Special thanks to VOA as the whole transcript of this soundtrack is available on their website:
Merci à VOA étant donné que tout le script de cette bande son est disponible sur leur site internet: The Language of Air Travel on VOA.

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Le manuel de radiotéléphonie de la DGAC a été mis à jour le 12 octobre 2017. On y trouve la phraséologie en français et en anglais, comme d’habitude. Il est disponible ici:

https://www.sia.aviation-civile.gouv.fr/reglementation

Crédit photo (à droite): Xavier Cotton

Merci à Xavier qui anime le blog http://www.passionpourlaviation.fr/ . Vous pouvez le visiter, ça vaut le détour!

The post MISE À JOUR DU MANUEL DE RADIOTÉLÉPHONIE appeared first on AVIATION ENGLISH.

ANGLAIS OACI – AVERTISSEMENT: Vérifiez SVP sur les sites de l’OACI, l’AESA, la DGAC, le SIA, la CAA, la FAA ou autres réglementations si nécessaire.

ICAO ENGLISH – WARNING: Please check updates on ICAO, EASA, DGAC, SIA, CAA, FAA websites or other regulations if need be.

An important update has been released this month – May 2016 – making 06/27/2000 decree more accurate, and complete about voice-communication practices.

Une importante mise à jour a été éditée ce mois-ci (mai 2016), rendant le décret du 27/06/2000 plus précis et plus complet sur les pratiques des communications vocales.

https://www.sia.aviation-civile.gouv.fr/dossier/texteregle/RADIOTEL_V3.pdf

As I have told you, for properly transmitting voice communications, you need to read ICAO – DOC 4444 ATM/PANS (Air Traffic Management, updated March, 2010) which costs up to $295.00 here (click on the link below):

DOC 4444 (2016)

However, you can read a previous edition of DOC 4444 (14th Edition, updated on November 24, 2005 for instance) if you type “doc 4444 – air traffic management fourteenth edition” like here below (click on the picture):

It isn’t worth reading everything as just for radiotelephony purpose, just skip to chapter 12 – page 161 until page 196.

Two other documents are important for aviation voice communications, and air traffic control:

• ICAO Convention – Chapter 5 of Annex 10, Vol.II
• DOC 9432 – Manual of Radiotelephony

Remember:

SARPs = Standard And Recommended Practices
PANS = Procedures for Air Navigation Services

And check updates as often as possible.

ICAO English is a flight safety issue, and you know, flight safety is paramount…

L’anglais OACI est une question de sécurité des vols, et vous savez, la sécurité des vols est primordiale…

Here is a document from the FAA (U.S. Federal Aviation Administration) website that could help you about aircraft vocabulary (click on the picture below):

Thank you for your attention, and have a nice week

The post ICAO ENGLISH RTF UPDATE / MISE A JOUR REGLEMENTATION RADIOTELEPHONIE ANGLAIS OACI appeared first on AVIATION ENGLISH.

Le livre (et CD-Rom) « L’Anglais pour Voler » est devenu une référence de l’anglais aéronautique et à juste titre: les 5000 mots et 1500 abréviations compilés sont présentés à la fois par ordre alphabétique et exprimés dans des chapitres thématiques qui peuvent se révéler un excellent outil d’entraînement pour les aviateurs dans leur quête du FCL .055 pour les personnels navigants et de l’ELPAC (English Language Proficiency for Aeronautical Communication) pour les contrôleurs de circulation aérienne.

Dominique Défossez,ingénieur en chef de la navigation aérienne, contrôleur aérien et titulaire d’une maîtrise d’anglais met régulièrement à jour son lexique et CD interactif « L’Anglais pour Voler » depuis plusieurs années déjà.

Voici une très bonne nouvelle pour ceux qui sont équipés d’Apple en iPhone et iPad qui souhaitent parfaire leur anglais OACI puisque L’Anglais pour Voler est désormais disponible dans une application que vous pouvez découvrir en cliquant à droite sur l’image de la couverture de cette 5ème édition:

The post PREPARATION ANGLAIS OACI – BONNE NOUVELLE! appeared first on AVIATION ENGLISH.

The 5th ICAO Journal dates back to August 2013, and there is a chapter on Language Proficiency Requirements (LPR) in it. The Journal reviews ICAO’s LPRs and other recent initiatives developed, and reported during a technical seminar to support language proficiency in March 2013, and particularly English language testing among Member States.

