相关题目
Read-back requirements have been introduced in the interests of flight safety. The importance of the read-back requirement is directly related to the possible seriousness of misunderstanding. Strict read-back procedures make sure that the clearance or instruction has been received and understood correctly by the correct aircraft. The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions that are transmitted by voice. The Air Traffic Controller is responsible for checking the completeness and accuracy for the read back. The following items shall always be read back: a. ATC route clearances. b. Clearances and instructions to enter, land on, take off on, hold short of, cross and backtrack on any runway. c. Runway in use, altimeter settings, SSR codes, level instructions, heading and speed instructions and, whether issued by the controller or contained in ATIS broadcast, transition level. d. Other clearances, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with. An aircraft must include its call sign in the readback, and a failure to do this shall be challenged by the controller. TAXI INSTRUCTIONS When a taxi clearance contains a taxi limit beyond a runway, it shall contain a stated clearance to cross the runway, or a stated instruction to hold short, even if the runway is not in use. Communication with any aircraft using the runway for the purpose of taxiing should be transferred from the ground controller to the aerodrome controller before the aircraft enters or crosses the runway. For more complicated taxi instructions, it may be appropriate to divide the message into segments, placing the clearances and instructions in sequential order, to avoid the possibility of pilot misunderstanding.1. For what purpose has the readback requirement been introduced?
A recent Eurocontrol study determined that Europe averages about one runway incursion a day and one potentially very serious runway incursion every 14 days. An FAA study of data from 1997 to 2001 showed similar numbers for the United States. Many organizations believe that the problem of runway incursions must be attacked or it is bound to increase with an increase in world aviation activity. In fact, the number of reported incursions has been increasing at a faster rate than the number of flights worldwide has been increasing. One study group determined that a 20 percent increase in aircraft operating at a particular airport produced a 140 percent increase in the possibility of runway incursions. Other studies have used mathematical models which predict a big increase in the potential for runway incursions in the next twenty years. Some Statistics EuroControl Statistical Reference Area (ERSA) has the following data for the number of runway incursions per million flights: ? 1998 – 3 incursions per million flights ? 1999 – 6 incursions per million flights ? 2000 – 10 incursions per million flights ? 2001 – 23 incursions per million flights ? 2002 – 21 incursions per million flights ? 2003 – 40 incursions per million flights Several organizations , including the FAA and EuroControl, had similar data on the major cause of reported runway incursions: ? Pilot Error was determined to be the cause in 51 percent of all reported runway incursions. ? Vehicle or Pedestrian Error was determined to be the cause in 29 percent of reported incursions. ? Controller Error was determined to be the cause in 20 percent of reported incursions.EuroControl also classified several years of runway incursion reports according to seriousness. Their data was similar to FAA data using a similar classification: ? About 31% of reported incursions were classified as having No Risk. ? Another 34% were classified as having Some Risk . ? And 30% were classified as having Significant Risk. That totals 95%. ? The other 5% of reported Incursions were classified as being Extremely Hazardous. We will be coming back to look more carefully at some of this data later in the module. And we will look in great detail at most of the causal factors and at some real world.5. How many levels of runway incursions are there in terms of seriousness?
A recent Eurocontrol study determined that Europe averages about one runway incursion a day and one potentially very serious runway incursion every 14 days. An FAA study of data from 1997 to 2001 showed similar numbers for the United States. Many organizations believe that the problem of runway incursions must be attacked or it is bound to increase with an increase in world aviation activity. In fact, the number of reported incursions has been increasing at a faster rate than the number of flights worldwide has been increasing. One study group determined that a 20 percent increase in aircraft operating at a particular airport produced a 140 percent increase in the possibility of runway incursions. Other studies have used mathematical models which predict a big increase in the potential for runway incursions in the next twenty years. Some Statistics EuroControl Statistical Reference Area (ERSA) has the following data for the number of runway incursions per million flights: ? 1998 – 3 incursions per million flights ? 1999 – 6 incursions per million flights ? 2000 – 10 incursions per million flights ? 2001 – 23 incursions per million flights ? 2002 – 21 incursions per million flights ? 2003 – 40 incursions per million flights Several organizations , including the FAA and EuroControl, had similar data on the major cause of reported runway incursions: ? Pilot Error was determined to be the cause in 51 percent of all reported runway incursions. ? Vehicle or Pedestrian Error was determined to be the cause in 29 percent of reported incursions. ? Controller Error was determined to be the cause in 20 percent of reported incursions.EuroControl also classified several years of runway incursion reports according to seriousness. Their data was similar to FAA data using a similar classification: ? About 31% of reported incursions were classified as having No Risk. ? Another 34% were classified as having Some Risk . ? And 30% were classified as having Significant Risk. That totals 95%. ? The other 5% of reported Incursions were classified as being Extremely Hazardous. We will be coming back to look more carefully at some of this data later in the module. And we will look in great detail at most of the causal factors and at some real world.4. Who should be responsible for the runway incursion according to the passage?
