Native and Non-Native Speakers in the radiotelephony communication

The ICAO language proficiency requirements apply to native and non-native speakers alike. As English is the most commonly used language international aviation communications, many non-native speakers of English will require language training to improve their language proficiency. Nonetheless, the burden for improved communications should not be seen as falling solely non-native speakers. Native speakers of English, too, have a fundamentally important role to play in the international efforts to increase communication safety. Improving radiotelephony safety is no small matter, requiring concerted effort and widespread cooperation, and all pilots and controllers will benefit an improved understanding of how language functions, with a focus on strategies that aid comprehension and clarity. Additionally, an ethical obligation arises on the part of native speakers of English, in particular, to increase their linguistic awareness and to take special care in the delivery of messages.

Miscommunication can, and does, occur not only between non-native speakers but also between native speakers of the same language. Miscommunication between native speakers can occur as a result of a linguistic error or feature (ambiguity, homophony, etc.) or as a result of human carelessness (poor enunciation, too much data in a single transmission, or impatience ). Miscommunication can also occur between non-native speakers or between a native speaker and non-native speaker as a result of these issues, in addition to other sources of error specific to non-native English-use.

GLOSSARY:

ICAO =International Civil Aviation Organization

burden = carga ou fardo

concerted = planejados ou combinados

The air pranks

If you have “aviophobia”, turbulence is probably the common reason for that. Most people believe that turbulence is dangerous. In fact, during turbulence, the pilots remain in complete control of the aircraft, and it is no harder to fly an aircraft during turbulence than it is in normal flight.

The movement of the air causes turbulence. There are three types of weather often associated with turbulence. Firstly strong winds close to the ground, storm clouds and clear air turbulence.

The important thing to remember is that turbulence is uncomfortable but not dangerous and that weather maps and reports show pilots where the areas of turbulence can be expected so that they can be avoided by climbing, descending or flying around them.

Crew working onboard the plane are highly trained to cope with this situation.

Remember: Always secure your seat belt as tightly as you can in turbulence as it helps you feel more comfortable. Put your seat belt on even when not instructed to wear it. It can be tempting to take off your seat belt, when you want to be more comfortable.

Pilots can usually antecipate turbulence, sometimes it’s sudden, and sometimes it’s severe. There have been cases of serious injuries to passengers who were not seated and with their seat belts duly fastened.

Most people aren’t keen on flying, owing to turbulence jolts.

“Relax and fly” shows that there are effective ways to overcome this unfounded fear, when one flies in this extremely safe mode of transportation.

GLOSSARY:

pranks= rebeldias

Are there really squirrels in Australia that can fly?

Yes?!? But they do not have wings. Nor do they go around in aeroplanes. Strictly speaking, they do not “fly” . They glide on air currents from the branches of one tree to the next. Lots of squirrels are good jumpers, but these Australian ones have the edge over all the others.

They have a large flap of skin round their bodies, which joins their front and back legs. When they launch themselves off a branch, they spread out their legs. The skin flap spreads out , and forms a sort of parachute. Kitted out like this, flying squirrels can glide quite long distances. They wouldn’t think anything of launching out on a flight of forty or fifty metres.

GLOSSARY:

launch one’s off = lançar-se

kit out = prover