All the stakeholders were gathered at the seminar. Those who implement the safety-critical language provisions as mandated by Assembly Resolution A32-16 in 1998, and embodied in Annexes 1, 6, 10 and 11, as well as Doc 4444 — PANS-ATM have their work cut out for them!

According to ICAO Convention, Annex 10, Vol.2, « If a pilot, and an air traffic controller don’t speak a common language, the default language is English. Additionally, the flight crew establishes the language to be used. »

The seminar presented an ICAO speech sample training aid. This tool provides examples of ICAO levels 3, 4 & 5. There was a discrepancy among the various ratings given to samples in a workshop. I know that the juries throughout the world have done some good work. However, candidates have already reported differences between juries within a fortnight. The ratings can vary up to almost two ICAO levels. Rating is difficult, and setting a test is difficult as well.

We know now from the journal that EUROCONTROL is developing a Level 6 examination and that EASA (European Aviation Safety Agency) might establish a validity period of 9 years for Level 6.

Another initiative is the launch of a new AELTS (Aviation English Language Test Service) website at https://www.icao.int/safety/OPS/OPS-Tools/Pages/AELTS.aspx .

The LPR seminar report is available here:

ICAO JOURNAL 2013 LPR

Further information:

FEATURES AND BENEFITS OF ICAO’S AVIATION ENGLISH LANGUAGE TEST SERVICE (AELTS)

Manual on the Implementation of ICAO Language Proficiency Requirements

Latest news: The MCQ (Multiple Choice Questions) on the aeronautical documents test might be given up in 2014. Therefore, the FCL .055 D might be deleted. The FCL .055 tests VFR and IFR only would be left unchanged ie without the 15-minute MCQ test.

Thanks to Thierry Hermas – English teacher at the French Air Force Academy (FAFA) – who passed the documents on.

The post LANGUAGE CRITICAL TO AVIATION SAFETY appeared first on AVIATION ENGLISH.

Thank you so much for attending this aviation English class at « Festival des Langues » in Tours today, Sunday, November 24, 2013. Important information: FCL 1.028 and FCL 1.200 have been replaced by FCL .055 and FCL .055 D since April 9, 2013.

Here is the soundtrack we listened to this afternoon. You can download it, then listen directly to 10′ so as to get to the ATIS. Here are the keys (les solutions), see page 4 for the ATIS test, and at the bottom of page 21 for the keys.

Here is a document from the FAA (U.S. Federal Aviation Administration) website that could help you about aircraft vocabulary (click on the picture below):

As I have told you, for properly transmitting voice communications, you need read ICAO – DOC 4444 ATM/PANS (Air Traffic Management, updated March, 2010) which costs up to $295.00 here (click on the link below):

DOC 4444 (2016)

However, you can read a previous edition of DOC 4444 (14th Edition, updated on November 24, 2005 for instance) if you type « doc 4444 – air traffic management fourteenth edition » like here below (click on the picture):

It isn’t worth reading everything as just for radiotelephony purpose, just skip to chapter 12 – page 161 until page 196.

Two other documents are important for aviation voice communications, and air traffic control:

• ICAO Convention – Chapter 5 of Annex 10, Vol.II
• DOC 9432 – Manual of Radiotelephony

Remember:

SARPs = Standard And Recommended Practices
PANS = Procedures for Air Navigation Services

Thank you for your attention, and have a nice week

The post For Those Who Attended The AERONAUTICAL ENGLISH Class appeared first on AVIATION ENGLISH.

June 30th, 2013 – FCL .055 – L’examen concernant les communications vocales en anglais de la radiotéléphonie pourrait changer en France.

Le FCL .055 D (équivalent de l’ancien FCL 1.200 ou précédemment QRI) pourrait disparaître à la fin de l’année 2013 pour laisser place à un format d’examen FCL .055 VFR ou IFR au choix (ex FCL 1.028 VFR/IFR). Le QCM de 10 questions pourrait donc être abandonné.

Actuellement, le niveau 4 OACI est nécessaire. Il est valable 4 ans. Le niveau 5 est valable 6 ans et le niveau 6 qui n’est plus délivré qu’au centre de la DGAC de Paris-Orly est valable à vie. Toutefois, la délivrance du niveau 6 en France est devenue très rare. L’inscription à l’examen coûte actuellement 100 euros.

