Polish Air Force Tu-154 crash

On the 10^th of April in 2010 Tu-154 belonging to Polish Air Force crashed near Smolensk in Russia. There were representatives of Polish government on the board: the Polish President Lech Kachinskiu and his wife, the chief of the Polish General Staff and other senior Polish military officers. They were on route from Warsaw to the settlement being about 20 kilometers from Smolensk in order to be present on the anniversary of Khatyn massacre. None of the occupants survived this crash.

The crew attempted to land the plane at Smolensk military base airport in extremely poor visibility (about 500meters). The airport was not equipped with sophisticated equipment and the plane was performing visual approach but found itself lower than a glidepath and striking the tops of the trees it rolled upside down and collided with the ground 200 meters missing the RW.

Shortly before the catastrophe the aircraft with Polish journalists landed safely at the same airport. 20 minutes before Government Tu-154 Russian Il-76 diverted to Moscow. Polish Tu-154 also was advised two alternatives either Moscow or Minsk but being pressed by the President (who wasn’t intending to be late for the anniversary) the captain decided to land at thick fog.

The result of this decision was fatal – 96 fatalities.

 

UNIT 4

COMMUNICATION PROBLEMS

I. New vocabulary.

· To misunderstand

· To misinterpret

· To mishear

· Radio malfunction

· Communication breakdown

· Code switching

· Multiple communication

· Ambiguous words

· To transmit blind

· Fluency of speech

· Plain English

· Disbelief

· Strobe lightning

· Overanticipation

· To miss

· Complicated instructions

· Runway incursion

· Personal friction/ rank barrier

· To establish communication

· To resume communication

· To relay a message

· Simultaneous transmitting

· Phraseology deviation

· Adherence

· To pronounce clearly and distinctly

· Even rate of speech

· To maintain assigned level

· Affected aircraft

· To distract

 

IV. Make up sentences which comprise the following 3 word combinations.

1. to distract, even rate, disbelief

2. adherence, to misinterpret, fluency of speech

3. to suspend, simultaneous transmitting, runway incursion

4. breakdown, crippled aircraft, to transmit blind

5. to resume communication, complicated instructions, to miss

6. code switching, ambiguous words, misinterpretation

7. multiple communication, fluency of speech, to speak clearly and distinctly

8. to postpone, adherence, to maintain assigned level

9. to establish communication, strobe lightning, to relay message

10. overanticipation, to distract, misinterpretation

V. Discuss the following questions.

1. What ways of communication between people can you name?

2. Which ones are the most efficient? Prove.

3. What do we mean by radio communication failure in aviation?

4. What technical devices malfunction can cause communication failure?

5. Enumerate human mistakes in communication that can result in misunderstanding?

6. Are there any weather phenomena deteriorating readability?

7. What types of communication failure are you familiar with?

8. How can controller identify the type of failure?

9. What procedures should be observed in case of one-way communication failure?

10. What do pilots have to undertake in case of two-way failure when flying in VMC?

11. What do pilots have to undertake in case of two-way failure when flying in IMC?

12. What is expected from ATC in this situation?

13. How is it possible to minimize misunderstanding between pilots and controllers?

 

VI. Read the text and discuss it.

COMMUNICATION PROBLEMS

    Radio communication is considered to be failed if during 5 minutes the crew or the ATC unit doesn’t answer the repeated calls through all available radio communication channels.

Communication problems

can be caused by a number of reasons

     There are two types of communication failure- one-way communication failure and two-way communication failure.

One-way communication failure is a situation when either pilot or controller is unable to transmit or receive a message.

Two-way communication failure is a situation when both pilot and controller are unable to transmit and receive a message.

    In the event of one-way communications (i.e. aircraft can receive only), the controller may request the aircraft to make identifying turns, flash its navigational lights, transmit codes or IDENT signals on the transponder, rock its wings, etc, to acknowledge clearances or instructions

     When it is known that two-way communication failure has occurred, ATC shall maintain separation between the aircraft having the communication failure and the other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

     In the event of two-way radio communication failure the pilot-in-command shall 1) use all available facilities, take measures to re-establish communication with the ATC directly or by means of other aircraft. In such cases, if necessary, the emergency frequency 121.5 MHZ may be used.

2) Transmit position reports and intentions, assuming the aircraft transmitter is operating, and prefixing all transmissions with “TRANSMITTING BLIND”.

3) Turn on landing lights, beacons, and strobe lighting.

