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words, different from those used by the controller. Although
some foreign controllers may not have a broad command of
English, they often will understand the crew’s restated
questions and be able to provide clarification.
Other pilot recommendations for dealing with language
problems include:
4 Speak very slowly; this often results in the controllers
slowing down their rate of speech also, making the
instructions more readily understood.
4 Anticipate that the controller may pronounce the fix or
identifier differently than you expected to hear it or than you
would pronounce it yourself.
Although the language being used on the radio may be the
native language of that country, the use of any language
other than English can leave many pilots out of the
communications loop. A number of reporters cited this as
lack of a “partyline.” Our next reporter explains how this
problem can impact safety:
n On approach to [a foreign airport] , we were cleared for the
ILS. When we first checked in with Tower, we were told to
continue…then cleared to land. At 700 feet AGL, we noticed
foreign Aircraft B taxiing onto the extended threshold for the
runway. At 400 feet, the Tower told us to go-around. We were
vectored back for the ILS…and made a normal landing.
Factors: we did not know if the other aircraft was cleared
into position or for takeoff because…the Tower and Aircraft
B’s aircrew were using a foreign language. Had they been
using English, we would have heard any conflicting clearance
given to Aircraft B.
If pilots think there may be other aircraft in their immediate
vicinity, they need to query the controller for information or
clarification.
Last year’s fatal accident near Cali, Colombia has
heightened awareness of safety issues associated with U.S.
air carrier flights in foreign airspace. Although language
problems might be expected to be a key factor in foreign
airspace incidents, a recent analysis of foreign airspace
operational incidents reported to the ASRS revealed that
the largest percentage—40%—was attributed to pilot errors.
These errors included loss of situational awareness,
confusion, flight crew complacency, and breakdown of
CRM—the same types of errors that occur in U.S. airspace.
Another 25% of the reports cited a language problem as a
primary cause of the incidents, while 20% were related to
aircraft or ATC navigation or communication equipment
problems.
A Second Officer’s report illustrates the situational
awareness and crew communication problems identified in
many of the foreign airspace incidents analyzed by ASRS:
n After departing [a foreign airport], I noticed a discussion
between the pilots about being unable to contact ATC due to
frequency congestion to obtain a higher altitude. We were
on an IFR flight plan in VMC conditions. We had just
crossed XYZ intersection at FL120. We continued west, on
course into mountainous terrain, 6,000 feet below the
minimum crossing altitude of FL180. We were 14 miles
west of XYZ intersection before we received an urgent
clearance from ATC to climb to FL260. We were flying
through valleys into rising terrain and with terrain above
our aircraft. I examined the pilot’s departure page and
realized how low we really were on the departure profile.
A new-hire Captain was flying left seat. A check Captain
was flying in the right seat working the radios. No
comments were made by either pilot as to why we proceeded
west of XYZ so far below the minimum crossing altitude.
Lost in the Translation
Safety Issues in International Operations
Number 209 November 1996
I am pleased with the training we have received on wind
shear. I want to thank [everyone] who came up with the
wind shear guidance equipment and the procedures to use it.
I want to thank our ground instructors for teaching us and
simulator instructors for testing us and refining our
technique. It works.
Last month we reported on how an insect nest in a fuel
tank vent caused the implosion of the fuel tank. Here,
we look at a case of malfunctioning instruments caused
by the human touch. The Captain of a corporate jet
reports:
n During takeoff roll, passing through 100 knots,
airspeed difference was noted between Captain’s and
First Officer’s airspeed indicators. As airspeed
increased, the difference between the two systems became
larger. As the ADC [Air Data Computer] sensed the
airspeed difference, the ADC miscompare alert
illuminated, the yaw damper inop alert illuminated, the
　
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