprehension questions, you learn how to distinguish between the gist, important information and irrelevant details. When you listen to real radio comms and then read my comments, I hope you acquire skills in listening comprehension, you see the difference between ICAO standard phraseology and plain language, you learn how to code switch from standard phraseology to general English in the situations for which phraseology is not available.
And you do it all with ease, without any strain)
Good luck to all!

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Aviation English for Radiotelephony ©

09 Dec, 13:57

P – Request right turn (turnout).
C – Will advise later for right turn. (Radar will advise later for right turn)
This example is for the situation when the controller can’t issue instruction immediately upon request. It’s about departure instructions as you understand.

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Aviation English for Radiotelephony ©

09 Dec, 13:56

P – Any chance for a right turn (turnout)?
C – Negative, climb straight ahead, after reaching FL 110 turn left heading 130.

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Aviation English for Radiotelephony ©

09 Dec, 13:55

P – Any chance for shortcut?
C – Negative, proceed as filed. (Negative due outbound traffic)

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Aviation English for Radiotelephony ©

09 Dec, 13:55

P – Request shortcut.
C – Unable, traffic outbound B747 at FL 270 (ICAO Doc 4444, 12.3.2.7)

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Aviation English for Radiotelephony ©

09 Dec, 13:55

Other variants:
P - Any chance for FL 300?
C – Negative, FL 300 not available due altitude restrictions.

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09 Dec, 13:54

Алексей is right)

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Aviation English for Radiotelephony ©

07 Dec, 10:01

Think about what a negative response would be to, say, request for a higher flight level (shortcut, right/left turnout, etc.) Share your versions leaving comments.

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Aviation English for Radiotelephony ©

07 Dec, 10:01

“Any chance for 13R?” This set phrase is not standard. I wouldn’t even classify it as subsidiary phraseology, but this phrase is very common in radio communications.
“Any chance for …?” means a polite request.
PS Mind, my comment is not a recommendation to use this phrase. It is for comprehension.

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Aviation English for Radiotelephony ©

07 Dec, 09:59

P Ground, Southwest 63, ready to push, Gate number 18.
C Southwest 63, Love Ground, Gate 18, push at your discretion, expect 13L.
P Any chance for 13R?
C 13R is unavailable at the moment.
P Roger.

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Aviation English for Radiotelephony ©

07 Dec, 09:59

There was one thing I forgot to mention yesterday.

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06 Dec, 16:52

The security situation in Haiti is really unpredictable and dangerous: https://www.aerotime.aero/articles/faa-bans-us-haiti-flights-after-spirit-aircraft-hit-by-gunfire#:~:text=FAA%20bans%20US,Emma%20Yates%2DBadley

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Aviation English for Radiotelephony ©

06 Dec, 16:51

One more thing I’d like to draw your attention to. Remember the way the controller tells the pilots that new ATIS information is broadcast. The active runway was changed, and ATIS information was updated.
"Information November now current, runway 13L in use. 13R is unavailable."

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06 Dec, 16:49

Some remarks. You know radio comms shall be concise and unambiguous. Standard phraseology shall be used in all situations for which it is prescribed. What do we hear in this recording?
“Okay”, “and”, “sorry” - it’s all verbal garbage, it doesn’t make radio comms concise.
Look at this fragment:

C Okay, the left turn now and then take L, hold short of F, contact Ground there.
P L, hold short of F, go to Ground there, Southwest 2494.
C I misspoke. C, hold short of F.
P Sorry, C, short F, copied that.

The controller misspoke. What’s the pilot apologizing for?

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Aviation English for Radiotelephony ©

06 Dec, 16:49

Now you can check your listening comprehension, but I wouldn’t advise trusting the titles completely, there are mistakes (as usual).: https://youtu.be/_ig69iKgMBk
#Haiti #gunfire #return_to_gate

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23 Nov, 12:37

If you are a controller, think about what you would ask the crew about, and what kind of assistance you would offer to the crew.

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23 Nov, 12:37

If you are a pilot, think about what you would tell the controller in this situation, and what kind of assistance you would request.

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23 Nov, 12:37

Some questions to those in the know.
Is there any indication on the flight deck for this situation that something is wrong with the landing gear? Or can the crew only guess and ask the ground staff to see what happened?

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23 Nov, 12:26

Watch the news: https://youtu.be/pUdR_Nrfjlc
#landing_gear_collapsed

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11 Nov, 18:00

The controller didn’t receive the answer to his question about the threat level. If we refer to the ICAO Unruly Passenger Threat Level, how would you define this situation?
Level 1 is disruptive behavior, like verbal abuse.
Level 2 is physically abusive behavior.
Level 3 is life-threatening behavior or using a weapon.
Level 4 is attempted or actual breach of the cockpit.