A recent Eurocontrol study determined that Europe averages about one runway incursion a day and one potentially very serious runway incursion every 14 days. An FAA study of data from 1997 to 2001 showed similar numbers for the United States. Many organizations believe that the problem of runway incursions must be attacked or it is bound to increase with an increase in world aviation activity. In fact, the number of reported incursions has been increasing at a faster rate than the number of flights worldwide has been increasing. One study group determined that a 20 percent increase in aircraft operating at a particular airport produced a 140 percent increase in the possibility of runway incursions. Other studies have used mathematical models which predict a big increase in the potential for runway incursions in the next twenty years. Some Statistics EuroControl Statistical Reference Area (ERSA) has the following data for the number of runway incursions per million flights: ? 1998 – 3 incursions per million flights ? 1999 – 6 incursions per million flights ? 2000 – 10 incursions per million flights ? 2001 – 23 incursions per million flights ? 2002 – 21 incursions per million flights ? 2003 – 40 incursions per million flights Several organizations , including the FAA and EuroControl, had similar data on the major cause of reported runway incursions: ? Pilot Error was determined to be the cause in 51 percent of all reported runway incursions. ? Vehicle or Pedestrian Error was determined to be the cause in 29 percent of reported incursions. ? Controller Error was determined to be the cause in 20 percent of reported incursions.EuroControl also classified several years of runway incursion reports according to seriousness. Their data was similar to FAA data using a similar classification: ? About 31% of reported incursions were classified as having No Risk. ? Another 34% were classified as having Some Risk . ? And 30% were classified as having Significant Risk. That totals 95%. ? The other 5% of reported Incursions were classified as being Extremely Hazardous. We will be coming back to look more carefully at some of this data later in the module. And we will look in great detail at most of the causal factors and at some real world.3. What is the average number of runway incursions per million flights from 1998 to 2003 according to EuroControl Statistical Reference Area’s data.
A recent Eurocontrol study determined that Europe averages about one runway incursion a day and one potentially very serious runway incursion every 14 days. An FAA study of data from 1997 to 2001 showed similar numbers for the United States. Many organizations believe that the problem of runway incursions must be attacked or it is bound to increase with an increase in world aviation activity. In fact, the number of reported incursions has been increasing at a faster rate than the number of flights worldwide has been increasing. One study group determined that a 20 percent increase in aircraft operating at a particular airport produced a 140 percent increase in the possibility of runway incursions. Other studies have used mathematical models which predict a big increase in the potential for runway incursions in the next twenty years. Some Statistics EuroControl Statistical Reference Area (ERSA) has the following data for the number of runway incursions per million flights: ? 1998 – 3 incursions per million flights ? 1999 – 6 incursions per million flights ? 2000 – 10 incursions per million flights ? 2001 – 23 incursions per million flights ? 2002 – 21 incursions per million flights ? 2003 – 40 incursions per million flights Several organizations , including the FAA and EuroControl, had similar data on the major cause of reported runway incursions: ? Pilot Error was determined to be the cause in 51 percent of all reported runway incursions. ? Vehicle or Pedestrian Error was determined to be the cause in 29 percent of reported incursions. ? Controller Error was determined to be the cause in 20 percent of reported incursions.EuroControl also classified several years of runway incursion reports according to seriousness. Their data was similar to FAA data using a similar classification: ? About 31% of reported incursions were classified as having No Risk. ? Another 34% were classified as having Some Risk . ? And 30% were classified as having Significant Risk. That totals 95%. ? The other 5% of reported Incursions were classified as being Extremely Hazardous. We will be coming back to look more carefully at some of this data later in the module. And we will look in great detail at most of the causal factors and at some real world.2. The number of reported incursions has been increasing at a （ ）rate than the number of flights worldwide.
