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English Language Proficiency Requirements

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Category: Air Ground Communication Air Ground Communication
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Background

The International Civil Aviation Organisation (ICAO) has introduced language proficiency requirements for air traffic controllers and pilots with the objective to improve the level of language proficiency globally and reduce the frequency of communication errors. Historically, insufficient English language proficiency on the part of the flight crew or the controller has contributed to a number of accidents and serious incidents (see Related Articles).

The ICAO Language Proficiency requirements are applicable to both native and non- native English speakers. According to ICAO the burden for improved communications should not be seen as falling solely on non-native speakers - ICAO Doc 9835 states: “Native speakers of English, too, have a fundamentally important role to play in the international efforts to increase communication safety.”

Radio Telephony Communications - ICAO Requirements

The requirements for language proficiency for operational personnel are detailed in ICAO Annex 1 - Personnel Licensing (see Further Reading).

International Standards

In 2003, ICAO set a deadline of March 2008 for English language proficiency at Level 4 and above for all pilots flying international routes and air traffic controllers serving international airports and routes.

For States which were not able to meet the March 2008 deadline, full implementation was to be completed by March 2011.

The proficiency scale ranges from Level 1 to Level 6, with guidelines published for:

  • Pronunciation
  • Fluency
  • Structure
  • Vocabulary
  • Comprehension
  • Interaction


ICAO Language Proficiency Rating Scale

936x1069

Reassessment Procedures

ICAO require that language skills of pilots and controllers rated at Level 4 are reassessed every three years, Level 5 pilots and controllers - every six years, while at Level 6, no further assessment of English language skills is deemed necessary.

The Level 4 (operational) proficiency is considered as a minimum ‘stepping stone’ to higher levels. The main benefit of high international standards of aviation English is that communications between aircraft crew and controllers are fully understood, particularly when non-standard words and phrases are used. Also, improved language skills could help increasing the situational awareness of flight crews in relation to other aircraft, both in the air and on the ground.

Accidents and Incidents

The following events include "Language Clarity" as a contributory factor:

  • GLEX/F2TH, vicinity Ibiza Spain, 2012 (On 21 September 2012, two aircraft came into conflict in Class 'A' airspace whilst under radar control at night and loss of separation was resolved by TCAS RA responses by both aircraft. Investigation found that one of the aircraft had passed a procedurally-documented clearance limit without ATC clearance or intervention and that situational awareness of its crew had been diminished by communications with the conflicting aircraft being conducted in Spanish rather than English. A Safety Recommendation on resolving the "persistent problem" of such language issues was made, noting that a similar recommendation had been made 11 years earlier.)
  • B742 / B741, Tenerife Canary Islands Spain, 1977 (On 27 March 1977, a KLM Boeing 747-200 began its low visibility take-off at Tenerife without requesting or receiving take-off clearance and a collision with a Boeing 747-100 backtracking the same runway subsequently occurred. Both aircraft were destroyed by the impact and consequential fire and 583 people died. The Investigation attributed the crash primarily to the actions and inactions of the KLM Captain, who was the Operator's Chief Flying Instructor. Safety Recommendations made emphasised the importance of standard phraseology in all normal radio communications and avoidance of the phrase "take-off" in ATC Departure Clearances.)
  • SH33 / MD83, Paris CDG France, 2000 (On the 25th of May, 2000 a UK-operated Shorts SD330 waiting for take-off at Paris CDG in normal visibility at night on a taxiway angled in the take-off direction due to its primary function as an exit for opposite direction landings was given a conditional line up clearance by a controller who had erroneously assumed without checking that it was at the runway threshold. After an aircraft which had just landed had passed, the SD330 began to line up unaware that an MD83 had just been cleared in French to take off from the full length and a collision occurred.)
  • B763, en-route, Northern France, 1998 (On 9 January 1998, a Boeing 767-300 operated by United Airlines experienced an electrical systems malfunction subsequently attributed to arcing in a faulty electrical loom. The crew elected to divert to London Heathrow where emergency evacuation was carried out on a taxiway upon landing.)
  • CRJ2, en-route, Jefferson City USA, 2004 (On October 14, 2004, a Bombardier CRJ-200 being operated by Pinnacle Airlines on a non revenue positioning flight crashed into a residential area in the vicinity of Jefferson City Memorial Airport, Missouri after the flight crew attempted to fly the aircraft beyond its performance limits and a high altitude stall, to which their response was inappropriate, then followed.)


Related Articles

Further Reading

ICAO

UK CAA