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Aviation English for Radiotelephony ©

11 Nov, 17:52

This is a very recent story. Listen to radio comms: https://youtu.be/nbx-2MaRERQ
#unruly_passengers

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Aviation English for Radiotelephony ©

09 Nov, 08:36

If you want to listen to radio comms with distortions and with no transcript, these are the links to follow:
https://t.me/antarcticdiary/660
https://t.me/antarcticdiary/661
And if you have any questions, don’t hesitate to ask the author of Antarctic Diary. His name is Sergey. I’m sure he’ll answer your questions in English.

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Aviation English for Radiotelephony ©

06 Nov, 18:32

Sorry, I haven't checked the link to the accident description. Now you can open it.

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06 Nov, 18:29

https://assets.publishing.service.gov.uk/media/5422ebf440f0b613420000c3/Turbolet_Let_L_410_UVP-E__OK-RDA_09-08.pdf

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05 Nov, 14:31

Some questions for the subject matter experts.

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05 Nov, 14:30

If you don’t know how to explain it to ATC read the accident description. The situations are very similar. You can appropriate the pilot’s message for the situations of this kind. Just in case.
https://cdn.plnspttrs.net/34705/ok-tpa-van-air-europe-let-l-410uvp-e-turbolet_PlanespottersNet_1662319_11fb8380ec_o.jpg
#bag_issue

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Aviation English for Radiotelephony ©

05 Nov, 14:29

How do the pilots radio all that to ATC?

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01 Nov, 07:23

I forgot to thank the Novo Runway meteorologist yesterday. Vladimir, thank you very much for your help🌤

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31 Oct, 15:00

This post is about grooming https://t.me/antarcticdiary/544

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31 Oct, 14:59

If you are interested there is something about the visibility in Antarctica:
Vis 20 km https://t.me/antarcticdiary/378
Vis 50m https://t.me/antarcticdiary/456

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31 Oct, 14:59

I’m at the age when far and extreme travelling is no longer for me. So, I look at Antarctica through the eyes of the author of the Antarctic diary https://t.me/antarcticdiary («глазами Сенкевича», может кто-то знает или помнит «Клуб кинопутешествий»? Или одна я такая старая?)

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31 Oct, 14:55

One more weather report, pay close attention to the wind speed and the visibility:
Weather Information from Novo Runway (70°49 S 11°37 E, 570 m)

Date: 26.10.24
Time: 12:00 UTC

Wind direction: 110 deg
Wind Speed: 40 kt
Visibility: 50 m
Present Weather: +BLSN
1st Cloud Layer
amount: ?/?
type:
ceiling:
2nd Cloud Layer
amount: --
type: --
ceiling: --
3rd Cloud Layer
amount: --
type: --
ceiling: --
Temperature: -10 degC
Humidity: 93 %
Pressure (QNH): 997 hPa
Pressure (QFE): 932 hPa
Horizon: nil
Contrast: nil
Remarks: WO

Metar Novo Runway: 26120Z 11040KT 0050 +BLSN VV/// M10/M11 Q0997 RMK HN/CN=
Please note DROMLAN-deviations from ICAO's METAR-rules regarding given parameters horizon/contrast and CAVOK-definition: vis >10km, NSW, at most 2 octas clouds with bases <10.000ft AGL, good horizon, good contrast.

Status of Skiway/Runway:
- CLOSED
-windsock: NO
-last grooming: 25 OCT 2024, 17:00 UTC
-surface condition: blue ice / snow
-visual inspection: 25 OCT 2024, 07:00 UTC

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31 Oct, 14:50

DROMLAN was established during the COMNAP meeting in 2002 by 11 national Antarctic programs that have conducted research activities in DML: Belgium, Finland, Germany, India, Japan, the Netherlands, Norway, Russia, South Africa, Sweden and the United Kingdom. DROMLAN provides intercontinental flight services between Cape Town and Russian Novolazarevskaya runway (Novo Runway) and Norwegian Troll runway using Ilyushin-76 DT (IL-76) and intra-Antarctica flight services between these two runways and research stations located in DMN using Basler BT-67 and Twin Otter DHC-6. From season 2002-5 to season 2015-16, more than 150 round trip flights were made between Cape Town and Novo and Troll runway.
One of the features of DROMLAN is that different actors with different nationalities are involved in its operations. First, DROMLAN’s air operations are arranged by Antarctic Logistics Centre International (ALCI), a South African private company based in Cape Town. Second, the aircraft used for intercontinental flights IL-76 is registered in Russia and is operated by Russian airline Volga-Dnepr and the aircrafts for intra-Antarctica flights Basler BT-67 and Twin Otter DHC-6 are registered in Canada and are operated by Canadian Airline Kenn Borek Air. Third, DROMLAN’s air services and facilities are used not only by members of national Antarctic programs (priority users) but also by private expeditions, including tourists if vacant seats are available. Services for private expeditions are provided by The Antarctic Company (TAC), a sister company of ALCI and an IAATO member.
https://conferences.com.au/dromlan-and-the-antarctic-treaty-system/#:~:text=One%20of%20the,and%20an%20IAATO

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31 Oct, 14:50

Who or what is DROMLAN that changed the ICAO CAVOK-definition and included horizon and contrast parameters in METAR format?