Cet qualification pilote examine différentes compétences langagières en anglais. Il ne suffit pas d’avoir une moyenne (niveau 4 OACI) satisfaisante. C’est là où l’instructeur intervient car l’objectif est différent. Il s’agit de s’assurer que les six compétences (ou 7

FCL = Flight Crew Licensing;
QRI = Qualification de Radiotéléphonie Internationale;
VFR = Visual Flight Rules;
IFR = Instrument Flight Rules;
OACI = Organisation de l’Aviation Civile Internationale;
DGAC = Direction Générale de l’Aviation Civile;
QCM = Questionnaire à Choix Multiple.

The post Infos Examen d’Anglais du Pilote – Flight Crew Licensing FCL .055: appeared first on AVIATION ENGLISH.

Chers lecteurs et abonnés,

Aujourd’hui samedi 30 mars 2013, les examens de radiotéléphonie aéronautique JAA/JAR FCL 1.200 et FCL 1.028 en France n’ont plus que quelques jours à vivre comme vous pouvez le voir sur ce calendrier: lien périmé.

Attention toutefois aux dates et aux centres car ce calendrier semble avoir subi déjà quelques modifications comme on peut le découvrir sur le calendrier du site d’inscrition d’OCEANE. A partir du 9 avril 2013, le FCL .055 D remplacera le FCL 1.200 avec un format similaire. Les FCL .055 VFR et IFR remplaceront les FCL 1.028 VFR et IFR.

Des évolutions devraient arriver avec les FCL 1.055 pour les pilotes ou navigants sur avions et FCL 2.055 pour les pilotes d’hélicoptères. Pour l’instant, les informations disponibles sur le site officiel de la DGAC concernant la grille d’évaluation OACI (Organisation de l’Aviation Civile Internationale) sont toujours valables.

The post ATTENTION le FCL .055 remplace les FCL 1.200 et 1.028 à partir d’AVRIL 2013 appeared first on AVIATION ENGLISH.

First of all, thank you so much for attending this aviation English class at « Festival des Langues » in Tours today, Saturday, November 24, 2012. Important information: FCL 1.028 and FCL 1.200 will be replaced by FCL .055 and FCL .055 D from April 9, 2013.

Here is the soundtrack we listened to this afternoon. You can download it, then listen directly to 10′ so as to get to the ATIS. Here are the keys (les solutions), see page 4 for the ATIS test, and at the bottom of page 21 for the keys.

Here is a document from the FAA (U.S. Federal Aviation Administration) website that could help you about aircraft vocabulary (click on the picture below):

FAA AIRCRAFT PARTSAs I have told you, for properly transmitting voice communications, you need read ICAO – DOC 4444 ATM (Air Traffic Management, updated March, 2010) which costs up to $295.00 here (click on the link below):

DOC 4444 (2016)

However, you can read a previous edition of DOC 4444 (14th Edition, updated on November 24, 2005 for instance) if you type « doc 4444 – air traffic management fourteenth edition » like here below (click on the picture):

It isn’t worth reading everything as just for radiotelephony purpose, just skip to chapter 12 – page 161 until page 196.

Two other documents are important for aviation voice communications, and air traffic control:

• ICAO Convention – Chapter 5 of Annex 10, Vol.II
• DOC 9432 – Manual of Radiotelephony

Thank you for your attention, and have a nice weekend 

The post For Those Who Attended The AERONAUTICAL ENGLISH Class appeared first on AVIATION ENGLISH.

Warning – This voice communication does not comply with the International Civil Aviation Organization’s (ICAO) recommendations. However, you can click off, and listen without reading the script on this video in order to jot down this radio communication for listening training purpose:

Click on the map above to enlarge. (U.S. Department of Transportation, Federal Aviation Administration courtesy via Wikimedia)

These things happen.

1. Bearing reported with a ninety-degree error, then corrected;
2. Uncertainty of the downwind leg;
3. Traffic not in sight;
4. Uncertainty as to which airport is in sight;
5. Requests are said again;
6. Another airport in the vicinity with same runway configuration;
7. Traffic off course;
8. Within half a mile, no traffic in sight, and no radar tracking;
9. Pilot cannot hear at times or does not reply;
10. Confusion between ident and squawk;
11. Pilot does not know how to use the transponder;
12. Uncertainty of the type of aircraft, then corrected.

Landings may be difficult at times, indeed…

The post LANDING – HOW DIFFICULT IT CAN BE… appeared first on AVIATION ENGLISH.