A recent Eurocontrol study determined that Europe averages about one runway incursion a day and one potentially very serious runway incursion every 14 days. An FAA study of data from 1997 to 2001 showed similar numbers for the United States. Many organizations believe that the problem of runway incursions must be attacked or it is bound to increase with an increase in world aviation activity. In fact, the number of reported incursions has been increasing at a faster rate than the number of flights worldwide has been increasing. One study group determined that a 20 percent increase in aircraft operating at a particular airport produced a 140 percent increase in the possibility of runway incursions. Other studies have used mathematical models which predict a big increase in the potential for runway incursions in the next twenty years. Some Statistics EuroControl Statistical Reference Area (ERSA) has the following data for the number of runway incursions per million flights: ? 1998 – 3 incursions per million flights ? 1999 – 6 incursions per million flights ? 2000 – 10 incursions per million flights ? 2001 – 23 incursions per million flights ? 2002 – 21 incursions per million flights ? 2003 – 40 incursions per million flights Several organizations , including the FAA and EuroControl, had similar data on the major cause of reported runway incursions: ? Pilot Error was determined to be the cause in 51 percent of all reported runway incursions. ? Vehicle or Pedestrian Error was determined to be the cause in 29 percent of reported incursions. ? Controller Error was determined to be the cause in 20 percent of reported incursions.EuroControl also classified several years of runway incursion reports according to seriousness. Their data was similar to FAA data using a similar classification: ? About 31% of reported incursions were classified as having No Risk. ? Another 34% were classified as having Some Risk . ? And 30% were classified as having Significant Risk. That totals 95%. ? The other 5% of reported Incursions were classified as being Extremely Hazardous. We will be coming back to look more carefully at some of this data later in the module. And we will look in great detail at most of the causal factors and at some real world.1. One potentially very serious runway incursion happened everydays according to a recent Eurocontrol study.
Many pilots and controllers are taught to have three aims when using the RT: be clear, be concise and be correct. Naturally, good pronunciation, reasonable speed, and the use of standard phraseologies contribute to clear, concise and correct. But the use of human language to communicate is an art and not a science. There are some built-in problems in human language that contribute to potential problems in aviation communications. A few are mentioned below. 1. Readback Error – If ATC says, Cleared to land, Runway two six left, and the pilot reads back, Cleared to land, Runway two six right, the pilot has committed a Readback Error. With distractions, multi-tasking and a busy ATC frequency, this error can happen and can be difficult to catch. 2. Hearback Error – In the previous example, if the controller fails to hear the mistake in the Readback, the controller has committed Hearback Error. He failed to listen carefully to the pilot’s Readback. Since the vast majority of readbacks are correct, it takes great discipline to listen carefully to each readback. 3. Expectation Bias – Human beings have a tendency to hear what they expect to hear. If you are lined up on the runway waiting for a take-off clearance, you may believe that the next take-off clearance is for you, even though it may be for another aircraft on a parallel or intersecting runway. You heard what you expected to hear, and committed the error of Expectation Bias. 4. Assumption – If you always get a landing clearance just as you turn base, it is easy to assume as you turn base that you are cleared to land. The way to fight assumption error is to seek confirmation, I’m cleared to land, please confirm? Assumption has been a factor in many aviation accidents. 5. Ambiguity – an ambiguous statement is one that could have two or more different meanings. Ambiguity is difficult to completely avoid in human language in a complex situation. If you are doing touch and go and ATC says You’re number three to follow the twin, the statement may be very clear. But if there are two twins in front of you in the circuit, there is a risk you may mistake one twin for the other. The situation makes the instruction ambiguous – the meaning is not clear, and you may need to seek clarification. Naturally, all of these potential language problems could become more likely or more hazardous if one or both of the communicating parties has low English proficiency.5.What is the best way to prevent assumption?
Many pilots and controllers are taught to have three aims when using the RT: be clear, be concise and be correct. Naturally, good pronunciation, reasonable speed, and the use of standard phraseologies contribute to clear, concise and correct. But the use of human language to communicate is an art and not a science. There are some built-in problems in human language that contribute to potential problems in aviation communications. A few are mentioned below. 1. Readback Error – If ATC says, Cleared to land, Runway two six left, and the pilot reads back, Cleared to land, Runway two six right, the pilot has committed a Readback Error. With distractions, multi-tasking and a busy ATC frequency, this error can happen and can be difficult to catch. 2. Hearback Error – In the previous example, if the controller fails to hear the mistake in the Readback, the controller has committed Hearback Error. He failed to listen carefully to the pilot’s Readback. Since the vast majority of readbacks are correct, it takes great discipline to listen carefully to each readback. 3. Expectation Bias – Human beings have a tendency to hear what they expect to hear. If you are lined up on the runway waiting for a take-off clearance, you may believe that the next take-off clearance is for you, even though it may be for another aircraft on a parallel or intersecting runway. You heard what you expected to hear, and committed the error of Expectation Bias. 4. Assumption – If you always get a landing clearance just as you turn base, it is easy to assume as you turn base that you are cleared to land. The way to fight assumption error is to seek confirmation, I’m cleared to land, please confirm? Assumption has been a factor in many aviation accidents. 5. Ambiguity – an ambiguous statement is one that could have two or more different meanings. Ambiguity is difficult to completely avoid in human language in a complex situation. If you are doing touch and go and ATC says You’re number three to follow the twin, the statement may be very clear. But if there are two twins in front of you in the circuit, there is a risk you may mistake one twin for the other. The situation makes the instruction ambiguous – the meaning is not clear, and you may need to seek clarification. Naturally, all of these potential language problems could become more likely or more hazardous if one or both of the communicating parties has low English proficiency.4.What can help controllers catch pilot’s readback error?