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31 Oct, 14:49

Please note DROMLAN deviations from ICAO's METAR-rules regarding given parameters horizon/contrast and CAVOK-definition: vis >10km, NSW, at most 2 octas clouds with bases <10.000ft AGL, good horizon, good contrast.

Horizon

good: The horizon is sharply defined by shadow or contrast. The horizon is distinct with an obvious difference between land (snow) and sky.

moderate: The horizon can be identified, although the contrast between sky and snow is not sharply defined.

poor: The horizon is barely discernable: in other words, the sky can be discriminated from land but no distinct boundary is visible.

nil: Total loss of horizon: the snow surface merges with the whiteness of the sky.

Contrast

good: Snow surface features such as sastrugi, drifts and gullies can be easily identified. The sun is usually un-obscured. Surface features are clearly defined for as far as the eye can see.

moderate: Snow features can be identified by contrast. No definite shadows exist. The sun is usually totally obscured. Surface features become indistinct at distances of more than a few kilometers.

poor: Snow surface features (e.g. skidoo tracks) cannot readily be identified except from close up (within 50 meters). The sun is usually totally obscured.

nil: Snow surfaces cannot be identified. No shadows or contrasts exist. Dark coloured objects appear to float in the air. The sun is totally obscured, although the overcast sky may exhibit considerable glare. The glare appears to be equally bright from surface reflection and all directions.

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31 Oct, 14:48

Here is the full weather report:
Weather Information from Novo Runway (70°49 S 11°37 E, 571 m)
Date 31.10.24
Time 10.00 UTC
Wind direction 100 deg
Wind speed 20 kt
Visibility 20 km
Present weather NSW
1st cloud layer
amount BKN
type Ac
ceiling 10000 ft
2nd cloud layer
amount OVC
type Cs
ceiling 24000 ft
3rd cloud layer
amount -
type -
ceiling -
Temperature -11 deg C
Humidity 57%
Pressure (QNH) 986 hPa
Pressure (QFE) 921 hPa
Horizon moderate
Contrast moderate to good
Remarks 0

METAR Novo Runway: 31100Z 10020KT 9999 BKN100 OVC240 M11/M18 Q0986 RMK HM/CMG=
Please note DROMLAN deviations from ICAO's METAR-rules regarding given parameters horizon/contrast and CAVOK-definition: vis >10km, NSW, at most 2 octas clouds with bases <10.000ft AGL, good horizon, good contrast.

Status of Skiway/Runway:
- OPEN
- windsock: YES
- last grooming: 31 OCT 2024, 10:00 UTC
- surface condition: blue ice/snow
- visual inspection: 31 OCT 2024, 04:00 UTC

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31 Oct, 14:43

Look through METARs for Heathrow, Cape Town, Dubai, Astana, Tokio, Denver and Vnukovo and compare them to the last one that was issued for Novo Runway (Novolazarevskaya in Antarctica), find the differences.

EGLL 310454Z 3106/0112 VRB03KT 9999 BKN028
PROB40 TEMPO 3106/3110 6000 BKN006
FACT 230900Z 01004KT 350V110 CAVOK 30/09 Q1015
OMDB 301330Z 30010KT CAVOK 31/18 Q1010 NOSIG
UACC 311100Z 14004MPS 9999 SCT015 BKN026CB 05/03 Q1017 NOSIG RMK QFE732/0976
RJTT 311100Z 20003KT 160V280 CAVOK 19/11 Q1026 NOSIG
KDEN 311053Z 21011KT 10SM FEW012 M01/M03 A3005 RMK AO2 SLP172 T10061033
UUWW 300530Z 19003MPS CAVOK M00/M01 Q1018 R24/190048 NOSIG.
Novo Runway: 25120Z 13016KT 9999 BKN100 OVC240 M09/M15 Q1008 RMK HMG/CM=

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24 Oct, 15:50

Imagine yourself in a similar situation and think about what phrases you would adopt for yourself from this radio comms recording.

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24 Oct, 15:47

Click the false statements.