Adherence to the appropriate RCF emergency procedures depends on the flight conditions - VMC or IMC.

In VMC:

  Pilots shall

· set transponder to Code 7600

· continue to fly in visual meteorological conditions

·  land at the nearest suitable aerodrome

· report the arrival by the most expeditious means to the appropriate air traffic control unit.

In IMC

1) Crew has to set squawk 7600, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following the aircraft’s failure, to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan;

 2) In the event of radio communication failure directly after take-off, the pilot-in-command shall carry out approach according to the established pattern and land at the departure aerodrome.

 3) If it is impossible to land at the departure aerodrome after take-off (due to meteorological conditions or if the aircraft mass exceeds the landing mass and fuel jettison is impossible etc.), the pilot-in-command has the right:

 a) to proceed to the destination aerodrome according to flight plan. Complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and land, if possible, within 30 minutes after the estimated time of arrival

 b) to proceed to the alternate aerodrome at the flight level assigned by the ATS unit or at proximate lower flight level (in accordance with vertical separation rules), but not below minimum safe flight level.

 ATC will consider aircraft experiencing communication failure if the expected report is missing within 5 minutes. 

      Firstly it is necessary to call the aircraft on definite frequencies (on current and previous sector frequencies) and identify whether it is one-way communication failure or two-way communication failure.

     If an identified aircraft experiences a radio failure the radar controller shall instruct the aircraft to make a turn(s) or set another transponder code. If movement of the plane or another code indicates that the aircraft receiver is operating the controller shall continue to pass instructions blind or try to resume normal radar service.

    After attempts to establish normal two-way radio communication have failed, controllers are to carry out the following standard radio failure procedures:

· Maintain separation between the radio failure aircraft and other known traffic;

· When operating in RVSM airspace, provide a minimum vertical separation of 2000 feet between the radio failure aircraft and any other aircraft;

· Give pertinent information about the movements of the radio failure aircraft to other aircraft in the presumed vicinity;

· Ask aircraft in the presumed vicinity to establish communication with the radio failure aircraft and relay messages;

· Use all means possible to monitor the aircraft’s progress;

· Transmit, on the appropriate frequencies: level, route and EAT (or ETA) to which the radio failure aircraft is assumed to be adhering; the weather conditions at the destination aerodrome, a suitable alternate and, if practicable, in areas suitable for a descent through cloud.

· When, in consultation with the operator, instructions to divert have been transmitted to the radio failure aircraft, inform the alternate aerodrome and request that they attempt to establish communication;

· During flight without radio communication at night, the crew shall, if possible, indicate aircraft position by periodical switching on of onboard landing lights or by onboard lights flashing.

· In order to avoid miscommunication both pilots and controllers have to

· Pronounce each word clearly and distinctly

· Maintain an even rate of speech (not exceeding — typically — 100 words per minute)

· Make a slight pause preceding and following numerals; this makes them easier to understand

· Maintain the speaking volume at a constant level

· Be familiar with microphone-operating techniques (particularly in maintaining a constant distance from the microphone)

· Usage of standard phraseology (nonstandard phraseology or the omission of key words may change completely the meaning of the intended message, resulting in potential conflicts)

The most significant example is the North American phrase “Taxi into position and hold.” It has the same meaning as the ICAO phrase “Line up and wait,” whereas the ICAO phrase “Taxi to holding position” is a clearance to taxi to and hold at a point clear of the runway. Always read back the necessary clearances:

√ ATC route clearances

√ Clearances and instructions to enter, land, take off, hold short of, cross or backtrack on RW

√ Runway in use

√ Altimeter setting

√ ATC transponder code

√ Altitude or flight level instructions

√ Heading and speed instructions

√ Transition levels

Miscommunication can cause RW incursion.

   Runway incursion is called "Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft".

We can speak about typical scenarios of RW incursion

· Controller related situation: not having visual contact with the aircraft due to poor visibility controller instructs one plane to clear the RW but pilots misunderstand the instruction or appear on the RW by mistake and without checking their position ATC clears another aircraft for take off.

· Pilot related situation: pilots in unfamiliar airport acknowledge taxing instructions but being disorientated by night time or hot spots enter the active RW.

· Driver related situation: ground vehicle driver crosses the RW without ATC clearance.

There are also contributing factors: poor visibility, night time when there is no visual contact, complexity of airport marks and signs that can confuse the pilots, usage of non-standard phraseology that can result in misunderstanding.