Many pilots and controllers are taught to have three aims when using the RT: be clear, be concise and be correct. Naturally, good pronunciation, reasonable speed, and the use of standard phraseologies contribute to clear, concise and correct. But the use of human language to communicate is an art and not a science. There are some built-in problems in human language that contribute to potential problems in aviation communications. A few are mentioned below. 1. Readback Error – If ATC says, Cleared to land, Runway two six left, and the pilot reads back, Cleared to land, Runway two six right, the pilot has committed a Readback Error. With distractions, multi-tasking and a busy ATC frequency, this error can happen and can be difficult to catch. 2. Hearback Error – In the previous example, if the controller fails to hear the mistake in the Readback, the controller has committed Hearback Error. He failed to listen carefully to the pilot’s Readback. Since the vast majority of readbacks are correct, it takes great discipline to listen carefully to each readback. 3. Expectation Bias – Human beings have a tendency to hear what they expect to hear. If you are lined up on the runway waiting for a take-off clearance, you may believe that the next take-off clearance is for you, even though it may be for another aircraft on a parallel or intersecting runway. You heard what you expected to hear, and committed the error of Expectation Bias. 4. Assumption – If you always get a landing clearance just as you turn base, it is easy to assume as you turn base that you are cleared to land. The way to fight assumption error is to seek confirmation, I’m cleared to land, please confirm? Assumption has been a factor in many aviation accidents. 5. Ambiguity – an ambiguous statement is one that could have two or more different meanings. Ambiguity is difficult to completely avoid in human language in a complex situation. If you are doing touch and go and ATC says You’re number three to follow the twin, the statement may be very clear. But if there are two twins in front of you in the circuit, there is a risk you may mistake one twin for the other. The situation makes the instruction ambiguous – the meaning is not clear, and you may need to seek clarification. Naturally, all of these potential language problems could become more likely or more hazardous if one or both of the communicating parties has low English proficiency.3.In the following communication, what errors are made by the pilots and controllers? ATC: cleared to land, runway 26 left. Pilot: cleared to land, runway 26 right.
Many pilots and controllers are taught to have three aims when using the RT: be clear, be concise and be correct. Naturally, good pronunciation, reasonable speed, and the use of standard phraseologies contribute to clear, concise and correct. But the use of human language to communicate is an art and not a science. There are some built-in problems in human language that contribute to potential problems in aviation communications. A few are mentioned below. 1. Readback Error – If ATC says, Cleared to land, Runway two six left, and the pilot reads back, Cleared to land, Runway two six right, the pilot has committed a Readback Error. With distractions, multi-tasking and a busy ATC frequency, this error can happen and can be difficult to catch. 2. Hearback Error – In the previous example, if the controller fails to hear the mistake in the Readback, the controller has committed Hearback Error. He failed to listen carefully to the pilot’s Readback. Since the vast majority of readbacks are correct, it takes great discipline to listen carefully to each readback. 3. Expectation Bias – Human beings have a tendency to hear what they expect to hear. If you are lined up on the runway waiting for a take-off clearance, you may believe that the next take-off clearance is for you, even though it may be for another aircraft on a parallel or intersecting runway. You heard what you expected to hear, and committed the error of Expectation Bias. 4. Assumption – If you always get a landing clearance just as you turn base, it is easy to assume as you turn base that you are cleared to land. The way to fight assumption error is to seek confirmation, I’m cleared to land, please confirm? Assumption has been a factor in many aviation accidents. 5. Ambiguity – an ambiguous statement is one that could have two or more different meanings. Ambiguity is difficult to completely avoid in human language in a complex situation. If you are doing touch and go and ATC says You’re number three to follow the twin, the statement may be very clear. But if there are two twins in front of you in the circuit, there is a risk you may mistake one twin for the other. The situation makes the instruction ambiguous – the meaning is not clear, and you may need to seek clarification. Naturally, all of these potential language problems could become more likely or more hazardous if one or both of the communicating parties has low English proficiency.2.What items contribute to clear, concise and correct communication between pilot and controller?
