- •Unit 1 history of aviation
- •1.1 Aviation History
- •1.2.Eurocontrol
- •The Single European Sky
- •Unified Air Traffic Management
- •1.3 Supplementary Reading texts
- •International Civil Aviation Organization (part I)
- •International Civil Aviation Organization (part II)
- •International Standards and Recommended Practices (sarPs)
- •Procedures for Air Navigation Services
- •International Air Transport Association (Iata)
- •1.4 Topics for Discussion
- •Unit 2 air traffic service
- •2.1 Air Traffic Service
- •Icao; sarps; fiRs; ifr; vfr; ats; atc.
- •2.2 How Air Traffic Controllers Operate
- •2.3 English Is the Language of Communication
- •Atc; r/ t; atis; volmet; bbc.
- •2.4 Supplementary Reading texts Language as a Factor in Aviation Incidents and Accidents
- •General and Aviation-Specific English Language Training
- •2.5 Topics for Discussion
- •Unit 3 aircraft types and construction
- •3.1 Principle Structural Units of the Aircraft
- •3.2 Heavy Wide-body Transport Aircraft
- •Aircraft of a New Generation
- •Airbus a330
- •A330 mrtt
- •3.3 Supplementary Reading texts Aircraft – General
- •Vertical and Short take-off and Landing Aircraft
- •3.4 Topics for Discussion
- •Unit 4 airport design
- •4.1 Airport Design
- •4.2 Baggage Carriage
- •4.3 Classification of Air Transportations
- •4.4 Carriage of Dangerous Goods
- •4.5 Airport Vehicles
- •4.6 Landing Area
- •4.7 Taxiways
- •4.8 Supplementary Reading Texts Airport
- •From the History of Hangars
- •Borispil Airport
- •4.9 Topics for Discussion
- •Unit 5 atco’s workload
- •5.1 Atc Centre. Air Traffic Control Specialist
- •Nature of the work
- •Terminal (Tower) Controller
- •Area Control Centre Controller
- •Working conditions
- •Certificate and Rating Requirements
- •Physical Requirements
- •Written test and Interview
- •5.2 Controller’s Automated Workstation
- •5.3 Simulator Training of Aviation Specialists
- •5.4 Supplementary Reading Texts
- •Attenuation
- •Other features
- •5.5 Topics for Discussion
- •Unit 6 human factor
- •6.1 The Meaning of Human Factors
- •6.2 Human Factors Within Systems
- •6.3 Speaking over the Telephone Part I
- •Making an Appointment
- •Being Unable to Keep an Appointment
- •Part II
- •An Applicant’s Passport is not Available
- •Congratulations on a Promotion
- •Booking a Plane Reservation
- •6.4 Controller Proficiency
- •6.5 Supplementary Reading Texts Human Factor
- •Crew Interaction Capability
- •Communication, Navigation and Surveillance /Air Traffic Management Interface
- •Error Management
- •Crew Information Requirements Analysis
- •Training Aids
- •Human Factor and Aviation Safety Problems
- •Los Rodeos Runway Collision
- •Cali b757 Terrain Crash
- •German Midair Collision
- •It's Not All About Accidents
- •My Best Profession
- •An Air Traffic Controller’s Job
- •6.6 Topics for discussion
- •Unit 7 health problems in aviation
- •7.1 Health as One of the Criteria of Air Traffic Controller Professional Selection
- •7.2 Holistic Medicine
- •7.3 Supplementary Reading Texts
- •7.3.1 The Spheres of Health
- •7.3.2 A Country’s Biggest Killer…
- •7.3.3 Stress: is your life a blur?
- •How to avoid hurry sickness and lead a better life
- •7.3.4 Yoga helps to relax
- •7.3.5 Alternative Cure 1 An unusual present
- •7.3.6 Alternative Cure 2 Extreme methods sometimes work
- •7.3.7 Alternative Cure 3 An allergic person’s confession
- •7.3.8 Alternative Cure 4 Macrobiotics as it is
- •7.3.9 Alternative Cure 5 Acupuncture – will it suit you?