Thanks to Rising Wings Aviation Channel, here is a very interesting video on airplane navigation aids (NAVAIDs) such as VOR (Very high frequency Omnidirectional radio Range), and how to use the OBS (Omni Bearing Selector) knob both on CDI (Course Deviation Indicator), and VOR; DME (Distance Measuring Equipment); VOR/DME; TACAN (Tactical Air Navigation); VOT (VOR Test facility); and VORTAC (co-located VOR & TACAN beacon):

The post Tutorial on AIRCRAFT NAVIGATION AIDS appeared first on AVIATION ENGLISH.

When you pull your suitcase off the baggage carousel, you cannot see those who took care of it. They sort out a tremendous amount of bags and packs every day.

They drive tugs or pushback tractors, performing aircraft towings, and push-backs thanks to a tow bar. They load bulk cargo, and passenger baggage thanks to belt loaders, and they load ULD (Unit Load Device) pallets as well.

Maybe you wonder who these people are. Let us listen to one of these ramp agents also called « Fleet service clerks« ; « Fleet service agents« ; or « Baggage handlers« . Here is the video:

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Foreign Object Damage (FOD) can be caused by Foreign Object Debris (called FOD too). FOD can also mean « Foreign Object Detection« . Watch the video, and read its transcript below:

Transcript :

Our Air Force has the most technically advanced aircraft in the world – deadly fighters, and bombers, mighty cargo and tanker workhorses, our many helicopters, and a variety of specialty aircraft.

But they can all be easily grounded by FOD.

Foreign objects cause damage to our aircraft in many ways. For example, cut tires, and jammed flight or engine controls. FOD has caused at least six fighter aircraft to crash over the last twelve years! Some of the items that caused these mishaps were:

• Rags;
• Safety wire pliers;
• A piece of aluminum foil;
• A one-inch piece of safety wire;
• Even a small washer!

These incidents show that poor housekeeping, and work practices are still the two major contributors to preventable FOD. We can eliminate FOD. To do so, we must make these six commonsense steps, part of our every job, every step, every day.

1. The first step – be aware that you can make a difference, and that FOD is a constant problem. Every time you sign out a tool box, work a job, or just step out to help someone, keep your eyes open for tools, rocks, and other debris. And when you see something, stop, and pick it up. Occasionally, you may need a sweeper to clean up an area. MAC usually coordinate with base OPS. MAC (Military Airlift Command) usually coordinates this support with base OPS.
2. The second step – keep your work area clean. Check your shoes for foreign objects, and empty your pockets of keys, change, pencils, and trash. Place these items into a FOD bag before entering the cockpit, intake, other confined areas, or before working on top of the aircraft. Are you covering all of those lines, houses, cannon plugs, and ducts during extended maintenance? The ACES II ejection seat is the most reliable, and safest seat in the world, as long as nothing gets in the way. Somebody did not report losing this pencil tip. It then migrated in flight to the sequence start switch which activates the seat computer as it departs the aircraft. It was discovered during a visual inspection of the seat when it was removed for other maintenance. Because of the protective shield over the switch, and the tight clearance in the cockpit, it normally would never have been found. How do you think the pilots felt when they heard about it? Do you check the area one more time before you leave? It is possible the person before you left something behind.
3. Step three – we have to keep our vehicles clean. We know foreign objects get around, and many times are, vehicles carry them out to the flight line. Tire checks – are you constantly doing them every time you went to the flight line? How about after you drove out of the taxiway to let the jet pass? How clean is your vehicle? Is there safety wire, trash, or fasteners on the floor? Is the FOD can overflowing before you empty it? If you have a vehicle magnet installed, are you checking it daily?
4. Step four – Thorough FOD walks. Are you looking, or are you out there just stretching your legs? Pay special attention to the grounding points, and cement grooves, and cracks. These areas are always filling up with trash, rocks, and hardware. A good daily FOD walk helps us keep up with all the debris that still manages to get onto the ramp. A FOD walk should have found this bolt. Instead, it was sucked up, off of the ramp by a B-1. Three first-stage compressor blades, and one inlet guide vane were damaged. It cost us 56 man-hours, and over $ 35,000 to remove and fix this engine.
5. Step five – good tool and hardware control is a must. Remember the last time you lost a tool, or a nut? How long did you look for it? Did you find it? When was the last tool report started? Remember – tool control starts when you receive a toolbox. Before you sign for it, make sure all missing tools are written up, and check the box for pieces of safety wire, and other trash. Woe! Slow down, and look. Is that a tool, or the tool cutout? If you find a tool missing, don’t accept the box, and make sure a last tool report, and investigation is started. Also, never leave tools in hardware in or on the aircraft. Do a good inventory of your toolbox, and TOs* after every job. This alone will narrow the search area, and greatly increase your chances of finding a last tool. Think about it, what would you rather check? One aircraft, or three? When you do find a tool missing, start looking for it immediately. If you can find it after a short search, report it immediately to the expediter, or dock chief, and get some extra help to look for the missing tool or hardware. For tight or inaccessible areas, you can also use a borescope** or X-ray equipment to locate lost items. How would you tell the pilot if the jet has just taxied? What if it is flying? A file about this size was left behind after blunting two engine blades on a C-5, possibly fallen behind a nacelle blocker door*** during the job. Four people then signed for the box over the next several days before someone finally noticed, and reported the last tool. The file was not located, and then came loose in flight the next day. This incident caused over 550 men-hours of work, and $ 66,000 in damage to the engine. Hardware control is simply taking only what you need, and counting how many nuts, bolts, or other hardware you take from bench stock. After the job, make sure you account for all the hardware. If you don’t complete the job, annotate the screw bag with the quantity, the type of hardware, and your name. This will help the person who finishes the job track down any missing hardware. Here is what a misplaced ¼ inch nut did to a C-130 engine. Over 30 blades were damaged beyond repair, not counting depot costs – the damages have already taken 64 man-hours, and exceeded $ 38,000 in damages. Sometimes, we accidentally leave items inside the intake danger area, or in the intake before an engine start. These have included VTR tapes, flashlights, cleaning bottles, and aircraft forms. Are you paying attention? Or have you just been lucky?
6. Step six – follow the T.O..