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24 Oct, 15:40

Listen to radio comms: https://youtu.be/k7rg2Y4XTqs

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24 Oct, 15:35

Read the news: https://aviationa2z.com/index.php/2024/10/18/american-airlines-boeing-787-damaged-at-chicago/#:~:text=AVIATION%20INCIDENT/ACCIDENT-,American%20Airlines%20Boeing%20787%20Damaged%20After%20Ingesting%20Cargo%20Container%20at%20Chicago,container%20may%20have%20dislodged%20from%20a%20service%20vehicle%20traversing%20the%20intersecting,-road.
#cargo_container #engine_damage

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16 Oct, 14:58

So, I hope you’ll agree with the controller's words "It's not all about slots".
It’s all about the standard of DISCIPLINE.

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16 Oct, 14:53

When an instruction or a clearance is issued the pilot reads it back, the controller hears back.
ATC: CLEARANCE (INSTRUCTION) – CREW: READBACK – ATC: HEARBACK
In this situation the readback and hearback fell out.
When the readback is not correct, the controller says: NEGATIVE, I SAY AGAIN, (clearance or instruction). READ BACK.
Fortunately, this error was not life or death.

431

16 Oct, 14:45

Now listen to radio comms: https://youtu.be/TijYtbL6FBQ

328

16 Oct, 14:42

There is phraseology for such situations, you can find it in Doc 7030 (EN) - Edition 5, Amd 9+APP [EUR]
10.5 ATFM

245

16 Oct, 14:40

And do you know that in some congested European airports slots are allocated via auctions because landing and take-off slots are in short supply? Valuable time slots at major airports in the EU could be worth up to tens of thousands of euros.

247

16 Oct, 14:40

The Calculated Take-Off Time (CTOT) is the departure time slot also known as ATFM departure slot (air traffic flow management). The departure time slot is the time interval within which the take-off has to take place. In Europe, the departure slot is defined by Eurocontrol with a time tolerance of -5 minutes and +10 minutes around the CTOT.
In America, the CTOT is issued by the ATCSSC (Air Traffic Control System Command Center) using very similar procedures.
For example, if the assigned CTOT is 10h15, the aircraft cannot take off before 10h10 and after 10h25
The system automatically suspends a flight plan when, considering the time tolerance, the ATFM departure slot cannot be met. (I took this information from the official site of Slot Coordination Switzerland)

304

16 Oct, 14:36

Before you listen to radio comms let’s discuss some work-related vocabulary.
I hope many of you have heard terms such as “slot” and “CTOT”. If not, you can easily guess what they mean.
The aviation industry knows two different types of slots.

391

10 Oct, 15:29

So yes, I wrote my previous post in Russian only, sorry. Here is the English version for those subscribers who don’t understand Russian.
Above I posted the link to the Antarctic Diary on Telegram. Sergey, its author, is on his way to Antarctica, he’s going to work there for a few months. He is now in Cape Town waiting for his flight. Sergey’s English is excellent, but alas, his diary is in Russian.

698

10 Oct, 08:28

Ссылка на интересный канал: https://t.me/antarcticdiary/68
Это канал Сергея Владимировича Комарова, человека, который обеспечивает техническую поддержку наших проектов. Сергей Владимирович отлично владеет английским языком, успешно реализует множество проектов не только в авиации. И этот проект не первый, за которым можно следить в ТГ. Это всегда интересно, потому что Сергей Владимирович обладает еще и литературным даром.
Сережа, удачи и теплой компании тебе среди льдов и снегов)

665

04 Oct, 15:53

And some interesting reads: https://www.thrustflight.com/what-is-a-squawk-in-aviation/#:~:text=for%20your%20Checklists-,What%20is%20a%20Squawk%20in%20Aviation%3F%20Breaking%20Down%20Codes%20and%20the,Flight%20Training,-SHARE%3A

840

04 Oct, 15:52

I’ve heard “Squawk IDENT on departure”.
Here’s how the controller describes the situation when he uses this phrase:
There's an airport in my airspace whose departures I must identify using the SSR IDENT feature because radar coverage is such that we can't see the aircraft until they're at about 1,500ft.
The frequent fliers anticipate this and contact me already squawking IDENT to save time.
I technically can't identify them unless I instructed them to squawk IDENT, so to cover myself I ask them to ident again, which sometimes causes them to sound annoyed.
I understand they're doing it to help me out, and I do feel pedantic telling them to do it again, but I'd rather cover my own back (and the pilot's) by identifying them properly with no ambiguity.
I was just wondering how much pilots knew about the approved methods of radar identification.
Anyone else have this issue?
https://www.reddit.com/r/ATC/comments/ay14j2/squawk_ident_on_departure/

656