- •Modern reflexology
- •7.3.10 The worst pain I have ever had (Four people’s experience)
- •7.4 Topics for Discussion
- •Unit 8 geography
- •8.1 The earth. Volcanoes. Volcano Activity Warning System for Pilots
- •Icao, iavw
- •8.2 The Effects of the Weather on Aviation
- •8.3 Natural Catastrophes
- •8.4 Supplementary Reading Texts The Atmosphere
- •Weather
- •8.5 Topics for Discussion
- •9.1 Transponders Were Switched off to Prevent Aircraft Being Tracked by Air Traffic Control
- •9.2 Status Report
- •Investigation
- •Vor; acc; tcas; stca; uacc; atc
- •9.3 Loss of Separation
- •9.4 Controlled Flight into Terrain
- •9.5 Flight Chaos Across Europe After Air Traffic Control Strikes
- •9.6 Airplane Hijacking
- •9.7 Supplementary Reading texts Flight Security
- •Aviation Security
- •Civil Aviation Security Regulations
- •Civil Aviation Security
- •9.8 Topics for Discussion
- •Unit 10 emergency
- •10.1 Drama as Pilot is Sucked out of Plane at 23.00 ft (The error that could not happen)
- •10.2 Communication Failure
- •10.3 Distress and Urgency Messages
- •10.4. What is a Near-Miss?
- •Ins; ifr; vfr; tcas; ra; ft; km; n; m; fl.
- •10.5 Supplementary Reading Text the search for a legendary fugitive - d.B. Cooper
- •10.6 Topics for Discussion
- •Word list
- •Subject index
- •References
9.2 Status Report
Exercise 9.2.1 Read and translate the text.
Factual Information
-
Type of Occurrence:
accident
Date:
01. July 2002
Location:
Near Űberlingen/Lake Constance
Aircraft:
Transport category aeroplanes
Manufactur/ Model:
Tupolev/ TU 154 M
Boeing/ B 757-200
Injuries to Persons
71 persons fatally injured
Damage:
Both aircraft destroyed
Other Damage:
Damage to fields and forest
History of the flight
On 1. July 2002 at 21:35:32 hrs a Tupolev TU 154 M of its flight from Moscow/ Russia to Barselona/ Spain and a Boeing B 757, which was on a flight from Bergamo/ Italy to Brussels/ Belgium, collided near the town of Űberlingen (Lake Constance).
Following the collision both aeroplanes crashed on the ground north of the town of Űberlingen. The wreckages were spread over seven sites where major and many sites where minor wreckage were found.
Tupolev TU 154 M
At 18:48 hrs the aeroplane took off from Moscow/ Domodedovo airport for a charter flight to Barselona. 12 crew members and 57 passengers, of when 45 were children and adolescents and 12 were adults, were aboard the aeroplane.
At 21:15 hrs the aeroplane entered the German airspace and was guided by Munich Radar. The clearance given already previously included a direct approach to the Transdingen VOR at a cruise flight level of FL 360 (36000 feet). With the change to the Swiss air traffic control (ACC Zurich) at21:30 hrs the aeroplane was guided on the frequency of 128.050 MHz with the transponder code A 7520.
At 21:34:42 hrs the airborne Traffic alert and Collision Avoidance System (TCAS) warned the crew against probable conflicting traffic.
Seven seconds later ACC Zurich instructed the crew of the Tupolev to conduct an “expedite descent” to FL 350 and during this advised them of the conflicting traffic. The crew did not confirm this instruction but initiated a descent. Simultaneously the airborne TCAS issued the command to climb. Another seven seconds later the radar controller repeated his instruction to the crew to conduct an expedite descent to FL 350. This instruction was immediately acknowledged by the crew. After that, the radar controller informed the crew about other traffic at FL 360 in the 2 o’clock position.
Boeing B 757-200
At 13:30 hrs the aeroplane departed from Bahrain airport for a cargo flight to Brussels with one intermediate stop at Bergamo Italy. Two pilots were aboard the aircraft. The intermediate landing at Bergamo was conducted at 19:10 hrs after a flight time of 05:40 hrs, the departure to continue the flight to Brussels was at 21:06 hrs.
With the change to the ACC Zurich at 21:20 hrs the aeroplane was guided on the frequency 128.050 Mhz with the transponder code A 7520. A clearance for a direct approach to the Tango VOR as well as for a climb from FL 260 was granted. The crew asked for a clearance to climb to FL 360, which was given app. 4 minutes later (at 21:26:36 hrs). At 21:29:50 hrs the aeroplane reached this flight level.
At 21:34:42 hrs the airborne TCAS warned the crew against probable conflicting traffic. 14 seconds later (21:34: 56 hrs) the crew received the TCAS command to descend a further 14 seconds received the command to increase the descent (“increase descent”). At 21:35:19 hrs the crew reported to ATC the avoidance command (“TCAS descent”).