   For tight or inaccessible access areas, you can also use a borescope, or X-ray equipment to locate lost items. How would you tell the pilot if the jet has just taxied? What if it is flying? A file about this size was left behind after blending two engine blades on a C-5, possibly fallen behind a nacelle blocker door*** during the job. Four people then signed for the box over the next several days before someone finally noticed, and reported the last tool. The file was not located, and then came loose in flight the next day. This incident caused over 550 men-hours of work, and $ 66,000 in damage to the engine. Hardware control is simply taking only what you need, and counting how many nuts, bolts, or other hardware you take from bench stock. After the job, make sure you account for all the hardware. If you don’t complete the job, annotate the screw bag with the quantity, the type of hardware, and your name. This will help the person who finishes the job track down any missing hardware. Here is what a misplaced ¼ inch nut did to a C-130 engine. Over 30 blades were damaged beyond repair, not counting depot costs – the damages have already taken 64 man-hours, and exceeded $ 38,000 in damages. Sometimes, we accidentally leave items inside the intake danger area, or in the intake before an engine start. These have included VTR tapes, flashlights, cleaning bottles, and aircraft forms. Are you paying attention? Or have you just been lucky?

6. Step six (again and further) – Follow the T.O.. Several times we have had equipment, and panels come off during an engine run, or in flight, causing serious damage. On the last job before a three-day weekend, an experienced crew chief and his assistant were preparing an F-16 for an engine run. He skipped the warning, and the step to check the run screen safety pin for security. During the engine run, one pin came out, and after whipping around in the intake for a few seconds, the lanyard broke. The pin destroyed over 426 blades. Total cost – $ 69,000 and 366 man-hours. What was the cost of the crew chief? How do you think he felt? Think of what he went through. The de-certification, the investigation, the waiting. Was the two or three seconds saved worth it? Sometimes, confusing or incomplete TOs are part of the problem. Improper installation caused by poor tech aide, and inexperience created a stress crack in the upper anti collision light lens in a KC-10.

* T.O.: Technical Order

** (or boroscope)

*** Thrust reverser (pelle d’inverseur de poussée)

The post Foreign Object Damage and FOD Prevention appeared first on AVIATION ENGLISH.

Watch, listen, and read:

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Some pilots experienced very difficult conditions at Bilbao Airport a few days ago as strong crosswinds – up to 60 miles per hour – swept the runway from starboard (in French: tribord) ie from their right handside, forcing several of them to go around (in French: remettre les gaz):

The post SPECTACULAR CROSSWIND LANDINGS at Bilbao Airport appeared first on AVIATION ENGLISH.

Important information: FCL 1.028 and FCL 1.200 were replaced by FCL .055 and FCL .055 D from April 9, 2013.

Un grand merci à Monsieur Thierry HERMAS, professeur d’anglais et de radiotéléphonie aéronautique aux Ecoles d’Officiers de l’Armée de l’air (EOAA à Salon de Provence) qui a compilé des documents de la DGAC et ses conseils pour préparer le FCL 1.200 (anciennement appelée QRI pour « Qualification de Radiotéléphonie Internationale« ) et le FCL 1.028 qui est une qualification de pratique de l’anglais OACI (Organisation de l’Aviation Civile Internationale).

Il importe toutefois de surveiller les mises à jours et les dates d’inscription sur le site de la DGAC, derniers liens en date du 29 avril 2012, puis mis à jour le 17 février 2019:

FCL 1.200

FCL .055

Compétences linguistiques OACI

Merci aussi à Xavier Cotton (webmestre de PASSION pour l’AVIATION) pour cette magnifique photo prise au Salon du Bourget (Paris Airshow) en 2009.

The post CONSEILS de PREPARATION aux EXAMENS FCL 1.200 et FCL 1.028 appeared first on AVIATION ENGLISH.

Panic onboard – That is what happened on a JetBlue aircraft last week. The captain dashed to the bathroom’s door which was locked, got jittery, then running along the aisle, he hollered out insane things such as « They’re going to take us down! ». The passengers wrestled the pilot down, tied him up with seat belts, and he was handed over to the police after landing.

An incident of this kind had already been reported two weeks before. An American Airlines flight attendant had been giving the safety instructions just before takeoff. She suddenly ranted about mechanical issues which were immediately refuted by the other cabin crew members. She kept speaking incoherently about Al-Qaeda, and the 9/11 attacks, about her fears of crashing, etc. A few people managed to wrestle her down, and the passengers were startled and scared as they could hear her blood-curdling screams when she was being handcuffed by the police.

According to these reports, these insane behaviors are believed to be air-rage cases but the flight attendant who got temporarily mad would be deemed bipolar by doctors, and her condition could explain her behavior. As far as the JetBlue pilot is concerned, his neighbors cannot understand as they would see him as a kind person.

Another scary situations occurred in flight this week on Monday April 2, 2012. 80-year-old Helen Collins landed the Cessna 414 twin-engine aircraft in which the pilot – her husband – died a few minutes before at the controls!

Thanks to the video/audio tape hereafter, we can imagine now what was going through her mind as it was the first time she had flown an aeroplane: (video with transcripts – click on the link below)

http://youtu.be/QxZKKDTRgyk

Outstanding Helen Collins hurt her back, and cracked a rib but she managed to bring the plane to a safe stop at Door County Cherryland Airport, near Sturgeon Bay, Wisconsin.

Last but not least, HATS OFF to Braden Blennerhassett, an Australian pilot who never panicked last Tuesday as a SNAKE popped out from the dashboard; slithered down his leg while he was landing! Read the SCRIPT and listen to the video link about this story below:

Here is how this brave pilot kept his cool on his aircraft (interview):

Another interesting video with the air traffic controller about the emergency message she received:

These recent stories – not to mention the latest crash of an F/A-18D Hornet from Naval Air Station Oceana, Virginia, on Friday in which the pilots managed to bail out safely before the fighter aircraft crashed into an apartment building fortunately left with no death toll – remind us of this well-worn saying: Flying is simply hours of boredom punctuated by moments of stark terror.

Special thanks to Xavier Cotton – Passion pour l’aviation‘s webmaster – for his help and support, and for passing these video links on to me. Thank you very much indeed.

The post PANIC ONBOARD THESE DAYS – not only due to AIR RAGE appeared first on AVIATION ENGLISH.

This video shows how you can survive an airplane crash.
 
In case you are caught up in an air disaster situation, this is what you need:

• an aisle seat or one close to it
• long-sleeved pants and top;
• and flat closed-toe shoes;
• and a smoke hood or a wet washcloth

 
Click on the video hereafter:
 

 
If you need the transcript, it is available here: Transcript-link (below the video)
 

The post HOW to SURVIVE an AIRCRASH appeared first on AVIATION ENGLISH.

Référentiel fixant les niveaux OACI par compétences.

Cliquer sur le document « Echelle d’évaluation des compétences linguistiques » de la DGAC ci-dessous:

http://www.ecologique-solidaire.gouv.fr/sites/default/files/grilleNotation_AESA.pdf

Attention, l’existence de mises à jour concernant ces documents est possible. Il convient dès lors de rechercher des compléments d’information auprès de votre administration ou auprès des autorités compétentes (la DGAC pour la France et surtout l’OACI).

The post ICAO Language Proficiency Rating Scale – Grille de niveaux de langues (anglais OACI) appeared first on AVIATION ENGLISH.

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